Trucking Social Media October 27th & 28th Harrah's Hotel and Casino Kansas City, MO

There are those within trucking who realize that the time of just having a website up, along with a few magazine ads and some radio advertising, just won’t cut it! The new wave they are riding is social media, and it has become the means by which many communicate their message, accomplish their goals and prove their veracity.

Then, there are those who continuously resist this new platform, and we have to ask ourselves, why?

What is Social Media and why do we need it?

Unlike traditional media which allows for content only, Social media is a form of online media that encourages conversation and allows readers, viewers and listeners to participate with that content, thus creating conversations as well as relationships.

• Who benefits from employing the tools of social media to their agendas?
• What exactly are the requirements for a successful Social Media Campaign?
• Who will not want to use SM?
• Who absolutely should NOT use SM?

Who benefits?

Those who possess Quality and Genuineness and anyone who has  anything of value will soon realize that by proudly displaying their product, service, message, cause, or anything that is of value to a targeted groups of individuals will soon reap the rewards of their labor.

The key words are QUALITY and GENUINENESS .  These people, companies, and organizations willingly “put out there”, for everyone to see, all of what they do or offer for others.  They then take the fearless and confident step, inviting everyone to discuss  OPENLY, any criticisms, flaws, disappointments or disagreements they may have with them.  WOW, pretty scary stuff!  Who and why would anyone want to do that?

Answer:  They believe that what they have to offer is so valuable, so necessary, and so utterly important, they are willing to be in the public eye, risking what ever possible uncomfortable social media situation which may occur.

What are the requirements for a successful social media campaign?

Honesty, Transparency, passion/belief in what you do or the product or service you represent, and then, willing to undertake the social media learning curve.

Who will those be who will be resistant to Social Media?

First, those who refuse to believe that it’s the new platform and are stuck in their own time era.  Another resistant group are those who choose not to take the risk of being in the public eye, not allowing others to see who they are.  Afraid? Perhaps, but fear can be overcome by knowledge. Sometimes unfamiliar ground can be intimidating.

Finally, let’s look at the group who absolutely should not be a part of social media, and should stay as far away from it as possible. This is the group who does not want to reveal on a personal level who they are  or engage in uneasy discussions with their audience.  There are even those within this category who attempt social media, but actually do more harm than good as their lack of transparency and integrity flows through their comments and posts.

On October 27th & 28th in Kansas City, Mo at Harrah’s hotel and casino, a group of those who understand the importance of: communication, openness, honesty, transparency, and networking, will gather together for 2 days. They will  honor and recognize professional drivers as they share information with them, and also with one another.

Industry topics will be presented, solutions will be discussed, and relationships will be formed. Our Social Media Speaker, Jim Lupkin, will share his 15 years of experience within Social Media and will share his knowledge and tips . Expert panels for both the trucking industry and social media will be available, allowing all to address issues, make comments, or ask questions.

As the 2nd Annual Truck Driver Social Media Convention draws near, many are understanding the magnitude, benefits and value of  Social Media ( SM) as they register and sponsor for this tremendous and much needed event.

Join us as we unite drivers and those within the industry who believe in honesty and transparency and this new platform called “social media.”

We like to call it “The Circle of Trust”.

• REGISTER
• Sponorship Information
• 2012 Sponsors
• Main Website

More info  info@truckingsocialmedia.com   352-465-7476

Technorati Tags: circle of trust, Harrahs hotel, social media, truck driver social media convention, truck drivers, trucking, trucking social media

Paul rocked last years’ convention with his valuable presentation on how truck drivers can protect themselves using the “Surface Transportation Assistance Act” (STAA)  in order to protect their CDL from employer harassment, including when they are being intimidated to violate HOS regulations.

Paul also explained how they can fight back against retaliation such as false DAC reports.

