Mark Schremmer
The Federal Motor Carrier Safety Administration is moving forward on changes to its Crash Preventability Determination Program.
The agency proposed changes to the program in April 2023. A notice that is scheduled to be published in the Federal Register on Wednesday, Dec. 4 finalizes the proposed changes, responds to comments and outlines steps for implementation.
FMCSA’s crash preventability program currently reviews 16 specific collision types and modifies information in the agency’s Safety Measurement System to distinguish not-preventable collisions from preventable ones. From May 1, 2020, to Dec. 30, 2022, more than 39,000 requests for data review were submitted to FMCSA. About 72.5% of the submitted requests were eligible, meaning they were one of the 16 crash types. About 96% of the eligible collisions were found to have been not preventable.
The agency plans to add four crash types to the program “to expand the (program) to review even more crashes each year for preventability.” The additional crash types are expected to double the size of the program.
The four new crash types in the proposal:
- A commercial motor vehicle was struck on the side by a motorist operating in the same direction.
- A commercial motor vehicle was struck because another motorist was entering the roadway from a private driveway or parking lot.
- A commercial motor vehicle was struck because another motorist lost vehicle control. FMCSA reviewed many police accident reports that included this information, but these accidents were ineligible for the program under the current crash types.
- Any other type of crash involving a commercial motor vehicle, where a video demonstrates the sequence of events of the crash.
The Crash Preventability Determination Program process will remain initiated by a request from the motor carrier, driver or authorized representatives. The burden is on the submitter “to provide compelling evidence” that the crash is eligible and not preventable. Drivers or carriers are encouraged to submit videos, photos or court documents to support the request.
A full list of proposed crash types can be found here.
The Owner-Operator Independent Drivers Association supports the expansion of the crash preventability program.
In comments filed in June 2023, OOIDA said the changes would help carriers by adding crash types that can be deemed not preventable.
“For far too long, these nonpreventable crashes have unnecessarily discredited safety ratings for drivers and motor carriers,” the Association wrote in comments signed by President Todd Spencer. “We concur with FMCSA’s decision to further expand the Crash Preventability Determination Program by modifying currently eligible types of crashes.”
Although OOIDA supports the additional crash types, it also said that the “burden should now fall on the agency, rather than the submitter, to overturn qualifying crashes.” OOIDA added that transferring the burden would help keep safe, experienced motor carriers in business and that the stats prove motor carriers shouldn’t have to wait months for nonpreventable crashes to be removed from their record.
In the latest notice, FMCSA said that the burden will remain on the motor carrier or driver.
“The crash data fields that are submitted to FMCSA in the Motor Carrier Management Information System are a subset of the information that is available on the police accident report,” the agency wrote in the notice. “FMCSA does not have direct access to police accident reports or other supporting documentation about a crash.”
FMCSA did not announce when it will begin accepting submissions under the new crash types. The agency plans to publish that information on its website.
Jason Cannon
Chronic stress can lead to long-term health issues, and approximately 65% of U.S. workers surveyed by the American Psychological Organization characterized their jobs as a very significant or somewhat significant source of stress. Research conducted by the World Health Organization found that 83% of U.S. workers suffer from work-related stress.
Despite having chosen life on the open road as a way to avoid the office grind, and in spite of the remote nature of their work, truck drivers are not immune to workplace stress.
“All jobs have stress. Try trucking, where everything you do is stressful,” said OTR leased driver Greg Bazluki. “Why? Any action can get you fired or killed.”
CCJ earlier this year, in partnership with video safety and video telematics provider Lytx, surveyed company drivers and leased owner operators as part of its 2024 What Drivers Want report. When asked to rank their daily stress level on a scale of 1-10, with 1 being not stressful at all and 10 being constantly stressed, the average rating among all participants was 5.1. Bazluki rated his daily stress level a 6.
CCJ also polled its audience of fleet managers and asked them how they thought drivers would rate their average daily stress on the same scale, and those results show that managers believe drivers are more stressed than they actually report to be: 18% pegged driver stress levels at 10, yet only 3% of our driver respondents put their stress level at 10.
Stress, regardless of its severity, can lead to any number of physical and mental ailments, and many of the drivers we surveyed noted suffering from hypertension/high blood pressure (42%), depression (21%), anxiety (22%), and obesity and stress-induced weight-gain (22% and 11%, respectively.)
“The job has only gotten more stressful since deregulation.”
