TD145: Being An Oversize/Overweight Load Truck Driver

If you’ve ever been interested in how oversize/overweight loads work, you’re in luck. Today we talk to Travis Jellison, who has pulled loads as heavy as 230,000 pounds, 16 feet wide, 15.5 feet tall, and 120 feet long. Yikes!

In the news segment, we discuss how the coronavirus is affecting the trucking industry with regards to the loss of work and restaurants, and Hours-of-Service adjustments, including the upcoming HOS changes. We also look at technology such as electric vehicles and it’s lack of infrastructure, CDL skills testing, and how 5G networks could help the trucking industry.

Freight brokering gets its fair share of talk time, and we hit on truck parking, truckers and medications, toll hikes, and gross injustices like the prison release of a bad trucking CEO and what is considered a preventable accident when it comes to the CSA.

In the feedback segment, we hear from Daniel, Evan, two Davids, and Aron all join the Trucker Dump Slack group. Driver Dave has an encounter with a duck, and Ben talks about buying grass. We also hear from Robert, who tells us about his unique trucking job.

Our guest Travis Jellison has been driving trucks since 1995. The vast majority of that time has been spent pulling a variety of oversize/overweight loads. His current setup is an 11-axle combo that is 120-foot long!

Born and raised in Washington, he now resides in Colorado, where he enjoys spending time and exploring nature with his partner. 

Podcast show notes:

This episode of Trucker Dump is sponsored by:

Links mentioned in the news segment:

FMCSA Extends HOS Emergency Declaration for Second Time from (Transport Topics)

Trucking Sheds 88,300 Jobs in April from (Transport Topics)

TD144: Is Truck Driving A Recession-Proof Job?

A third of small fleets shut down as COVID-19 guts freight market from

Iowa Driver Among First in US to Use Technology for CDL Skills Test from (Transport Topics)

Next Generation of Wireless Technology: 5G Holds Promise from (Transport Topics)

Coming hours of service reforms skip 14-hour pause, include 7/3 off-duty split and 30-minute break changes from

TD139: Understanding The 2019 Proposed Hours-Of-Service Changes

Updated HOS regs to take effect late September from

Infographic: What’s changing in federal hours of service regs from

Quick takes: Readers mixed on hours of service changes’ impact on their own operations from

Carriers’ right to review what the shipper paid for a brokered load from

FMCSA: Brokers Aren’t Technically Breaking The Law, And We Might Not Do Anything Even If They Were from

Amazon, already a mammoth middleman, squeezes into trucking brokerage from

Electric Truck Integration Poses Challenges for Fleets, Study Shows

Electric-Vehicle Charging Startup Amply Power Secures $13.2 Million from (Transport Topics)

Truck Crashes That Weren’t Preventable Won’t Count Against Your Safety Score, But What’s “Preventable” May Surprise You from

Crazy crash eligibility examples from

Trucking Law: When meds can sideline your commercial driving

Contact Dr. Alexander E. Underwood of the KT Health Clinic by email at or at Call 1-417-832-8678.

Infamous Arrow Trucking CEO Released From Prison Early from

New Jersey Highway Tolls to Rise up to 36% from (Transport Topics)

TravelCenters of America begins reopening dine-in restaurants from

Government Groups Launch Truck Parking Survey for Northeast Region from (Transport Topics)

Take the Northeast Truck Parking survey

Links mentioned in the interview:

If you have more questions about over-dimensional trucking, you can talk to Travis Jellison directly by emailing him at

Links mentioned in the feedback segment:

Robert Terry has a really unique job driving a food trolley named Clementine. Check out the photos.

Driver Dave has a run-in with a duck.

Ben Dickens – de Geus, aka @goose tells a story about his boss sending him to buy some grass.

Jon Sinclair, aka @mouse wants to talk about free audiobooks from your local library.
Congratulations to Aron Nero, aka @Aron for starting truck driving school!

Evan Jon Kooker, @2017EJ is planning to get into trucking after he retires.

David O’Neil, aka @Junior is new Canadian driver.

David Schmidt, aka @davidschmidt just finished binge-listening to every Trucker Dump episode. I don’t know if I’m happy or if I’m sorry. 😉

Show info:

You can email your comments, suggestions, questions, or insults to

Join the Trucker Dump Podcast Facebook Group

Join the Trucker Dump Slack Group by emailing me at

Got a second to Rate and/or Review the podcast on iTunes?