Paul O. Taylor is a member of the National Employment Lawyers Association. He’s handled employment cases before the Equal Employment Opportunity Commission, the Minnesota Department of Human Rights, the U.S. Department of Labor, most of the U.S. Circuit Courts of Appeals, U.S. District Court for Minnesota and Minnesota State and Supreme Courts. Mr. Taylor has also handled several cases at the U.S. Supreme Court.

By sharing notable cases and providing easy to follow tips, Attorney Paul Taylor empowers drivers to understand that they can fight back against wrongful behavior, keep their CDL, and in some cases keep their driving job.

Paul is one of the few lawyers who truly understand how trucking carriers are able to manipulate policies in order to harass truck drivers and he is willing to take them on in the courtroom for the long-haul. His significant cases are a testament to the courage few have shown to challenge carriers that abuse and attempt to destroy driving careers.

(Link for Significant cases)

Take a sneak peak by watching Attorney Paul Taylor at our 2011 truck driver convention in Tunica, Mississippi on the trucking social media you tube channel. The valuable information Paul will be sharing to drivers this October 26^th-27^th 2012 in Kansas City, Missouri promises to enhance driver knowledge to protect them from employer harassment.

• “What Every Truck Driver Should Know ~ Part One
• “What Every Truck Driver Should Know ~ Part Two”

Early registration is strongly suggested for this event as seating is limited.
Register for Event

Technorati Tags: false dac report, Harrahs Hotel and Casino, Paul Taylor, Surface Transportation Assistance Act, truck driver harassment, truck driver social media convention, truckers justice center, trucking employment law, trucking social media convention

A serious issue that exists is the problem of CDL graduates not being able to obtain employment. I receive a number of emails from recent graduates telling me that they are sending their applications all over, and just can not get hired.

At a time when companies are looking for and hiring truck drivers, new drivers are most appealing. New CDL graduates are even more attractive for some companies, considering the fact that they do not have a PSP score and can be hired at a lower cents per mile (CPM).

Why Aren’t New Graduates Being Hired for Trucking Jobs?  Here are 4 reasons

1) Applicants are seeking ONLY local truck driving jobs, not realizing that they almost always need to go over the road for at least 6 months before they will be hired locally.
2) Applicants have had felonies in their past, making it almost impossible to be hired
3) Applicants have had past violations such as a DUI, which they either did not answer truthfully or did not think it would matter
4) Applicants have health issues, such as diabetes, significant hearing or vision loss, or any other issue which does not meet the FMCSA Physical qualifications for  drivers

I always tell those seeking trucking as a career to ALWAYS tell the truth on any application. Even if your violation or DUI was a long time ago, you must answer YES to whatever the question is, if it is true.
If you have a felony, you must know that it is going to be extremely difficult for you to obtain a professional driving job.
Always check the FMCSA driver qualifications.
Finally, you must do your own research and not depend on anyone, including the CDL school, to answer your questions correctly.
Remember, the schools want you enrolled, and even though many will warn you about the chances of not being hired should you have questionable situations, some will not.

CSA is creating a more competitive industry because of the new regulations. Now more than ever, trucking companies are extremely careful when it comes to hiring.  Before spending thousands of dollars towards a CDL license, do your research and make sure you are “hirable”

Technorati Tags: cdl graduates, CDL schools, hiring truck drivers, local truck driving jobs, trucking, trucking jobs, trucking schools

Demco Transportation Bill of Lading

Although it is not fully and clearly expressed in the Constitution of the United States, the presumption of innocence is widely considered to be held in the 5th, 6th and 14th amendments.

With the continued expansion of social media technology, news can now travel around the globe in a matter of seconds.  As the media is capable of controlling what story is news worthy, they can also control the outcome.

Others will sensationalize a story, giving no regard to the consequences that can follow.  A perfect example of this is the Duke Lacrosse case from 2006 where three members of the Duke University Lacrosse team was falsely accused of rape.

The news media followed through with a bombardment of “factual accusations” only to discover that it had all been a lie.  The sensationalism by the media took a heavy toll on the lives of the three players and their families.