David Higgins, leased owner operator
“As I’ve gotten older the stress of the job is taken more of a toll,” noted 66-year-old leased driver Larry Maples, who added finding parking was his biggest problem as a driver not related to his employer.
And he’s not alone. Parking is the No. 2 concern for truck drivers industry-wide, according to the American Transportation Research Institute.
“Parking is a nightmare,” said 20-plus-year company driver Gary Fulkerson. “Finding a place to park at night is a big concern.”
Indeed, the top two headaches listed by drivers in our survey are things other industries likely consider mundane: finding parking (46%) and delays from traffic congestion (31%).
Parking, or lack of it
Cities are increasingly rolling out bans on roadside parking for drivers running out of drive time, and already limited free private parking options are increasingly being converted to paid spaces.
“More and more places are telling us not to park. Cities are banning truck parking yet still expecting us to make deliveries. Customers are still not giving us access to bathrooms, [and] the ones that do are installing nasty portable restrooms,” said company driver Charles Bolin. “Fleets allow their customers to mistreat drivers. When cities discuss parking bans fleets don’t band together to push back or refuse deliveries to cities that mistreat us. Fleets won’t pay for parking and parking is no longer free at most places.”
With a daily stress level he rated a 10, Curtis Mills said he came off the road and found a job making the same money because he was tired of dealing with problems that had little to do with getting loads from point A to B.
“I’m home every night, don’t have to worry about my safety, where I’m going to park – because I can’t stay on-site – and fight for or pay for a spot when they already overcharge us anyway, and now we pay for parking,” he said. “Make the government and anyone else who feels the need to make all these [rules and regulations] come ride in a truck and see what it’s like and what we go through out on the road… The trucking industry sucks now. It’s not what it used to be.”
Many driver respondents to our survey see industry regulations as an enabler of the parking crisis because they force drivers to stop when their clock runs out versus having the flexibility to stop when (or if) they find a safe place or the driver is tired.
“All the stupid regs would make anyone stressed out.”
Keith DuBois, company driver
“ELDs force us to park. I know when I am tired, and a 30 minute break slows down the shipment,” said leased owner operator Jim Ohlrogge. “Again, I know when I am tired.”
Leased regional driver Steven Rice listed “ELD’s interference in how I drive” as his top problem not related to his employer, adding “Things are really dumb in this industry. ELD telling you to sleep when it’s not needed, or to take a break.”
Traffic and other drivers on the road
The calendar year 2020 was a challenge for most people, but not all pandemic-spurred issues were universally bad. Freight rates were sky high and, thanks to lockdown orders, freeways were mostly empty. The new work-from-home economy, and the halting of many road construction projects, made for more seamless trips from shipper to receiver. The post-pandemic norm, however, saw traffic come roaring back, and despite a now more remote workforce, truck drivers routinely say conditions have gotten worse.
“I have personally seen a woman driving on a divided four-lane, eating a bowl of spaghetti with a tablet on her dash, driving with one knee and cutting in and out of traffic,” recalled leased operator Mike Bartick. “DOT should target the [people messing] around on their phones in cars and pickups. I see it 10 times a day every day.”
For drivers paid by the mile or paid a flat percentage, sitting in traffic is a problem with many prongs. It burns fuel, increasing cost per mile; it burns valuable drive time, decreasing the amount of time a driver can drive in a given period; and it could mean the load misses its delivery window, practically ensuring detention at the receiver.
“Drivers undergo a lot of stress everyday, especially when your primary running area is east of the Mississippi,” said long-haul company driver Tim Hay. “I liked running west. Less traffic jams equal less stress and easier running. Bigger towns mean heavier traffic. Everyone is in a hurry. The local people drive that road every day but they’ll still stay in that left lane until they get right up on their exit then just shoot across three lanes of traffic to get off most of the time without even looking. They just expect you to stop on a dime and let them over.”
Sage words
Trucking is an industry with a high average age – 46 years old, according to the American Trucking Associations – and there’s wisdom to be had from those who have filled up more than their share of log books.
LTL company driver James Duff, whose logged more than 20 years behind the wheel, said he’s learned to cope by focusing on the things that are within his control.
“You can’t control the actions or reactions of other people, only your own reactions to them,” he said. “Deescalate and de-stress when possible. Often times people are not mad at you, you just happen to be there. Likewise, act professional and understand that you can’t control a shipper or consignee and getting angry at them will not help the situation.”
