The Nation

GREENBELT, Md. — The Commercial Vehicle Safety Alliance’s (CVSA) 2020 Operation Safe Driver Week will go on as scheduled, July 12-18, according to a May 12 statement. During the weeklong traffic-enforcement safety initiative, law-enforcement personnel throughout North America will be looking for drivers who are engaging in unsafe driving behaviors. Identified drivers will be pulled over by law enforcement and may be issued a warning or citation. According to the Governors Highway Safety Association, having less traffic on the highways during the COVID-19 pandemic may be encouraging some drivers to ignore traffic safety laws, including speed limits. Many jurisdictions report seeing a severe spike in speeding despite the lighter volume of traffic. As the number of vehicles on roadways decreased in March and April, average speeds measured during the first week of April increased significantly in the five largest U.S. metropolitan areas. According to recent data, the average speed on interstate highways, state highways and expressways in those areas increased by as much as 75% compared to January and February. In New York City, transportation officials reported an increase of more than 60% in the number of speed camera tickets issued in March compared to a year ago. At the same time, traffic was down more than 90% compared to January. In Washington, D.C., traffic decreased 80% in March compared to January, while officials recorded a 20% increase in March speeding tickets. Of those tickets, violations for driving 21 to 25 mph over the speed limit rose by nearly 40%. During just one weekend, in Toronto, Ontario, Canada, police charged 18 drivers with stunt driving, at speeds of 80 to 106 mph on the Don Valley Parkway, a major freeway that’s limited to 55 mph. California reported an increase in speeding violations, and although the California Highway Patrol’s call volume has decreased, the crashes they have recently responded to have been worse. In Tucson, Arizona, police reported a 40% increase in one-vehicle wrecks, which usually happens when a driver is going so fast that they lose control of the vehicle. In Minnesota, motor-vehicle crashes and fatalities more than doubled compared to the same time period in previous years. Half of those deaths were related to speeding or careless or negligent driving. In Colorado, Indiana, Nebraska and Utah, police have clocked highway speeds of more than 100 mph. Chicago and Los Angeles went from travel speed increases of 35 to 38% above average to 74 to 75% above average in just one week. To address this trend of increased speeding on North American roadways during the pandemic, CVSA selected speeding as the focus for this year’s Operation Safe Driver Week. “It’s essential that this enforcement initiative, which focuses on identifying and deterring unsafe driving behaviors, such as speeding, go on as scheduled,” said CVSA President Sgt. John Samis with the Delaware State Police. “As passenger vehicle drivers are limiting their travel to necessary trips and many commercial motor vehicle drivers are busy transporting vital goods to stores, it’s more important than ever to monitor our roadways for safe transport.” Historically, drivers’ actions have contributed to 94% of all traffic crashes, according to the National Highway Traffic Safety Administration’s (NHTSA) Traffic Safety Facts report. In addition, although NHTSA’s 2018 highway crash fatality data showed a 2.4% decline in overall fatalities, the number of fatal crashes involving large trucks increased by 0.9%. “While, of course, we’re pleased to see a decrease in the overall number of fatalities, it was also devastating to learn that the number of fatalities involving large trucks increased. Any increase whatsoever in roadway fatalities is unacceptable,” Samis said. According to CVSA’s May 13 statement, data shows that traffic enforcement interactions between drivers and law enforcement reduces targeted problematic behaviors. CVSA’s Operation Safe Driver Week aims to reduce high-risk driving behaviors through traffic enforcement strategies. In addition to a focus on speeding, examples of other dangerous driver behaviors that law enforcement will track during Operation Safe Driver Week include distracted driving, failure to use a seatbelt, following too closely, improper lane change, reckless or aggressive driving, failure to obey traffic-control devices, evidence of drunk or drugged driving, and more.