For many in the United States of America, the mentality has become that one is guilty until proven innocent.  Such is the case with 27 year old truck driver, Jabin Bogan.

One site which I will not advertise here, goes so far into the absurd as to imply that this was an operation associated with President Obama’s Fast and Furious fiasco.  Their reasoning?  That no professional truck driver could ever “mistakenly”  cross over the border into Mexico.  As a professional driver with 35 years experience, I too found this difficult to imagine but truck drivers are, after all, human and can make mistakes.

Too many are interested in sensationalizing the story for their own gain and already handing down a verdict of guilty, which in this case, will land the young driver in a Mexican prison for up to 30 years.  Let’s look at some important facts involving the case:

• Jabin’s employer, Demco Transportation, is a licensed U.S. motor carrier with FMCSA authorization to legally do business in the United States.
• Dennis Mekenye, owner of Demco Transportation has stated that Jabin ended up in Mexico after having taken a wrong turn.  Furthermore, Mr. Mekenye has told the Mexican authorities that they can keep his semi tractor-trailer, just release Mr. Bogan.
• Mr. Bogan realized he had taken a wrong turn once on the bridge that leads into Mexico. Unable to turn around on the bridge, a U.S. Border Patrol Officer told him to go ahead and enter Mexico and immediately turn around. Mr. Bogan followed the instructions of the officer.
• The shipment of ammunition is completely and legally documented, per FMCSA regulations, including the proper BOL.
• The freight Bill of Lading clearly shows a intended receiver of the goods was United Nations Ammo Company in Phoenix, Arizona
• Mexican officials never asked to  see the BOL or any paperwork of any kind, and immediately reported it as the “largest cartel seizure” in Mexico history.
• Howie Glazer, owner of United Nations Ammo, has clearly stated nine pallets of the ammunition was ordered by his company and that United Nations was the intended receiver.
• Other documents show that the remaining pallets were to be delivered to three other receivers located in El Paso, Texas.
• Jabin has been driving for three years with less than 5% of his trips involving drops along the U.S.-Mexico border.

Mr. Bogan, unfamiliar with the area and border deliveries, accidently exited on Paisano Drive and unable to navigate in traffic, he crossed over the border into Mexico.  Perhaps an incident that veteran truck drivers can not understand, but I contend is simply a human mistake by a driver unfamiliar with border deliveries.

Blog Talk Radio’s Truth About Trucking “LIVE” internet talk radio, discussed the facts about this case on Thursday, May 10th, 2012.

Joining us as guests were:

• Aletha Smith – Mother of Jabin Bogan
• Carlos Spector – Attorney for the case
• Dennis Mekenye – Owner of Demco Transportation, and
• Howie Glazer – Owner of United Nations Ammo Company

If there is more to the story, then let the judicial system work without the uneducated accusations that lead many to believe that today in the United States, we live by the code:  Guilty until proven Innocent.  The Mexican authorities have asked to see the legal documents pertaining to the load, which they have received or will be receiving.  There is no reason for Jabin Bogan not to be released.

During the show, many questions were answered to clarify much of the misinformation that has been released.

**  Thanks for listening to the show everyone. My intentions is to point to the fact that Jabin Bogan has been used as a “pawn” by many of those around him. Truth will come out about all of the rest, but my point to all of this is that the truck driver is totally innocent and made a mistake.  Much more to the story, which I will not focus on for now … my only focus is on Jabin.

Technorati Tags: ammunition, Carlos Spector, Demco Transportation, freight bill of lading, Jabin Bogan, Mexico jail, trucking talk radio, truth about trucking live, United Nations Ammo

Contributed by:  Rhianna Weir

Truck drivers are facing increasing difficulties as states and cities continue to place restrictions on their activities. Many ordinances are in effect regarding hours of service and idling laws. Drivers, by law, are required to get ten hours of rest for every eleven hours they drive. Anti-idling ordinances restrict idling to five minutes per hour.