“Every day is different. Every load is different,” added company driver Floyd Crise, himself a veteran trucker of more than two decades. “Treat it that way and you’ll reduce a lot of your stress, and remember to drive like your family is driving next to you.”
For the fleet managers worried about how stressed their drivers are, Victor Farinas, a relatively new leased owner operator with less than five years in the business, offered a tip: “Creating those relationships with drivers and their support staff will create a sense of belonging, and regular predictable pay will reduce driver stress.”
Five Rest Areas Will Get 183 New Spaces
Christian Metzger
MIDDLETOWN, Conn. — The Connecticut Department of Transportation announced a $31 million investment in expanding truck parking at rest stops across Connecticut.
Rest areas in Middletown, Southington, Madison, Southbury and Vernon will get 183 new parking spaces, officials said.
Construction began in October at the Middletown Rest Area, located off I-91 near Exit 20. The $3.8 million project, which will add 11 truck parking spaces to the lot, is projected to be completed in September 2025.
The Middletown Rest Area was the first expansion site, as the state owns all the land necessary to begin the project. The other rest areas will see even more significant expansions, with upward of 40 additional parking spaces planned for Southington, and as many as 60 planned for Vernon. Currently, there are 420 truck parking spaces statewide. When the project is completed by the end of the decade, the state will have about 600, officials said.
The new parking areas will have improved drainage and lighting.
Trucking industry officials have pushed for the expansions, citing a shortage of parking spaces across the state. The shortage has led truckers to park alongside the shoulder of the highway, on off-ramps, or in residential areas, causing a potential hazard for truckers and other drivers, officials said.
“On average, drivers lose about an hour’s worth of their driving, an hour of service, trying to find parking,” said Motor Transport Association of Connecticut President John Blair. “They stop early. So obviously, that affects supply chain issues.”
“The truck parking shortage has plagued the trucking industry for decades, and the consequences of insufficient capacity are as wide-ranging as they are severe,” he said in a news release. “The scarcity of truck parking spaces across the country decreases safety for all highway users, exacerbates the industry’s longstanding workforce challenges, diminishes trucking productivity, and results in unnecessary greenhouse gas emissions. The effort here in Connecticut will undoubtedly make our roads safer.”
According to officials, truckers are required to drive for nine hours and take 10 hours to rest. Because of that, officials said, it is important to make areas secure and comfortable for drivers.
“We’ve seen the trends of truck traffic continue to grow in Connecticut since 2020 to now we have a lot more truck traffic than we did before the pandemic,” said CTDOT Commissioner Garrett Eucalitto. “I think our economy has shifted. People want things now; they order, and they want it delivered tomorrow. So there’s a lot of that on demand, and the industry has shifted, so we just see trucks all the time, and we’ve built out.”
The project is also a key investment for the state. Connecticut’s freight transportation system supports more than 451,000 jobs and produces $50.5 billion annually in gross regional product, officials said.
Author’s note; In the private sector we are providing 400+ spaces for an $8M investment, with secuity and numerous amenities. Contact me to learn more about how you can participate.
KBG Injury Law
In the modern, digital era, we have all manner of devices, gadgets, and apps that follow our every move, but an electronic logging device, or ELD, is a tracker that is specific to the interstate trucking (and commercial bus) industry. ELDs replaced manual paper logs and low-tech electronic onboard recorders (EOBRs), which simply logged the miles driven by a vehicle.
Though mandated in 2015, the law gave truckers a few years’ grace to become fully compliant. Four years later, on December 17, 2019, ELDs became mandatory in the United States with few exceptions. (Incidentally, Canada followed suit and rolled out regulations in June of 2022.)
What is the purpose of an electronic logging device?
Not only do today’s ELDs act as GPSs for the four-million-plus tractor trailers constantly crisscrossing the United States every year. The hardware also monitors things like if the truck is in motion, how fast it’s going, if the engine is running (and for how long it has been), and even the truck’s rate of fuel consumption. This data is transferred to fleet managers and the U.S. Department of Transportation (DOT). Owner-operators and fleet managers use the data in many ways, like increasing fuel efficiency, keeping trucks on the best route to their given destination, and helping drivers stick to schedules.