The Owner-Operator Independent Drivers Association (OOIDA) continued a busy week on Wednesday (May 13) with a message to the majority and minority leaders of both houses of Congress. The five-page letter included a list of requests for congressional action. “Congress must provide more targeted relief specific to our industry,” the letter stated, and OOIDA recommended a series of steps. This letter followed up on a May 6 missive, sent to all senators and representatives, that asked for a requirement that brokers provide electronic copies of the information required in 49 CFR 371.3 to carriers upon completion of the load, as well as a prohibition on contract clauses requiring carriers to waive their rights to this information. Under 49 CFR 371.3, brokers are required to keep a record of each transaction that includes, among other items, the amount of compensation received by the broker for the brokerage service performed and the name of the payer. Brokers are required to retain these record for three years, and each party to a brokered transaction has the right to review the record of the transaction. OOIDA’s May 13 letter reiterated those demands and recommended that broker bond requirements be reformed to serve as a greater deterrent to broker malfeasance. Next was a recommendation that the current suspension by the Federal Motor Carrier Safety Administration (FMCSA) of weight and size requirements be lifted because allowing heavier trucks on the road can result in fewer trucks being needed to haul the same amount of freight in a market where there are already too few loads. The FMCSA recently extended the exemption until June 14. The letter went on to recommend a repeal of the Fair Labor Standards Act overtime exemption for truck drivers, saying these laws are outdated. Then came a request for hazard pay for drivers who are working through the COVID-19 pandemic, citing drivers’ personal expenses for personal protective equipment, sanitizer and other supplies as part of the justification. The next section of the letter dealt with the Small Business Administration and the inadequacies in the agency’s ability to get needed funds into the hands of small business truckers. As in the May 6 letter, OOIDA again asked for a suspension of the heavy vehicle use tax, a $550 annual burden for most Class 8 trucks and their owners. Finally, the letter called for enactment of H.R. 6104, the Truck Parking Safety Improvement Act. The letter was signed by OOIDA President and CEO Todd Spencer. OOIDA also issued a “call to action” to its 160,000 members, asking each member to request information in accordance with 49 CFR 371.3 for every load they accept from a broker. Further, OOIDA asked its membership to report any problems with brokers to the association as well as to the National Consumer Complaint Database. Included with the letter to membership were for- letter templates for members to use n requesting the information. In an act of defiance, the Transportation Intermediaries Association (TIA), a trade group representing freight-brokerage businesses, followed the OOIDA call to action with a letter to its own 1,800 member companies, reminding them that making load information available at their place of business only during normal business hours is permissible under the regulations. This practice has been roundly criticized by OOIDA, which said in its letter to congressional representatives, “Brokers know this makes it virtually impossible for most carriers to access records.” In a press release announcing the call to action, the organization included a May 3 tweet sent by President Donald Trump in response to a protest in Washington that started May 1 and is ongoing as of May 14. Rather than acknowledge the protesters, however, OOIDA attributed the reason for the presidential tweet as “public outcry.” Also quoted was the president’s later tweet acknowledging that truckers are being price-gouged. The membership letter, signed by OOIDA Executive Vice President Lewie Pugh, stated, “Trucking has often suffered from chronic overcapacity — too many trucks and trailers and not enough freight. The resulting market conditions are magnified right now. While there is no quick or easy solution, hauling cheap freight is not a viable or sustainable approach, and we strongly advise against it — just as we always have.” With the protest in the nation’s capital entering its 14th day, OOIDA’s call to action and correspondence to Congress provide a welcome assist to the assembled group’s demands for broker transparency. A disconnect remains, however, between members of the protest group, who have been critical of OOIDA, and the organization’s leadership, which is clearly avoiding any association with the protesters. However, it’s clear that the presence of the protesters in Washington is helping raise awareness of the plight of owner-operators. That’s good for the small trucking business owners who are members of OOIDA, as well as those who are not. The story below was reported on May 7. As small trucking business protests continue for the seventh consecutive day in Washington D.C., OOIDA (Owner Operator Independent Driver Association) has stepped into the fray. The organization sent a letter to Congress on May 6, asking that brokers be prohibited from demanding that carriers waive their rights under FMCSR 371.3, which guarantees access to the full record to every party that participates in a brokered transaction. The full record shows how much the broker was paid for the haul and any additional services provided as well as payment to the trucker. The OOIDA letter also asked that the regulation be amended to require the broker to provide the information at the completion of the load. In its current form, the regulation states that the recipient must ask for the information. Brokers have instituted rules, such as mandating that the records can only be inspected at their office location during normal business hours, a requirement that effectively prohibits over-the-road truckers from ever seeing the information. OOIDA had announced that it sent a letter to its 160,000 members on May 1, the day the protest began, warning about dealing with unscrupulous brokers and urging owner-operators to report issues to the FMCSA’s National Consumer Complaint Database, for which a link was provided (https://nccdb.fmcsa.dot.gov/nccdb/home.aspx). The organization has been criticized by some of the Washington protesters for, in their view, not doing enough to support the demonstration. However, OOIDA’s position on broker transparency is not a new one. Given the attention generated by the ongoing protest in the nation’s capital, the timing of OOIDA’s letter to Congress could generate a more favorable response.