Download the intro/outro songs for free! courtesy of Walking On Einstein

TD144: Is Truck Driving A Recession-Proof Job?

At this point, the term COVID-19 has reached the level of being a curse word. Many have lost their jobs, lives are being lost, and many financial experts believe that another recession is on the horizon. But perhaps the most catastrophic dilemma of all; people are losing their ever-loving minds about what they are going to wipe their butts with. So this bring a question to mind…

Is truck driving a recession-proof job?

I Googled the term “recession-proof jobs” recently and the top result was an article called “Top 27 Recession-Proof Jobs & Careers – Do They Exist?” Surely this list would include truckers along with the obvious health care workers, law police officers, and morticians, right? Wrong! Believe it or not, the closest they got was with the #27-ranked Public Transit Workers, which to be fair, does include some Commercial Drivers License (CDL) holders. But still, bus drivers are a tiny portion of what constitutes truck drivers at large.

Even more flabbergasting was that this article listed Grocers at #21. Yes, grocers are important and recession-proof, but HELLOOOOOOOO… McFLYYYYYY, you can’t keep a grocery store stocked without truck drivers bringing the freight! You’d think that would’ve been made abundantly clear when even normal, non-prepper types started hoarding everything from soup, to dairy products, to frozen goods, to paper products, to cleaning supplies.

Perhaps I’m overreacting though? I thought, “Maybe this is just an old article?” Nope. It was written in March 2020; smack dab in the middle of what I’m sure will be eventually be written up in the history books as The Great TP Shortage of 2020. Like I said earlier, that’s flabbergasting considering that with all those empty shelves came a newly-found appreciation for the truckers of the world.

For the record, I shot off a stern email to this website, scolding them for their oversight. Hopefully they’ll either add Truck Drivers to their list or replace it with one of the other recession-proof jobs like #21 Librarian. Seriously… librarian? Ugh. To be fair, the rest of this list is spot-on. I just found it a farce that truck drivers were left off the list. Rant over.

So we’re back to the question; Is truck driving a recession-proof job?

A lot can be learned from history; which, by the way is something that should be considered by anyone who thinks America can make Socialism work where other countries have failed; e.g. Russia, Cuba, or Venezuela, just to name a few. But I suppose if you’d like to see which jobs are truly recession-proof, by all means proceed with your Socialism madness.

The most recent recession in the United States started in December 2007. The Great Recession, as it is now known, was primarily caused by greedy finance companies who would give home loans to people who couldn’t afford them. Much like a giant teenage zit, the economy expanded until one day it just popped, leaving a gooey mess of yuckiness.

I remember it well, because for us it seemed to happen overnight. At that time, The Evil Overlord (my wife and ex-codriver) was in an orientation class at a trucking company. For those who don’t know the story from reading Trucking Life: An Entertaining, Yet Informative Guide To Becoming And Being A Truck Driver, she was getting back into trucking after a few years off in an effort to get me off the road and out of trucking for good.

Obviously that never happened and part of that can be blamed on The Great Recession. The event I speak of happened on a Friday, which was the last day of her orientation. I had been solo trucking for the past few years and was eagerly on my way to the terminal to pick her up so we could go back to team trucking. That’s when her orientation leader walked in and said the company had initiated a company-wide hiring freeze. They promptly put everyone on a bus back to their homes. Well, everyone except her.

The Evil Overlord only escaped the axe after reminding them she was going to be teaming with me and I was due to arrive that evening. Long story short, our miles SUCKED for the next 1.5 years. When we had worked as a team for this carrier previously, we had regularly gotten between 5,000-6,000 miles. Fast forward to The Great Recession, where now we were lucky to get 3,000 miles between the two of us. 2,500 wasn’t all that uncommon either. In context for you non-truckers, 3,000 miles is a number most of us solo drivers can easily attain if our dispatcher is willing and able to give us that many miles.

Trucking freight is in constant flux

Freight goes up and down all the time in the trucking industry. Sure, there are good times and bad times; but the point I’m trying to make is that there is always freight. Maybe not a lot of certain types of freight, but there is always some. Take The Great Recession as an example.

As I mentioned earlier, that recession started primarily due to the real estate industry. Once all those homeowners lost their homes, the market was flooded with houses that needed to be sold. We’re back to the law of supply and demand now. When there is a large supply of something, the price goes down. And since many of these homes were foreclosed on, the prices on these abundant houses went waaaaaaay down.