During the winter and summer months, these rules and regulations provide a challenge as our drivers struggle to rest in often, extreme conditions. In addition, driving in conditions such as rush hour traffic, severe weather is stressful. Furthermore, professional drivers are under extreme stress when they are required to balance safe driving practices with demanding delivery schedules. Finding a safe place to park, dealing with the general public, shippers and receivers, and family is indeed, a balancing act.

Our society is only recently becoming educated about the plights of the trucking community. Legislation has been introduced which requires the trucking community access to safe parking. In addition, there is a movement created by some physicians who are helping truck drivers gain better access to medical care. However, there is one need that the trucking community needs to be aware of, and get some bill going to fix it. Emergency Management (FEMA), and local emergency management agencies, have no contingency plans whatsoever where the trucking community is concerned.

At a time when safety and regulations are coming out of the FMCSA regarding truck drivers, as well as other safety-sensitive DOT-type professions, why is there no contingency in place for the men and women who travel the interstates each day when it comes to emergency situations? Businesses have been known to turn drivers away when severe weather threatens their locations. Truck drivers have been denied entrance to shippers and receivers during tornado warnings. Furthermore, there are very few tornado shelters or other type of disaster relief management efforts geared for the trucking community, specifically professional truck drivers.

To sum it up, at a time when the FMCSA is making every attempt possible to create safer highways for the general public, why are there no attempts being made to secure the safety of the professional truck driver?

Technorati Tags: FEMA, FMCSA, professional truck drivers, Rhianna Weir, truck driver safety, trucking

James McCormack of Trucking Careers of America

The Annual Truck Driver Social Media Convention is for the professional truck driver and for those industry professionals who support them. Truck Drivers keep America moving but they are often overlooked and left unrecognized by the mainstream industry.

Social Media is changing that by uniting a grass roots cooperative of folks who care about making a positive impact to raise the standards in the trucking industry. Embracing the required transparency social media demands is one reason why trucking lags behind other industries, at times resisting the acknowledgement of truck driver concerns.

Straight talking James McCormack returns as a vital part of “The Circle of Trust” at the 2^nd annual event to be held October 27^th and 28^th in Kansas City, Missouri at Harrah’s Hotel.

Misleading truck driver recruiting tactics remains an issue. Thankfully James is a career advisor and employment specialist who works with “OTR” truckers nationwide. He has mentored thousands of drivers at all skill levels. James has earned a well-deserved reputation as an expert industry professional who in known to “tell it like it is” which is of great value to both drivers and carriers seeking a position that fits their needs rather than “Bait and Switch” recruiting.

James acts as a consultant to a number of CDL training schools for industry hiring and underwriting guidance as well as job placement. James has an extensive background in the long haul trucking industry and his knowledge of the industry and belief in giving his clients honest and reliable information has been widely recognized. He is currently the President and Co-Founder of Trucking Careers of America where he remains “hands on” in the career planning and employment division. James has an extensive background in the long haul trucking industry.

In his personal career path working as a representative for a trucking company located in North Carolina, Jim worked directly with student applicants applying for cdl training and financing.  What he found lacking from the company he worked for was career guidance prior to cdl training, and suitable job placement once a driver finished training.    In his opinion, this was vital for drivers to have a successful professional trucking career. When the school closed unexpectedly, James lost no time going out on his own and forming his own company Trucking Careers of America.

His core belief was then and is now a desire to help drivers become successful and not just another statistic.

Trucking Careers of America LLC has embraced social media transparency in order to help drivers make better employment choices. We welcome Jim’s return as our special guest. Jim will be available for students and drivers to answer questions and discuss personal employment issues.