WASHINGTON — After an eventful day in Washington May 13, small trucking businesses protesters came a very large step closer to achieving the goals of their cause as their protest now nearing its third week. President Donald Trump’s Chief of Staff Mark Meadows spoke to the group for nearly 15 minutes, assuring them that Trump is aware of their cause and is listening as the nearly 150 assembled truckers voice their concerns. “The president has heard you, and he wants us to get something done,” Meadows told the group. One major accomplishment, whether intended or not, is that the protest group finally narrowed the field of spokespersons to one. Michael Landis, founder and CEO of the United States Transportation Alliance, was pushed forward by the crowd to speak with Meadows. Accompanied by a round of cheering, he told Meadows that a “stimulus or bailout is not necessarily the biggest thing we’re looking at.” When Meadows responded, “Well, what’s the biggest thing?” Landis responded that broker transparency and driver safety are the biggest issues. “So, I’ll make you a deal,” said Meadows. He then asked the crowd, “So, you all like Mike?” The cheering and applause were decidedly affirmative. Meadows offered his personal email and promised that if Landis puts together a list of priorities and sends it to him, Meadows will act. The wary Landis, who has personally heard years of promises of action from the Federal Motor Carrier Safety Administration (FMCSA) and others in Washington, responded, “We’d like to hear that from the president.” Meadows was unfazed by the comment and accompanying jeers, responding, “Let me just tell you, having the (president’s) chief of staff come out with my security detail and everything else is something that really doesn’t normally happen. So, I promise you I’m speaking on behalf of the president of the United States.” When Meadows added, “And, you can Google me if you need to,” the crowd erupted in laughter. Earlier in the day, a scheduled drive-thru protest of hundreds of buses, sponsored by the American Bus Association and the United Motorcoach Association, was interrupted when trucking protesters moved their vehicles to block travel on Constitution Avenue. Buses were seen making U-turns, trying to find a way out of the blockade and continue their own protest. A hundred or more protesters then occupied the empty street, chanting “USA, USA” and “We want Trump.” Many were waving U.S. flags or holding signs reading “No Cheap Freight” and calling for broker-income caps and greater transparency. Some protesters cheered the buses, believing they had come to Washington in support of the truckers. Others commented that the street blockage was a result of pent-up frustration by demonstrators who had not yet achieved the sought-after meeting with the Trump administration. “They are holding their ground,” said protester Jake Ritz, who posted a video of the event. “When the people of America decide they’ve had enough, this is what you get.” In a later video, Jeremy Johnson of The Disrespected Trucker offered an explanation for the blockade. The Department of Justice, he explained, had issued a statement refusing to investigate brokers for price gouging. “The buses, unfortunately, drove right into a crowd of 200 (angry) truck drivers,” he said. “It didn’t go well.” Law-enforcement officials were on the scene to monitor the mostly peaceful protest. One officer could be seen in videos talking to a group that included protest spokespeople Janet Sanchez, Landis and others, informing the crowd that the street is a major hospital thoroughfare and asking them to reopen the route. The officer reminded the protesters of the cooperation they had enjoyed from authorities since their arrival. Minutes later, the road was cleared, and traffic flowed once again. While some of the protesting truckers expressed solidarity with the bus drivers, the two groups have decidedly different demands. Bus companies are seeking the type of financial relief that Congress provided for the airline industry in a $15 billion package, pointing out that the number of passengers moving by bus each year approaches the number who fly. Unlike the truck demonstration, no demands have been made for changes to current regulations or a meeting with the president. As the trucks returned to their parking places and moving traffic filled Constitution Avenue, protesters wondered if the street blockage had helped or harmed their demands. That question was answered when Meadows showed up to address the group. Several of the protesters spoke to Meadows in turn, detailing their versions of protest objectives. Janet Sanchez spoke of hours-of-service (HOS) restrictions and how they harm owner-operators’ income potential. “Many of you have talked about some of some the hours of operations and the way it’s gone for the independent trucker,” Meadows said. To a round of cheering he promised, “You’ll see action on that by the end of the week.” He said he had already spoken with Secretary of Transportation Elaine Chao, adding, “I wouldn’t be here talking to you if you didn’t have the president’s attention and support.” After hearing a few varied comments expressing different desired outcomes, Meadows exclaimed, “You all are more divided than Congress, down the way!” Continuing his conversation with Landis, Meadows said about broker transparency, “I will call the attorney general of the United States, Bill Barr, as soon as I get back to the Oval Office and ask him to look at it. “ Protesters’ emotions were mostly positive as Meadows and his security team departed, with many in the crowd congratulating Landis on his selection to represent the protesters. Sanchez posted a short video in which she stated, “It’s been a very long and exhausting day, but very much worth the fight and the effort that every man and woman here has put out.” She was adamant, however, that protesters weren’t leaving, yet. “We’re going to hang out here for a couple of days, and we’ll be analyzing the situation,” she said. “We should be seeing some action in the next couple of days.” Trucker Joe Alfaro, who calls himself “Bonafide Joe Alfaro” on Facebook, wasn’t convinced. In his own Facebook video from Channahon, Illinois, he said Meadows’ visit wasn’t good enough. “Everybody demanded the president to come out,” he said. “Mark Meadows gave you guys a bunch of lip service.” Alfaro had been with the protest in Washington until Sunday, May 11, when he had to leave. He urged protesters not to be satisfied with the results so far, and to remain in the capital until more concrete results are achieved — including a meeting with the president himself. Still, the celebrators far outweighed the detractors as the protesters wound down their 13th day. Johnson expressed his pride in the protesters in his video. “You get two truck drivers together and they can’t agree on a free cup of coffee,” he said, thanking the protesters for their unity and tenacity. Their goals may sometimes be a little garbled and the results of their efforts are, as yet, unknown, but there is no doubt that an informal and slightly disorganized group of angry truckers has attracted the attention of the people they set out to confront. In so doing, they have motivated larger organizations with much better funding to step up their game. The story below was previously reported on May 12. There has been little change as