So why would anyone want to build or buy a brand-new house when they could get a slightly-used one for peanuts? They wouldn’t; which is why the construction industry came to a screeching halt. Truckers who hauled construction materials and equipment suddenly had less freight to deliver.

So that means that trucking jobs are NOT recession-proof, right?

Not so fast, Speedy Gonzales. One thing that drives The Evil Overlord nuts about me is how I nitpick over words. The group of guys that I work with at my LTL (Less-Than-Load) company also immediately honed in on this little annoyance when I started there 13 months ago.

For instance, one of my co-workers might say on the phone, “Man! That 4-wheeler literally ran me into the ditch!” Before I can stop myself, I’d often say, “Don’t you mean figuratively? You wouldn’t still be tooling down the road right now if you were literally put in the ditch.”

Or The Evil Overlord got in the habit of saying “my bedroom” when she meant “our bedroom (understandable since I was usually on the road).” She does quickly correct herself now, but only after pointing out the fact that if I didn’t rein in this annoying little quirk of mine, I would soon both alienate all my new co-workers and find myself eating a knuckle sandwich with a big diamond ring on it. But I admit I still have to bite my tongue on a regular basis.

Now let’s relate this back to trucking. Here’s the notion I’m going to put forth:

Truck driving is recession-proof, but all trucking jobs are not

Do you see the subtly there? Much like the construction industry during The Great Recession, my current job is suffering from the same lack of need. The LTL company I work for hauls a lot of B2B (Business-to-Business) freight, meaning that we deliver a lot of products to keep businesses running.

For example, we don’t haul the toilet paper or frozen pizza to the grocery store, but we do haul the shelving units and freezers where those products are displayed. And we don’t haul the widgets a factory makes; we haul the machines that make those widgets.

We all know there is an unprecedented number of businesses closed right now due to the Coronavirus pandemic. With so many businesses closed, there is no one to produce the widgets. Sure, the factories that produce essential products such as food, fuel, and cleaning/medical supplies are still going full-bore, but again, that’s only a small portion of the supplies we would normally deliver.

So while the trucking industry in general is considered an “essential” service, the trucking job that I have has had to cut back on staff. Much to my chagrin, one of those folks was me. I reported in the last podcast, TD143: Coronavirus Trucking, that I had just missed the first round of layoffs. Well, two weeks later they got me too. So now, for the first time in my life I’m unemployed. So there; it’s definitive. Truck driving is not recession-proof! Wait! Not true!

Truck driving is recession-proof

Let the word nitpicking begin! I stand by my statement: some trucking jobs are not recession-proof (like mine), but truck driving as a profession is! I actually knew this long before the whole Corona crisis, but it got cemented in my mind once I started working here.

If you read/listened to, TD136: The Emotions Of Changing Truck Driving Jobs, you’ll know that one of my biggest fears in taking this LTL job was the threat of layoffs. In my previous 22 years of being a trucker, the term “layoff” had never even crossed my mind. But my new co-workers put my mind at ease since most all of them had been through it when they were low on the seniority list.

Every one of them knew at least one or two other trucking companies that would hire me immediately, even knowing it was only temporary until I got called back. So that was a major load off my mind. Anyway, back to the point.

Back in 2008, when the economy got so bad for a couple of years, The Evil Overlord and I continued to drive truck. Granted, we had lower miles than we would have liked, but we continued to have a job. There were a few layoffs within the OTR (Over-the-Road) trucking companies, but for the most part everyone kept their jobs, their families insured, and enough money coming in to survive. And that’s really what it’s about, isn’t it; weathering the storm until things get back to normal?

But just like is happening now, the LTL industry back then was being slammed way harder than the OTR companies. There were layoffs galore; and these weren’t short layoffs either. These were 12-18 month or longer layoffs. This is what my co-workers had gone through and they managed to come out the other end. As one of the guys said, “I’ve never missed a meal due to a layoff.”

But here’s the beauty of being a truck driver during a recession

Just because I’m laid off right now because my LTL carrier doesn’t haul enough “essential” products to keep me employed, that doesn’t mean I’m worried about my livelihood. You see, being laid off means that I can go find other work until my employer calls me back, just like my co-workers did back in 2008. That means I can keep working. Maybe not in the LTL industry, but I can keep on trucking.