Register for 2012 Truck Driver Social Media Convention  ( limited seating- RSVP required)
Hotel Information
2012 Sponsors
Information  info@truckingsocialmedia.com   352-465-7476

Technorati Tags: cdl training, circle of trust, Harrahs hotel, James McCormack, otr truckers, truck driver social media convention, trucking careers of america, trucking employment, trucking social media convention

Richard Wilson, Safety & Compliance Expert

Regulatory expert Rich Wilson joins the “Circle of Trust” for his 2^nd year. The 2012 Truck Driver Social Media Convention will be held in Kansas City, Missouri, at Harrah’s Hotel and Casino, kicking off with a reception on the evening of Oct. 26^th with conferences through the 28^th.

Rich Wilson presents this year at the 2012 Truck Driver Social Media Convention ” CDL training and the truck driver shortage”  and will also expand his discussion to cover issues that include: Hours of Service changes, potential EOBR mandates, driver medical qualifications and the institution of the National Registry of Certified Medical Examiners.

Since 2006 Rich Wilson has been a safety/regulatory manager and consultant for Tran Services/ Trans Products. Rich writes, and develops new training manuals, does on site carrier safety training programs and acts as a safety management consultant. He is a regulatory researcher who is experienced in on-site compliance review and corrective actions. Rich has acted as a regulatory representative for Owner operators, small fleets, large fleets, as well as Transportation Compliance consulting for International clients. He is familiar with accident investigation, insurance loss pay and cost lost analysis.

Rich educates using social media in addition to public speaking and acting as an expert witness. His list of skills and education are impressive which include US Air Force school of Health Care Sciences, Perdue Mechanical and Inspection Certificate Course. US Department of Transportation Hazardous Materials Transportation, 30 + (plus) years of Hands on Regulatory, Safety Management (Mutual of Omaha, Maryland Casualty, safety management practices. Fleet Safety Management, Logistical diversity and management, T.S.I Transportation Safety institute, and instruction which provided the application of Federal Motor Carrier Safety Regulations (FMCSR) to fleet operations. The latter provided course work which emphasized the practical side of regulatory compliance from the level of regulations to the acute, critical and serious safety violations identified by the U. S. DOT Federal Motor Carrier Safety Administration. Research and Innovative Technology Administration (RITA) • U.S. Department of Transportation (US DOT).

Rich grew up in the trucking business which he was introduced to by his father. From the age of 6, Rich worked in and around trucks. He has been behind the wheel,worked with  engines, and has been involved in many other levels in the industry to provide support in operations for professional drivers.

We look forward to welcoming Rich as a speaker for our 2^nd annual event to educate, inform, and answer questions about issues, including: regulations, rules, and proposals which greatly affect the trucking community of drivers.

Register for 2012 Truck Driver Social Media Convention  ( limited seating- RSVP required)
Hotel Information
2012 Sponsors
Information  info@truckingsocialmedia.com   352-465-7476

Technorati Tags: cdl training, Federal Motor Carrier Safety Regulations, Richard Wilson, Trans Products, truck driver convention, truck driver shortage, trucking convention, trucking social media

By:  Allen Smith

The American Trucking Association provides updated reports as the truck driver turnover rate rises, explaining that it is a good sign for the industry.  The reason most often given is that it is due to higher freight volumes and tighter regulations such as the CSA, causing a need for more qualified drivers.

In an industry where driver turnover has averaged well above 100%, current fourth-quarter numbers showed a drop, coming in at 88% with the reason being that the economy is still trying to recover.  However, this percentage is expected to rise as volume and regulatory changes continue.

The ATA and motor carriers believe that a higher driver turnover rate is a good thing.  It shows a stronger up-rise in freight and proves to the FMCSA and Washington bureaucrats that further regulations are needed such as NAFTA, in order to compensate for the lack of qualified drivers in the United States.  The national media, which has no understanding of real-world trucking, believes all the rhetoric and publishes it as serious trucking news.