owners of small trucking businesses continued their protest along Constitution Avenue in Washington. A few more trucks have arrived to support the effort, but the anticipated meeting with President Trump or members of his administration hasn’t occurred yet. Jeremy Johnson, one of the principals behind the Facebook group The Disrespected Trucker, stays in touch with the protesters and says they are “dug in” for the long haul. There are, however, cracks in the movement’s foundation. Without centralized leadership, it’s hard to tell who speaks for the group. “We’ve had a couple of rough days,” Johnson told The Trucker. “Some people are posting things as if they have something to do with leading the protest, but we’re not following any one group or person. We’re doing this together.” Another problem is that with so many speakers, the protest message can be confusing. “We’re struggling with presenting a united message when we have so many people demanding different things,” Johnson said. Facebook videos are the group’s primary method of communication to the public, especially sympathetic drivers who aren’t physically part of the protest. Some of the videos, like those posted by Janet Sanchez, are inspiring and motivational to the protesters. “She’s a dynamo,” Johnson said. “She’s incredibly high-energy. We’re so lucky to have her.” The problem is that others can post videos, too, and some of those contain dissenting opinions, creating the impression of a lack of organization among the group. The membership of The Disrespected Trucker has swelled to nearly 7,900 and not all the new members are there in support. There’s a financial aspect, too. Some of the protesters are feeling the pinch of buying food and necessities while their trucks are parked at the protest. With no money coming in, financial resources are dwindling for many of them. This has led to numerous attempts to raise funds in support. Several people have posted links to various fundraising efforts, and Johnson said that’s a problem. “There have been several posts about people starting GoFundMe accounts and asking for donations,” he said. “The Disrespected Trucker is not asking for any money, and we will not take any money.” Johnson said he reserves his trust for only one fundraising effort. Anthony Marin has posted a GoFundMe account on The Disrespected Trucker Facebook page and has used the donations to provide portable toilets for protesters, supply food items and rent hotel rooms so participants can be shuttled back and forth for showers. “I know he’s keeping every receipt and keeping it honest,” Johnson said. “But none of the money goes to Disrespected Truckers.” Steve Oatley, CEO of Freight Broker Live and producer of the “Your Favorite Freight Broker” video blog, also suggests that the message of the protesters isn’t clear. He commented yesterday, “I don’t think they know what they’re protesting anymore,” and suggested the protesters might be better served by working with their individual representatives of Congress. Rick Santiago, one of the original organizers of the protest, spoke in a Facebook video yesterday saying, “We need 1,000 trucks in Washington.” However, Santiago’s position has changed substantially from his original assertion that brokers are “gouging” carriers and demanding that broker profits be regulated. Santiago explained that he now believes that both brokers and carriers are simply responding to the free market and that there’s no legal limitations on the amount of revenue the broker can keep. His message has changed to one of transparency. Then there’s OOIDA, which has issued recent press releases outlining the organization’s effort revise federal regulations regarding broker information. CFR 371.3 requires brokers to provide the details of each brokered transaction to each party involved upon request, but brokers often circumvent the requirement by requiring truckers to waive their rights to see the information before agreeing to work with them. Others place restrictions on the carrier’s ability to see the information that make compliance nearly impossible. The OOIDA proposal would prohibit carriers asking drivers to waive their rights and would require disclosure of the information at the time the load is concluded, without requiring a formal request from the carrier. For Johnson, the OOIDA proposal isn’t enough. “We think more broker transparency is a good start,” he said. “It’s a good start. But you and I know that the system is broken. FMCSA and DOT have to let guys like us go into hearings and state our case. Let real truckers speak their minds.” Johnson says he believes that hours-of-service regulations is the bigger issue that needs to be addressed. “We’ve been working on hours of service changes for two years. Two years,” he said. “The president can immediately suspend FMCSRs because of COVID-19, but we can’t get anything done in two years?” Part of the reason for the protesters’ frustration, according to Johnson, is that the government listens to large, well-funded organizations that represent huge corporate carriers, denying a voice to the average owner-operator. “ATA (American Trucking Associations) and the organizations representing big carriers get the attention,” he explained. “These guys are constantly fed money from their membership. We, the small trucking businesses, need a contact number for a liaison to the FMCSA. We want direct contact.” While the protest has garnered some high-profile attention, there’s been no action. That’s not good enough for Johnson. “Our perception is that they think we’re just a bunch of whiney truck drivers,” he said. “Well, we’re dug in, and we’re not leaving.” Like many of the protesters, Johnson thinks OOIDA hasn’t done enough to support the DC protesters. “The U.S. Transportation Alliance is right here with us,” he said. ”Where’s OOIDA?” As the days accumulate, the protesters are resolved to continue the fight. “We still want a meeting,” Johnson said. “The president has noticed us, but we want our voices heard.” Whose voice will represent the protesters — and what that voice will say — will be determined later. For now, the protesters just want to know that someone is listening. [Photo courtesy of Diego HZ]

DALLAS — Barnhart Transportation and ShipSmith have partnered with Richard Rawlings and the Gas Monkey Foundation to provide 13 truckloads of Gas Monkey Energy Drink to COVID-19 first responders and health care workers across the country. Richard Rawlings put out a request for trucks on Instagram, seeking assistance in getting his product to health care workers in COVID-19 hotspots. Jeff ‘Smitty’ Smith, owner of Charleston, South Carolina-based ShipSmith, responded and knew how to make it happen. “Everyone is looking for ways to help during this crisis, and this was the perfect opportunity to reach out to Barnhart to make it happen,” said Smith. “I’ve been a huge fan of Richard Rawlings and his show ‘Fast N’ Loud’ for years, and really admire his philanthropy work.” Barnhart Transportation is donating its trucks, fuel and drivers to the effort to get all 13 truckloads to the hardest-hit areas of the country. “When the opportunity was presented to us, we jumped at the chance to do our part to help first responders and front-line workers,” said, Bryan Barnhart, president of Barnhart Transportation. “We’re incredibly grateful to Richard Rawlings and his organization.”