But arguably the most important job of an ELD is tracking a driver’s hours of service (HOS). The Federal Motor Carrier Safety Administration’s hours-of-service regulations vary between property-carrying drivers (11-14 hours maximum) and passenger-carrying drivers (10-15 hours maximum). Beyond driving, hours of service include activities related to trucking, such as waiting for the dispatcher to give you the green light to get on the road or getting your vehicle serviced or repaired.
How an ELD vendor is bending the HOS rulesRecently an ELD vendor was caught gaming a loophole in the logging system to log extra drive time under a “ghost co-driver” account. Per FreightWaves:
A driver using ELD Rider software recorded a ghost co-driver being added to his device within 15-20 minutes after the driver contacted the company to request more hours.
At the time the U.S. driver contacted the ELD Rider representative in Serbia, the driver, who didn’t want to be named for fear of retaliation, had no drive time left on his clock and only 12 hours remaining on his 70-hour cycle before he was required by FMCSA to take a 34-hour reset.
[A] video, which was reviewed by FreightWaves, shows an alert being sent to the engine control module (ECM) connected to the driver’s truck. The alert notified the driver that a representative was logging him off and taking over to edit his logs.
He later received a call from ELD Rider confirming that the representative had edited the log to add a co-driver, often referred to as a ghost driver. The video then pans to the driver logging back into his device, showing that he now had almost 10 hours of drive time left in his day and around 68 hours remaining on his cycle before he must take 34 consecutive hours off duty before driving again.
Basically, the vendor and the trucking company coordinated to fake a second driver and bypass the HOS rules. In a separate incident, it was the trucking company that was accused of falsifying data in order to force workers to drive up to 20 hours a day, every day of the week.
According to FreightWaves, these are no isolated incidents: “a whistleblower told FreightWaves that representatives of ELD Rider have been manipulating drivers’ HOS logs to ‘cheat the system’ since 2019.”
Such violations of HOS regulations are a serious offense and can result in fines anywhere from $1,000 to $16,000—and even up to $75,000 if the rig is carrying hazardous materials.
Why are HOS rules so important?
The simple answer to why HOS rules exist is safety – for the public and for truckers alike. Commercial truck and bus drivers need to take sufficient rest and sleep breaks to maximize their performance and minimize the risk of accidents, injuries, or deaths. According to the 2020 Large Truck and Bus Crash Facts report from the Federal Motor Carrier Safety Administration (FMCSA), there were 4,842 fatal crashes involving large trucks, which the National Highway Traffic Safety Administration defines as “a truck with a gross vehicle weight rating (GVWR) greater than 10,000 pounds.” Another 45,900 wrecks caused all manner of injuries that needed immediate medical attention, and 86,618 crashes resulted in “towaways,” events in which disabled vehicles had to be cleared by emergency responders.
Given the size and weight of large trucks—about 35,000 pounds for a cab pulling an empty trailer and up to 80,000 pounds when the trailer is fully loaded—they’re by nature more dangerous than smaller, lighter vehicles.
Factor in that 2% of these large-truck crashes were hauling hazardous materials (gas, oil, flammable liquids, corrosives, radioactive materials, etc.), and you’ve accounted for yet another level of danger.
Why is ghost driving such a big issue?
First you should know there are perfectly innocent, legal reasons for “ghost” drivers. For example, if a company is giving a road test to a new driver, it may use a ghost driver to ensure that this testing session does not affect the collective HOS hours. There are also trucking company workers who are not required to log hours, like certain mechanics.
But adding a ghost driver to violate HOS regulations is not one of those reasons. All it does is ensure that drivers are overworked and likely exhausted behind the wheel. Driving without enough sleep each day is actually like being behind the wheel with a blood alcohol content (BAC) of 0.10. According to the Cleveland Clinic, a BAC level of 0.10% means that a person is likely to experience:
- Slowed thinking
- Reduced reaction time
- Slurred speech
- Lack of muscle coordination
- Lowered alertness
- Impaired judgment and reasoning
- A decreased ability to detect danger
And yet, thinking clearly, reacting quickly, and making good decisions are imperative to the safe operation of any motor vehicle much less a fully loaded, 36-ton big rig.
Thankfully, FMCSA is cracking down on ELD hardware companies whose products are not compliant, and companies are self-enforcing as well.
Scopelitis
Since the mandated implementation of Electronic Logging Devices (ELDs) in December 2019, the trucking industry has largely – sometimes begrudgingly – accepted them and their role in managing Hours of Service (HOS) regulations. However, despite their intended use in preventing driver fatigue, a disturbing trend is emerging: the rise of “ghost” ELDs. These are falsified or tampered-with devices that undermine the very purpose of ELDs, posing significant safety and regulatory challenges.