The turnover rate among professional truck drivers, especially those in long-haul operation, is also said to be verifiable due to the evidence of drivers leaving the employment of one motor carrier in search of a better job position with another. The media is told that drivers look for another carrier offering better pay, better miles, more home time, etc., thus creating a driver shortage problem, which in turn, results in a problematic driver retention rate.  For the driver, this turnover is often referred to as “churning” and “job hopping.”  The problem, however, is that most all major motor carriers operate in the same manner, thus for the driver, the grass is seldom greener on the other side.

As an example, as required by the U. S. Department of Labor, in order for the cross border trucking initiative to come into play and for the U. S. motor carriers to be able to apply for the Foreign Labor Certification, they first had to show that there were insufficient qualified U. S.truck drivers available and willing to perform the work at the present wage.   This was easily accomplished by motor carriers paying low wages, using student and new drivers as a source of cheap labor, causing drivers to sit without pay waiting for freight and driving time lost by drivers sitting for hours without pay at the docks of shippers and receivers.

As drivers left the position, the industry could point at the loss of drivers as confirmation of a driver shortage, and as the CSA took hold, this regulation could be used as evidence of a poor driver retention rate as many seasoned drivers left the industry for good;  not actually due to the CSA, but for the actions of motor carriers mentioned above.  All that needed to be done, was for the major trucking organization to announce to the media that the United States was now facing a driver shortage and retention crisis.

Trucking news outlets, both published and online, are always eager to share the vital news within the industry concerning a crisis.  The problem is that many of these outlets are controlled by the very organizations that are spewing the rhetoric.  The media, on a national level, run with the stories, having no real-world expertise on the inside operations of OTR trucking.  They are listening to the wrong messengers.

The truck driver retention rate has become so real to so many, that major news sources continue to react to what they believe is an actual problem caused by drivers.  Business articles are written in order to find a real solution to the driver retention problem.  One article states:

“Turnover includes voluntary as well as involuntary but the problem is primarily voluntary leaving.  It is important to know what is causing drivers to job-hop and to then determine how trucking can stop this huge waste of effort and money.”     (Source:  Business Library – Driver Retention Solutions)

For every one driver that quits, there are 50 uninformed rookie drivers ready to take the spot, and for every one driver that quits, there are 25 veteran drivers looking for the greener grass.  Because of this job-hopping of drivers, the industry has been able to create a crisis that is constantly verified through the media and that the real problem which has caused the driver retention rate issue, is the driver.

It is true that this job-hopping occurs among truck drivers, however it is not the drivers who are to blame for the problem, but in fact, the motor carriers creating and controlling the so-called driver shortage and subsequently, the truck driver retention rates.

The International Journal of Physical Distribution and Logistics Management is a business journal which provides cutting edge information and business solutions for the industry. Located in the journal, in Volume 37 Iss: 8, pages 612 – 630, is a report entitled: “Truck driver turnover: what rate is good enough?”  

The report, developed by Yoshinori Suzuki, a PhD and expert in Motor Carrier Management, is a tool that motor carriers can use to determine what truck driver shortage/retention rate their company should maintain.

Key informational points of the report are:

• Usage – The development of a decision tool that motor carriers can use to determine if they need to lower their company truck driver turnover rate and if so, by what percentage.

• Model – Uses both statistical and mathematical equations to build a model that will determine the desirable rate needed for that particular carrier.

• Results –The report shows that it may be used by any motor carrier, regardless of what type of job-hopping behavior their drivers may display.

• Conditions – The motor carrier is able to use the determined desirable rate as either the rate at which to reduce turnover or to decrease turnover among their drivers.

• Importance– The tool will assist motor carriers in properly identifying the “ideal” rate that the carrier wishes to attain.

(Source: International Journal of Physical Distribution & Logistics Management)

The industry displays the truck driver shortage and the driver retention problems as two separate, major issues when in fact, they are closely related, dependent on the other.  One can say, “There is a truck driver shortage because we can not retain drivers” while another states, “There is a driver retention problem because there is a truck driver shortage.”