Harrisburg, Penn. — The Pennsylvania Department of Transportation (PennDOT) has reopened indoor facilities at three additional rest areas statewide. PennDOT’s rest areas were temporarily closed statewide on March 17 in response to Gov. Tom Wolf’s mitigation guidance regarding COVID-19 to ensure that proper safety and sanitation protocols were in place. Many rest areas across Pennsylvania have since reopened. Additional cleaning and maintenance will be performed at all reopened locations. Tourism services are not available at this time. The following locations reopened May 11: Interstate 80 eastbound in Columbia County, 3.5 miles east of Exit 242; Interstate 80 westbound in Columbia County, 10 miles west of Exit 256; and Interstate 70 westbound in Fulton County, 1 mile west of the Maryland state. These rest areas were previously reopened and remain open for travelers: Interstate 79 northbound in Allegheny County, 8 miles north of Exit 45; Interstate 79 northbound in Crawford County, 8 miles north of Exit 154; Interstate 79 southbound in Crawford County, 3 miles south of Exit 166; Interstate 79 northbound in Greene County, 5 miles north of Exit 1; Interstate 79 northbound in Lawrence County, 3.5 miles north of Exit 105; Interstate 79 southbound in Lawrence County, 3.5 miles south of Exit 113; Interstate 79 northbound in Mercer County, 5 miles south of Exit 141; Interstate 79 southbound in Mercer County, 6 miles north of Exit 130; Interstate 80 eastbound in Centre County, 13 miles east of Exit 133; Interstate 80 westbound in Centre County, .5 miles west of Exit 147; Interstate 80 eastbound in Jefferson County, 1 mile east of Exit 86; Interstate 80 westbound in Jefferson County, 10 miles west of Exit 97; Interstate 80 eastbound in Luzerne County, 8.5 miles east of Exit 262; Interstate 80 eastbound in Monroe County, 1 mile east of I-80/I-380; Interstate 80 eastbound in Montour County, 4.5 miles east of Exit 215; Interstate 80 westbound in Montour County, 4.5 miles west of Exit 224; Interstate 80 eastbound in Venango County, .5 miles east of Exit 29; Interstate 80 westbound in Venango County, 4 miles west of Exit 35; Interstate 81 northbound in Cumberland County, .5 miles north of Exit 37; Interstate 81 southbound in Cumberland County, 5.5 miles south of Exit 44; Interstate 81 northbound in Lackawanna County, .5 miles north of Exit 202; Interstate 81 northbound in Luzerne County, 1.5 miles north of Exit 155; Interstate 81 southbound in Luzerne County, 1.5 miles south of Exit 159; Interstate 81 southbound in Susquehanna County, 4 miles south of Exit 211; Interstate 83 northbound in York County, 2.5 miles north of the Maryland state line; Interstate 84 eastbound in Pike County, 6 miles east of Exit 20; Interstate 84 westbound in Pike County, 1 mile west of Exit 26; Interstate 70 eastbound in Washington County, 3.5 miles east of Exit 1; Interstate 81 northbound in Franklin County, 1 mile north of the Maryland state line; Interstate 81 southbound in Susquehanna County, .5 miles south of the New York state line; Interstate 90 westbound in Erie County, .5 miles west of the New York state line; and S. 15 southbound in Tioga County, 7 miles south of the New York state line. PennDOT will continue to evaluate and will determine whether additional locations can be reopened.