All I would have to do is switch the type of carrier that I drive for; one that hauls more essential products. And the great news is that there is always someone hiring in the trucking industry. Always! This was true back in The Great Recession of 2008 and it’s true now during The Great TP Shortage of 2020. So in the end, I stand by my statement:

Truck driving is recession-proof, but all trucking jobs are not

Truth be told; I’d love to be working right now. I was actually enjoying that short little crappy Kansas City bid for the two weeks I was forced to do it. The money was still as good as my best year as an OTR driver, but it was a nice change of pace being back home in my own bed every day before I had to take my stupid 30-minute break.

I’m not thrilled about being laid off, but it’s better than the option of not being laid off and staying home without any loads most of the week where I’m not making any money (which is happening to some of our drivers). Being laid off means that I have the option to go get another trucking job if I want. With my 23 years of experience, I could be starting another job Monday morning if I so choose. But I don’t.

As I was crawling into bed after a long day of video gaming the other day, I told The Evil Overlord, “Man, that felt like a useless day,” to which she responded, “You haven’t taken any vacation time in 15 years (a true statement). Go sit on the couch, relax, and play video games for a change of pace. I’m making chocolate chip cookies.” Gratefully, I’m able to do that thanks to the combination of our savings account, my health care provider extending coverage for eight weeks, the $2400 stimulus check, and the $600 extra unemployment money provided by the CARES Act.

Hopefully things will get back to normal before the health insurance gives out and I have to start looking for a fill-in job until I get called back to work.

For now, you can still expect a new Trucker Dump podcast/blog every month. Jut don’t expect the release frequency to increase. I will be spending some of my extra time fixing my website and exploring some other trucking-related projects instead of needlessly raising your expectations of me. But for the most part I’m just going to do what I do best … obey The Evil Overlord.

TD141: Women In Trucking With Ellen Voie

Today we’ve got an interview with Ellen Voie from the Women in Trucking Association, which is a non-profit organization that aims to help and promote women truckers. Dudes, don’t tune out. This is a discussion you need to hear too.

But before we get to that, we’ve got a month’s worth of news to catch up on that includes a major southern corridor opening back up, mirrorless trucks, deaf truckers, and sexual harassment. We’ll also look into what happens to your ELD data and what happens after a trucker has a stroke or seizure. Of course, we’ll also catch up with what the government is up to, including truck tolls, GPS apps, EPA guidelines, and I’ll give you an update of the California Lease-Operator debacle. And we’ll finish up with a couple of stories that involve truckers in pain.

To close out, we get a two-fer yummy Trucker Grub from driverchrismc and we only have a few quick emails from Daniel, Brandon, and Steve since we knocked out most of the feedback in the last mega-episode.

Be sure to check out the 25% off combo pack for Trucking Life and How to Find a Great Truck Driving Job while you’re there.

This episode of Trucker Dump is sponsored by:

Links mentioned in the podcast:

I-59/20 bridges in Birmingham set to reopen from

Senators call for more truck info on phone GPS apps from

Connecticut governor proposes trucks-only tolls plan with Rhode Island tolls lawsuit still unresolved from

FMCSA grants waiver for mirrorless camera systems from

ABC test laws are coming: Can the owner-operator model survive? from

In push for stricter truck emissions regs, EPA also presses for ’50-state’ program from

EPA wants public input on new emissions rules from

Hurry to submit your comments about the new emissions rules by February 20, 2020!

A gold rush for ELD data from

New research under way on prevalence of sexual harassment in trucking from

Group seeks regulatory relief for deaf truckers from

Trucking Law: What happens after a stroke or seizure from

Trucker Attacked By Security Guards Beats Assault Charge, Keeps Fighting Back from

Trucker Gives Birth In Truck Stop Bathroom from

Women in Trucking Association

Become a member of Women In Trucking

Call Women In Trucking at Call 1-888-464-9482, or find them on Facebook, Twitter, Linked In, YouTube, and Pinterest.

Show info:

You can email your comments, suggestions, questions, or insults to

Join the Trucker Dump Podcast Facebook Group

Join the Trucker Dump Slack Group by emailing me at

Got a second to Rate and/or Review the podcast on iTunes?

Download the intro/outro songs for free! courtesy of Walking On Einstein

TD138: Being A Rental Equipment Truck Driver

In today’s episode, I’m starting a new series where I talk to truckers who have a speciality. Every now and then I’ll interview a driver who does something different than the average trucker. Today, you’ll hear from my good friend and fellow Trucker Dump Slack Group member, Shannon Holden about his job as a rental equipment hauler.