It is a Pandora’s Box of sorts, used by the industry to push through regulations that will continue to build the power-hold by the major large carriers, maintain the classification of drivers as unskilled labor and to keep drivers poorer.

The industry and media continue to portray the professional CDL driver as a job-hopping individual who has created two serious, critical situations for the trucking industry.  In reality, it is the industry itself that has measures in place to actively control both the retention and driver shortage rates.

Technorati Tags: american trucking association, International Journal of Physical Distribution and Logistics Management, motor carriers, truck driver retention rate, truck driver shortage, trucking, trucking news, Yoshinori Suzuki PhD

Truckers News on EOBR's

As the FMCSA begins their listening session today concerning the issue of driver harassment by use of EOBR, the ATA continues its push for the mandate while OOIDA voices their opposition.

The listening session, scheduled between 1:30 to 5:30 PM is said to be focusing on the possible harassment concern and welcomes comments by drivers.

To register for the “live” webcast and be provided the call-in number to participate in the session visit here:  FMCSA EOBR Listening Session.

Since the FMCSA listening sessions are basically useless for truck drivers since most are on the road, unable to attend, you can share your thoughts with the FMCSA concerning EOBR driver harassment by faxing your comments to:  1-202-493-2251.

Although the FMCSA seeks comments from drivers during the “listening” session, truck drivers seldom have the opportunity to comment due to one problem:  their driving.  OODIA will be present to represent drivers during the session.

The only real problem I have with mandating the EOBR in all trucks is the harassment issue.  More than once I have had dispatch send a message telling me to “get moving” when I was on my break or if I was just too tired at the time and was taking a quick 30 or 60 minute rest period.

With future EOBR usage, truck drivers must have a way to record any such messages to protect themselves from illegal dispatch orders.  Currently, drivers can only take a photo of the message.  Just as most EOBR’s have canned messages, technology should be available to the driver to maintain or retrieve such illegal messages which force them to violate FMCSA rules.

All messages sent or received through the EOBR are maintained for six months and furthermore, drivers should be allowed to request and receive any message from the EOBR by the carrier when the driver does so request.  By mandating EOBR’s, without any such protection provided to the driver, the FMCSA is simply handing motor carriers additional power to push drivers harder and continue the driver harassment that takes place within the industry.

The information that the FMCSA says it is looking for by drivers are:

• In terms of motor carriers’ and enforcement officials’ monitoring or review of drivers’ records of duty status (RODS), what would constitute driver harassment? Would that definition change based on whether the system for recording HOS is paper or electronically based? If so, how? As a starting point, the Agency is interested in potential forms of harassment, including but not limited to those that are: (1) not prohibited already by current statutes and regulations; (2) distinct from monitoring for legitimate business purposes (e.g., efforts to maintain or improve productivity); and (3) facilitated or made possible solely by EOBR devices and not as a result of functions or features that motor carriers may choose to purchase, such as fleet management system capabilities. Is this interpretation appropriate? Should it be broader? Or narrower?
• Are there types of driver harassment to which drivers are uniquely vulnerable if they are using EOBRs rather than paper logs? If so, what and how would use of an EOBR rather than a paper log make a driver more susceptible to harassment? Are there ways in which the use of an EOBR rather than a paper log makes a driver less susceptible to harassment?
• What types of harassment are motor carrier drivers subjected to currently, how frequently, and to what extent does this harassment happen? How would an electronic device capable of contemporaneous transmission of information to a motor carrier guard against (or fail to guard against) this kind of harassment? What experience have motor carriers and drivers had with carriers using EOBRs as compared to those who do not use these devices in terms of their effect on driver harassment or complaints of driver harassment?
• What measures should the Agency consider taking to eliminate the potential for EOBRs to be used to harass drivers? Are there specific functions and capabilities of EOBRs that should be restricted to reduce the likelihood of the devices being used to harass vehicle operators?
• Motor carriers are often responsible for managing their drivers and equipment to optimize efficiency and productivity and to ensure transportation services are provided in accordance with a planned schedule. Carriers commonly use electronic devices, which may include but are not limited to EOBRs, to enhance productivity and optimize fleet operation. Provided such devices are not used to coerce drivers into violating Federal safety regulations, where is the line between legitimate productivity measures and inappropriate oversight or actions that may be construed as harassment?
• FMCSA also seeks concepts, ideas, and comments from enforcement personnel on the HOS information they would need to see on the EOBR display screen at the roadside to effectively enforce the HOS rules and the type of evidence they would need to retain in order to support issuing drivers a citation for HOS violations observed during roadside inspections.