ARLINGTON, Va. — American Trucking Associations, along with OneBeacon, U.S. Bank, Michelin and Hydro-Chem Systems, announced May 11 that the organizations are working together to provide hand-sanitizer stations, along with meals for professional truck drivers, through a new initiative: “Providing for the Frontlines.” In addition to celebrating the unsung heroes in the trucking industry who continue to deliver America’s goods through the ongoing COVID-19 pandemic, the initiative aims to provide relief to the hard-working men and women who spend their days and nights behind the wheel. “OneBeacon Insurance is proud of truckers and their unwavering determination to continue to deliver much-needed goods and services during COVID-19,” said Lori A. Cernera, president of OneBeacon’s Accident and Health group. “In their honor, we are excited to be able to sponsor a program that provides drivers with hand sanitizer and gift cards for meals during this difficult time.” OneBeacon, a platinum sponsor of the initiative, has created a Highway Heroes video to honor and thank professional truck drivers. ATA’s Providing for the Frontline initiative also features a photo contest to showcase drivers and their rigs. Drivers are encouraged to submit fun photo of themselves and their rigs. Once submitted, the photos will automatically be entered into a drawing to win a $25 electronic gift card for a meal of their choice while on the road. Multiple gift-card winners will be selected daily. To enter the photo contest or view the daily winners, visit www.trucking.org/thankatrucker. Members of the industry are also encouraged to use the #thankatrucker hashtag on social media. “Throughout this crisis, professional truck drivers have been there, delivering for all of us,” said Chris Spear, ATA president and CEO. “They have delivered to hospitals, markets and homes, keeping our nation moving forward. It is unfortunate that it took a global pandemic for these heroes to get the recognition they so richly deserve, but we are pleased to see them receive it now, and we’re proud to have this opportunity recognize them as the heroes they are.”

The Truckload Carriers Association awards about 50 scholarships to students each year to students who have a family connection to TCA. One past recipient of one of the top scholarships is Blake Quinn of Springfield Missouri, who is a student at the University of Arkansas at Fayetteville. His dad works for Prime Inc., and Quinn is studying supply management. “As I progress through my college career, I am made increasingly more aware of the impact the trucking industry has had (and continues to have) on my family life,” Quinn said in a press release from TCA. “As a supply-chain major, I am gradually learning more and more about the industry my dad climbed the ladder in to provide for my family.” Andrea Vidaurre of Indianapolis is a student at Indiana University in Bloomington, Indiana. Her mother works for WEX EFS. “I have always respected my mother’s work ethic and learned early on to follow in her footsteps, whether it be my schoolwork, basketball or my own job,” said Vidaurre. “After college, I look forward to beginning my career in accounting or finance with the same passion and drive as my mother has for an industry that has played such an important part in our lives.” Marli Hall, TCA’s senior director of outreach and engagement, said the scholarship fund is an independent organization governed by the bylaws and the board of trustees, which is always actively recruiting to be a part of the fund. “If there are TCA members who are interested in helping advance TCA’s successful scholarship program, we encourage them to share their interest in becoming a TCA Scholarship Fund Trustee,” Hall said. “The trustees help fundraise and judge the application submissions.” Hall said TCA, which was founded in 1938, is the only trade association whose sole focus is the truckload segment of the motor carrier industry. TCA’s scholarship program includes seven larger scholarships named after significant contributors to the fund. To have a scholarship named in their honor, donors must give $50,000 for that scholarship, or at least $10,000 over the course of five years. Students receive up to $6,250 for the full year, split between the two semesters. The application process begins in early March through an online application. To qualify for any of the scholarships, a student must be in good standing, with a minimum grade-point average of 3.0, and attending an accredited four-year college as an undergraduate. The student must also be a child, grandchild or spouse of either an employee of a TCA member or an independent contractor affiliated with a TCA member. “We try to be as transparent as possible,” Hall said. “This is what you need to have to be eligible and the qualifications considered. We also share when the winners are posted.” Hall said the application process includes submitting headshots, school transcripts and a course schedule. Hall said TCA is up front with what is needed before prospective recipients “dive into an application.” “We’ve got some guidelines for the judges — a framework — but for the most part, it is up to their discretion,” Hall said. “They judge (the applicants) on their workload, such as are they taking 12 credit hours or 21, or are they in honors classes, and they take (the students’) extracurricular activities into account.” She said even if a student does not have a 3.0 GPA, but is close, perhaps with a 2.8, he or she is still encouraged to apply because the judges will take into account factors such as extracurricular activities or a student working to pay for classes. The scholarships are funded by members of the trucking community. Hall said anyone who wants to give to the program can, and that “there are lots of different avenues to do so.” “We are working on a campaign, which has been placed on the back burner for now,” Hall said. “Once the economy picks back up and starts to improve, we will reach out for funds. In the past, one of the largest ways we generated funds was through a scholarship gala.” Hall said the gala, which was held annually until 2018, raised about $90,000 each year, adding that some years the event brought in closer to $200,000. She said the gala was held in conjunction with the annual convention and would usually host about 400 people. For more information, visit www.truckload.org. For questions about the program, Hall can be reached at [email protected].