But before that we’ve got lots of news to cover including more truck recalls, lots of new legislation, ELD privacy issues, and some stupid things truckers do, which means I’m pissed off through half the news segment. But we lighten the mood every now and then with an odd quarantine, seven of the best companies to work for (according to Forbes), a couple of cool new products, and a chance for a free trip to Nashville.

I didn’t think we’d have a Trucker Grub segment, but an old acquaintance stops in to talk about Nancy’s Pizza in Litchfield, Illinois. You’ll never guess who it is in a million years.

In the listener feedback section we’ll discuss the sleep drug Ambien, refresher courses, the importance of asking questions, and I’ll have my sanity questioned. ‘Bout friggin’ time.

This episode of Trucker Dump is sponsored by Volvo Trucks. Learn more at

Links mentioned in the podcast:

I got a chance to co-host the May 29 episode of The Trucking Podcast with Buck Ballard when Don the Beer Guy couldn’t make it. Lots of stories and laughs in this one!

I got interviewed by Niki from the Truck Boss Show about the Trucker Dump Podcast.

I spoke with Niki from the Truck Boss Show on starting your own podcast.

The Truck Boss Show is giving away some free swag. First person to email me at wins the loot!

Brake Safety Week inspection blitz set for Sept. 15-22

Paccar recalls nearly 7,000 Kenworth, Peterbilt trucks over various issues

Mirror issue prompts recall of 4,000 Kenworth, Peterbilt tractors

Daimler issues recall for brake air supply capacity issue

CDL Mills And Bad Trainers Will Love This FMCSA Rule

Senate bill would force DOT to institute speed limiter mandate, set 65 mph limit

Bill in Congress would restore drivers’ per diem tax deduction

New Montana law will raise truck speed limits

DOT seeking input on regs around autonomous driving

FMCSA’s proposed HOS changes now expected July 31

DOT funding bill would force 30-minute break to remain in hours regs

Trucker faces 40 criminal counts stemming from deadly I-70 crash near Denver

Plenty blame to go around in Colo. tragedy, when the damage is done

Truckers’ 90-Mile Road-Rage Battle Kills Woman, Companies To Pay $26 Million

ELD data handling: ‘Privacy is paramount,’ but practices vary

Permit required for truckers in insect quarantine area beginning May 1

New TruckPark app allows drivers to reserve parking spaces

TruckPark app on Apple App Store
TruckPark app on Google Play Store

VSA PlugSaver is a cool device to keep your trailer lights from flickering.

Isela from the Truck Boss Show interviews trucker/inventor of the the VSA Plugsaver.

Seven fleets named to Forbes’ ‘Best Large Employers’ list

Truckers can enter to win free trip to Nashville with the RoadPro Ultimate Nashville Getaway Giveaway

This Trucker Fell Asleep At The Wheel After Falsifying His Logs. A Jury Awarded Him $80 Million

Links in the Feedback section:

Doug (Missouri Miller Boy (who did the May Trucker Grub segment) challenges the concept of me claiming to be both a cheapskate and an Apple-loving, cat lover and I attempt to explain the dilemma.

Joe questions a wreck involving a trucker taking Ambient, a drug used for insomnia.

Ambien on

Author Lisa Nowak offers congratulations for my new job and I spin it into a lesson that has been recently reinforced that should be a part of every trucker’s life.

David is considering renewing his CDL and wants to know the best path to upgrading from a Class B to a Class A.

Show info:

You can email your comments, suggestions, questions, or insults to

Join the Trucker Dump Podcast Facebook Group

Join the Trucker Dump Slack Group by emailing me at

Got a second to Rate and/or Review the podcast on iTunes?

Download the intro/outro songs for free! courtesy of Walking On Einstein

Photo by Shannon Holden

Sponsored: The Iowa 80 Truck Stop Is Trucker Heaven

If someone were to ask a non-trucker where the largest truckstop in the world was located, I’ll bet most would guess somewhere near a major US city, such as New York City or Los Angeles. But any experienced trucker could tell you that the World’s Largest Truckstop is the Iowa 80 in Walcott, Iowa. If you’ve haven’t visited this trucker heaven yet, you need to put it on your bucket list.

The Iowa 80 has been serving truckers 24/7 continuously since 1964 and it has grown and expanded to become everything a trucker could need (and let’s be honest, some things we just want!).