Technorati Tags: EOBR, EOBR mandate, FMCSA, FMCSA EOBR listening session, harassment, rulemaking, truck driver, trucking

Should you ever find the time to sit down with an “old timer” truck driver and listen to the tales of “the good ole’ days” in trucking, you just may be surprised at how the industry has changed.

You will hear stories of how drivers worked together and created the “brotherhood” between the professional trucker;  tales of camaraderie and respect as well as pride in their chosen profession.

In those days, there were no barrier between the driver and motor carrier.  The trucking company and truck driver worked as a team with each one valuing the other and sharing the same respect.  They understood that each needed the other and worked together for both of their success.  The driver asked for an honest day’s work for an honest day’s pay, and the carrier delivered on their promise.  As difficult as it is to believe, in day’s past, the truck driver and motor carrier were actually friends.

In those days, the trucking company knew the driver by name, understanding that they had bills to pay and a family to support and the company did its best to “take care” of their drivers.  In “the good ole’ days” of trucking, there existed an unspoken bond between trucker and carrier, each realizing their dependence on each other and even more so, appreciating what each had to offer.

As deregulation hit the industry, the shared respect slipped away and the brotherhood began a slow descent toward extinction.  Customer service meant nothing as the industry fought for survival and money became the primary focus.  Mega-sized motor carriers formed and for many, the truck driver was transformed into nothing more than a pawn as one truck driver shared his thoughts on today’s trucking career:

“ The industry has destroyed driver’s rights and wages, perpetuated market corruption, and let insurance companies dictate policy. The industry is weakening families with unnatural and damaging work schedules.”

As the U. S. trucking industry became a “dog eat dog world”, many motor carriers distanced themselves from their former practice of honesty, integrity and character.  Understanding that a business is in business to make money, they took it one step further by discarding such values and their primary objective evolved into doing whatever it took to grow larger and more powerful, all off the backs of the hardworking truck driver.

Government truck driver training subsidies, ranging between $50,000 and $222,000 led to the practice of starving out drivers and money-making programs such as the trucking company lease purchase became the newest transportation discovery.  CDL truck driver training schools and so-called “company paid training” programs evolved into a multi-million dollar business within a multi-billion dollar industry, all with the promise of an exciting, high paying career.

Potential new drivers to the industry became nothing more than a dollar sign and the formation of cheap freight led to the downfall of the spirit of entrepreneurship for an unknown number of truck owner operators.  Trucker Joe Jones is now known as driver number 265443 and recent CDL graduates are expected to work for .25 cents per mile.  Veteran drivers have seen truck driver pay go virtually unchanged for nearly 30 years and the bond between motor carrier and truck driver has diminished into retaliatory games such as the DAC report.

All of this and more having been thrown upon the backs of the professional truck driver by an industry which largely continues to regard the CMV driver as nothing more than “unskilled labor.”  Although some motor carriers still strive for excellence and understand that drivers are their greatest distinction, far too many fail to follow their lead.

I contend that trucking companies do not move America, but truck drivers do.  I understand that motor carriers are very much needed by way of providing jobs to millions of Americans, but I would recommend providing careers, not “jobs.”

Understand that truckers can move on to other jobs and even though you may have built a successful business . . . without truck drivers . . . you would have no business.

There is no contesting the fact that without truck drivers, America stops.

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