The Centers for Disease Control and Prevention (CDC) recently published an article to help over-the-road truck drivers stay healthy and help prevent the spread of COVID-19. The article, titled “What Long-haul Truck Drivers Need to Know about COVID-19,” appears below. Coronavirus disease 2019 (COVID-19) is a respiratory illness caused by a virus called SARS-CoV-2. Symptoms often include cough, shortness of breath, fever, chills, muscle pain, sore throat, or new loss of taste or smell. Our understanding of how the virus spreads is evolving as we learn more about it, so check the Centers for Disease Control and Prevention’s COVID-19 prevention page for the latest information. The virus is thought to spread mainly from person to person: Between people who are in close contact with one another (about 6 feet), and Through respiratory droplets produced when an infected person coughs, sneezes or talks. Recent studies indicate that the virus can be spread by people who are not showing symptoms. It may be possible that a person can get COVID-19 by touching a surface or object that has the virus on it and then touching their own mouth, nose or possibly their eyes. This is not thought to be the main way the virus spreads, but we are still learning more about this virus. Older adults and people of any age who have serious underlying medical conditions may be at higher risk for more serious complications from COVID-19. As a long-haul truck driver, how can I protect myself and slow the spread? As a long-haul truck driver, you spend many hours alone in the cab of your truck. However, there are times when you will be at increased risk of exposure to COVID-19. For long-haul truck drivers, potential sources of exposure include having close contact with truck stop attendants, store workers, dock workers, other truck drivers or others with COVID-19, and touching your nose, mouth or eyes after contacting surfaces touched or handled by a person with COVID-19. Notify your supervisor and stay home if having symptoms. Make a plan with your employer and your family as to what to do if you become sick while you’re on the road. Include where to stop, where and how to seek medical advice and treatment, and plans for freight delivery. Follow CDC-recommended steps if you are sick. You should not return to work until the criteria to discontinue home isolation are met, in consultation with health care providers and state and local health departments. Follow CDC recommended precautions and notify your supervisor if you are well but have a sick family member at home with COVID-19. Limit close contact with others by maintaining a distance of at least 6 feet when possible. Limit time spent outside of the truck cab during fueling, loading and unloading, and at rest and truck stops. Use paperless electronic invoicing for fueling, deliveries and other tasks, when available. Contact facilities in advance to make an appointment for unloading of cargo. Be aware that some facilities may not grant access to restrooms, and plan as best you can. Use radio/phone to talk with dock managers or other drivers, if possible. Pack food, water and supplies to limit the number of stops. Avoid shaking hands. Keep your truck well ventilated. CDC recommends wearing cloth face coverings in public settings where other social-distancing measures are difficult to maintain, especially in areas of significant community-based transmission. Cloth face coverings may prevent people who don’t know they have the virus from transmitting it to others. These face coverings are not surgical masks or respirators and are not appropriate substitutes for them in workplaces where masks or respirators are recommended or required. Clean and disinfect frequently touched surfaces on a routine basis such as: In the truck cab (driver-door handle, steering wheel, seat belt and buckle, arm and head rests, seat cover, turn signal, wiper controls, dashboard, air ducts, radio, and temperature controls). In the sleeper berth (light switches, mattress tray, temperature controls and other flat surfaces). If a third party must have access to the interior of your truck (for example mechanics, other drivers, inspectors), request that the third party clean and disinfect the truck before turning it back over to you. For disinfection, use products that meet the Environmental Protection Agency’s criteria for use against SARS-CoV-2, diluted household bleach solutions or alcohol solutions with at least 70% alcohol, and are appropriate for the surface. Follow manufacturer’s directions for use, and clean hands afterwards. More detailed cleaning and disinfecting guidance is also available here. Practice proper hand hygiene. This is an important infection-control measure. Wash your hands regularly with soap and water for at least 20 seconds or use an alcohol-based hand sanitizer containing at least 60% alcohol. Key times to clean hands include: Before entering and leaving the cab, including deliveries, loading and unloading of cargo, rest breaks, fueling and other activities; Before eating or preparing food; After putting on, touching or removing cloth face coverings; After blowing your nose, coughing or sneezing; and After using the restroom. Avoid touching surfaces that are often touched by others when outside of the cab. Do not share personal protective equipment (PPE) such as vests, safety glasses, hard hats; tools; phones; radios; or other personal items. Use prequalified truck stops or hotels identified by your employer as having appropriate COVID-19 protections. Continue to comply with current Federal Motor Carrier Safety (FMCSA) regulations. Get adequate sleep (7 to 9 hours) prior to driving. This is critical even when essential supplies and equipment are being transported. Pull over, drink a cup of coffee or take a 15- to 30-minute nap before continuing if you feel fatigued while driving. When team driving or ride-alongs are required, wear cloth face coverings inside the truck, and avoid sharing bedding in the sleeper berth. If any directive from your employer or a shipper is unclear, ask questions. What steps should