What Are “Ghost” ELDs?
A “ghost” ELD refers to an electronic logging device that either falsifies data or is intentionally manipulated to create false logs. ELDs are required to accurately record driving time, rest periods, engine data, and driver activity. But with ghost ELDs, the data is either tampered with to show compliance when the driver is in violation, or the device itself is not connected to the engine as required. This creates the illusion of legal operation while allowing drivers or companies to bypass regulations.
Why Are They a Problem?
- Undermining Safety Regulations: The primary reason for the ELD mandate is to ensure drivers don’t work excessive hours, which could lead to fatigue, a factor in many accidents. When ghost ELDs are used, drivers can exceed their allowed hours without detection, putting themselves and others at risk. Fatigued driving significantly increases the likelihood of crashes, injuries, and fatalities. In this sense, ghost ELDs defeat the purpose of HOS regulations meant to protect public safety.
- Unfair Competition: Companies that comply with ELD regulations have to carefully manage driver hours and face the operational costs of keeping drivers within legal limits. However, those using ghost ELDs gain an unfair advantage by allowing drivers to work longer and cover more miles, which translates to lower costs and faster deliveries. This creates a distorted playing field where honest companies face a disadvantage while unscrupulous operators exploit the system.
- Legal and Financial Risks: Tampering with or falsifying ELD data is illegal and can lead to severe consequences for both drivers and carriers. Fines for violating ELD regulations can be steep, and companies caught using ghost ELDs risk even higher penalties. Moreover, in the event of an accident, falsified logs could expose companies and drivers to lawsuits, insurance complications, and potential criminal charges. Ghost ELDs can result in substantial financial losses due to fines, legal fees, and reputational damage.
- Eroding Trust in the System: The effectiveness of the ELD mandate relies on the assumption that the technology is accurately capturing driver activity and enforcing compliance. Widespread use of ghost ELDs threatens to erode trust in the system, not only among regulators but also within the industry itself. If ghost ELDs become more common, the integrity of the entire regulatory framework could be called into question, potentially leading to stricter enforcement measures and scrutiny.
Addressing the Issue
FMCSA appears to be poised to attempt to tackle the problem of ghost ELDs. Presently, the Agency relies on “self-certification” – basically the honor system for providers and carriers. (Canada, by contrast, requires ELD providers to be certified by an independent third party, offering a layer of security in their specifications.) In September 2022, however, FMCSA published an Advanced Notice of Proposed Rulemaking (ANPRM) requesting comments on a handful of ELD issues, including the question of whether a certification process should be established.
According to the Spring 2024 Unified Agenda, the next step in the regulation-making process – a Notice of Proposed Rulemaking (NPRM) – is scheduled to be released in June 2025.
Industry awareness and training can also help curb the use of ghost ELDs. Drivers and companies need to understand the serious risks associated with non-compliance and be educated on how to properly and legally use ELDs.
As technology continues to evolve, it is crucial for the industry to prioritize compliance and integrity, ensuring that ELDs serve their intended purpose of improving safety and transparency in the trucking industry.
Tyson Fisher
A federal appellate court has found that although Texas oil tanker drivers never leave the Lone Star state, they are still involved in interstate commerce and therefore exempt from overtime pay.
Earlier this year, the Fifth Circuit Court of Appeals reversed a district court’s decision denying oil transporter Ace Gathering’s motion to dismiss a class-action wage lawsuit filed by tanker drivers. The case centers on interpretations of “interstate commerce” within the federal overtime pay exemption for motor carriers.
Most of the facts of the case are straightforward and undisputed. Tanker drivers for Ace Gathering load up crude oil from an oil field in Texas and transport that oil to a pipeline also located in Texas. For the truck drivers, their entire operations take place solely in Texas, making their journeys intrastate only.
Despite these intrastate-only trips, Ace Gathering did not offer drivers overtime pay, citing the Fair Labor Standards Act motor carrier exemption. That exemption applies when the driver is:
- Employed by a carrier subject to the U.S. Department of Transportation’s jurisdiction
- Engaged in activities directly affecting the safety of operation of motor vehicles in the transportation on public highways of property in interstate or foreign commerce
Neither party disputes the first requirement, and both parties agree on the “safety-affecting activities” portion of the second requirement. The disagreement is on whether the drivers engage in interstate commerce, exempting them from overtime pay.