my employer take? Employers should have a COVID-19 response plan to protect drivers, following CDC Interim Guidance for Businesses and Employers. This plan should be shared with you and your coworkers. Employers should: Reduce transmission among employees. Take steps to help prevent the spread of COVID-19 if a driver is sick. Actively encourage sick drivers to stay home. Sick drivers diagnosed with COVID-19 shouldn’t return to work until the criteria to discontinue home isolation are met, in consultation with healthcare providers and state and local health departments. Provide drivers with accurate information about COVID-19, how it spreads, and risk of exposure. Be aware that some drivers may be at higher risk for serious illness, such as older adults and those with chronic medical conditions. Put in place specific policies to minimize face-to-face contact between these drivers or assign work tasks that allow them to maintain a distance of 6 feet from other workers, customers, and visitors. Provide training to drivers on proper hand-washing practices and other routine preventative measures. This will help prevent the spread of many diseases, including COVID-19. Provide drivers with all personal protective equipment (PPE), including vests, safety glasses and hard hats, that they might need while on the road so that the driver does not need to borrow personal protective equipment from shippers. Provide alcohol-based hand sanitizers containing at least 60% alcohol for truck cabs. Provide tissues and small trash cans for truck cabs. Take additional precautions to address risks associated with ride-alongs or team driving (two drivers in the cab on a long-haul run) when they cannot be avoided. For example, install a removable barrier between the driver and passenger that does not obstruct the task of driving and/or to separate sleeper berth. Maintain a healthy work environment. Conduct worksite assessments to identify COVID-19 prevention strategies. Institute measures to physically separate and increase distance between drivers, other co-workers and customers, such as: Develop policies and technology options that allow and encourage contactless deliveries, such as no-signature delivery. These options limit contact, provide space and avoid the sharing of items such as pens and electronic signature pads between drivers and individuals at the delivery location. During driver-training situations, use virtual training methods and in-vehicle monitoring systems where possible. Limit ride-alongs and in-person classroom-based training. Follow all applicable FMCSA regulations and public health agency guidelines. Place posters that encourage staying home when sick, cough-and-sneeze etiquette and proper hand-hygiene practices on the dock and in other workplace areas where they are likely to be seen. Provide disposable disinfectant wipes so that surfaces that are commonly touched can be wiped down. To disinfect, use products that meet EPA’s criteria for use against SARS-CoV-2, diluted household bleach solutions or alcohol solutions with at least 60% alcohol, and are appropriate for the surface. Provide drivers training on manufacturer’s directions for use; more detailed cleaning and disinfecting guidance is also available here. Prequalify truck stops, rest areas and hotels to ensure such facilities are open, supplied and follow recommended COVID-19 safety practices, such as: Cleanliness and disinfection (such as routine cleaning, available hand-sanitizing stations and private showers); Proper food handling and food service (such as replacing self-service with full service); and Contactless fuel payment. Follow all applicable local, state and federal regulations and public health agency guidelines. Maintain healthy business operations. Follow the CDC guidance for critical infrastructure workers who may have had exposure to a person with suspected or confirmed COVID-19. Reintegrating exposed, asymptomatic workers back to work, while discussed in the guidance, should not be misinterpreted as the first or most appropriate option. Home isolation may still be the most preferred and viable option for exposed workers. Designate a person who is responsible for responding to COVID-19 concerns. Drivers should know who this person is and how to contact them. Consider using a hotline for employees to voice concerns anonymously. Make a plan with your employees about what to do if they become sick while on the road. Include where to stop, where and how to seek medical advice and treatment, and plans for freight delivery. Implement flexible sick leave and supportive policies and practices. Consider drafting nonpunitive emergency sick leave policies if sick leave is not offered to some or all employees. Employers should not require a positive COVID-19 test result or a healthcare provider’s note for employees who are sick to validate their illness, qualify for sick leave, or to return to work. Provide information on who to contact if employees become sick. If an employee is confirmed to have COVID-19 infection, employers should inform fellow employees of their possible exposure to COVID-19 in the workplace, but maintain confidentiality as required by the Americans with Disabilities Act (ADA). Reach out to local public health officials to establish ongoing communications to facilitate access to relevant information before and during a local outbreak. Schedule driver routes to allow for adequate sleep, and use fatigue management strategies. Understand that the current environment could elevate stress levels among drivers. Provide resources to help manage stress. Where can I get more information? Stay informed. Talk to your employer, supervisor or union representative who are responsible for responding to COVID-19 concerns. See these sources for more information on worker exposures to COVID-19: CDC Interim Guidance for Businesses and Employers to Plan and Respond to Coronavirus Disease 2019 (COVID-19); NIOSH Workplace Safety and Health Topic; CDC COVID-19; OSHA COVID-19; and CDCINFO: 1-800-CDC-INFO (1-800-232-4636) | TTY: 1-888-232-6348 | website: gov/info.