According to the Department of Labor, truck drivers are exempt from overtime pay when they are involved in interstate commerce or “connect with an intrastate terminal (rail, air, water or land) to continue an interstate journey of goods that have not come to rest at a final destination.”
Ace Gathering argued that the oil being transported continues beyond Texas state lines after a trucker delivers it to the pipeline.
Once a trucker drops off oil at a Texas pipeline, that oil goes to either an out-of-state refinery or to export markets for shipment outside the U.S. Although the trucking portion of the oil cargo is intrastate, it is only one leg of a longer journey outside of Texas. Therefore, tanker drivers are engaged in interstate commerce and exempt from overtime pay.
However, Judge Lee Rosenthal of the of the Southern District of Texas federal court found that Ace Gathering had no vested interest in oil once it crossed state lines via pipeline. The company’s customers – oilfield and pipeline operators – were all based in Texas. What happens to the oil after it leaves the trucks, Rosenthal argued, is of no interest to Ace Gathering.
But on appeal, the Fifth Circuit rejected that argument. Simply put, court precedent has established that a trucker is engaged in interstate commerce when transporting goods “ultimately bound for destinations beyond Texas, even though the route of the particular carrier is wholly within one state.”
“So while the crude haulers’ transportation of the crude oil is indeed entirely intrastate, their transportation is but one segment of the crude oil’s larger interstate journey and, by all indications, part of the crude oil’s ‘practical continuity of movement’ out of the state,” the appellate panel ruled. “Thus, under controlling precedent, we tread no new ground in holding that purely intrastate transportation rises to the level of interstate commerce when the product is ultimately bound for out-of-state destinations, just as the crude oil was here.”
Confusion surrounding overtime pay exemption
In a concurring statement, Judge Andrew Oldham highlighted the confusing nature of the overtime pay exemption.
Oldham focused on a 1971 Department of Labor interpretive rule exempting certain employees from overtime pay. That rule refers to language in the Motor Carrier Act of 1935 that defines interstate commerce as “between any place in a state and any place in another state or between places in the same state through another state.” Oldham states that based on the text, the 1971 rule would exempt only drivers “who actually crossed state or national borders in the course of their commercial activities.”
However, statutory changes in 1978 and 1995 more broadly defined interstate commerce to include intrastate activities that substantially affect interstate commerce. Despite those changes, the Department of Labor has not updated its 1971 interpretive law, according to Oldham.
With conflicting information, the courts have been forced to devise “multiple, unmanageable standards for making overtime decisions,” Oldham pointed out. That includes an eight-factor balancing test to determine if a driver has a reasonable expectation of interstate transportation.
Without more clarity from Congress or the Department of Labor, courts instead rely on confusing precedent in overtime pay exemption cases involving certain intrastate trucking operations.
“It is unclear how the 1971 rule comports with the text of the relevant statutes,” Oldham stated. “And it is unclear how our precedents comport with the 1971 rule, which says nothing about factors like the good’s ultimate destination or the shipper’s state of mind. Incoherent as they might be, the precedents bind us.”
Congress can clear confusion regarding overtime pay exemptions
One way to end any confusion regarding overtime pay for truckers is to eliminate the exemption altogether.
That is exactly what the bipartisan GOT Truckers Act will do if passed by Congress and signed into law. Introduced by Rep. Jeff Van Drew, R-N.J., and Sen. Alex Padilla, D-Calif., the bill simply removes the overtime pay exemption from the Federal Labor Standards Act. Consequently, all employee truck drivers will receive overtime regardless of whether they drive interstate or intrastate, ending any confusion around the definition of interstate commerce.
Although the bill would apply only to company drivers, the Owner-Operator Independent Drivers Association contends that forcing shippers and receivers to value a trucker’s time would create change throughout the industry.
“America’s truckers keep our nation’s economy moving, and without the hard work of these men and women, our supply chain would grind to a halt,” OOIDA President Todd Spencer said. “Unbelievably, trucking is one of the only professions in America that is denied guaranteed overtime pay. We are way past due as a nation in valuing the sacrifices that truckers make every single day. This starts with simply paying truckers for all of the time they work.”
Truck drivers can go to FightingForTruckers.com to encourage their lawmakers to co-sponsor the GOT Truckers Act.