Your truck will think it’s in heaven too…

Believe it or not, the Iowa 80 truck stop has 900 parking spots to choose from. Yes, you heard that right; 900. If your truck requires service or needs repairs you can call on the Truck Service Center and their roadside assistance 24/7.

Once you’ve got Big Mama back up and running, make her happy by topping off the tanks in one of 15 fuel bays and then give her a good scrubbing at the 24/7 Truckomat truck wash. While you’re there, be sure to take Brutus the Mighty Warrior Chihuahua to the Dogomat pet wash so both your babies will be squeaky clean.

You could always use the CAT scale while you’re there, but you might want to be careful about that. Anything named Big Mama might be a bit sensitive about her weight. 😉

Once you get parked in one of the 900 parking spots, head on into the Iowa 80 main building to get some new bling for your big metal baby. The first thing you’ll likely notice when coming into the driver’s entrance is that there’s a full size tractor-trailer in there! And what’s that? Two more bobtails towards the back of the Super Truck Showroom! Wow!

Have you ever coveted a cool accessory on another driver’s truck? Well, you’ll likely be able to find whatever you’re looking for in the Iowa 80 semi truck accessories area. Truck vent visors? Yep, and plenty to choose from.

There is a huge selection of everything from gear shift knobs to mud flaps to chrome parts and accessories. And be sure to throw some chrome axle covers into the cart to make Big Mama look super-sexy!

How about some of those fancy money-saving led marker lights? The Super Truck Showroom has so many LED light displays that I momentarily thought I was at a Motley Crue concert!

Point is, you’ll never see a more complete set of chrome parts, accessories, and cool stuff for your truck than you will at the Iowa 80 Super Truck Showroom.

Look at all those driver amenities!

Now it’s time to baby ourselves. Priorities first; let’s get that pesky exercising out of the way in the 24/7 fitness room. Ouch! I threw my back out on the weight machine because I think I’m tougher than I really am (something every aging trucker could admit to if they only would). Good thing there’s a licensed chiropractor at the Iowa 80! May as well get that nearly expired DOT physical done while you’re there.

Now obviously you have to go back to the fitness room to finish up your workout, right. UGH! Now I slipped on the elliptical machine and chipped a tooth! What to do? Easy; just head down the hallway to Interstate Dental. Yes seriously. A dentist in a truck stop. How cool is that?

Now that you’ve finally finished your workout, go knock that smelly funk off your bod in one of 24 immaculate shower rooms. Next, toss your sweaty workout clothes into one of 13 washers and 16 dryers.

While you’re waiting for your clothes to finish, take advantage of the barber shop and then go chat with some drivers in the Driver Den, watch a movie in the large Movie Theater, or check out the Gift Shop to pick up some souvenirs for the spouse and kiddies.

Or stop in at the Custom Shop and have some spiffy new DOT numbers for Big Mama or have a custom embroidered shirt or hat made for yourself.  So many things for a driver to do!

But of course, a trucker’s favorite thing to do is eat. And hey, you did already do a quick workout so you deserve it, right?

So many food choices, you’ll have a hard time deciding!

Let’s start with the Iowa 80 Kitchen, which is open 24/7 and features breakfast, lunch, and dinner buffets. If you’re in a hurry late at night, the Wendy’s restaurant is also open 24/7.

Your choices really open up if you get there during normal hours. In the food court you’ll find Taco Bell, Pizza Hut, Blimpie, Dairy Queen/Orange Julius, and Caribou Coffee/Einstein Bros. Bagels, where you’d be a fool not to order a Campfire Mocha (S’mores flavored)!

Notice anything odd about that list? NO SUBWAY! HOORAY!

Other fun things to do at Iowa 80…

If you’re a fan of old trucks, be sure to stop into the Iowa 80 Trucking Museum located adjacent to the the truck stop. They’ve got some really cool trucks in there. After seeing what truckers in the past used to drive, you might think twice before complaining about your air ride seat not having enough lumbar support!

Another cool thing Iowa 80 does is host the Truckers Jamboree for three days every summer. You’ll find antique truck shows, the Super Trucks Beauty Contest, the Iowa Pork Chop Cookout, carnival games, live country music, Trucker Olympics, fireworks, and over 175 exhibits. Even cooler, admission and parking is free.

The next Trucker Jamboree is July 11-13, 2019 so be sure to mark your calendar and get Big Mama pointed toward Iowa.

Something for every trucker…

So you can now see why I call the Iowa 80 truck stop a “trucker heaven.” It’s got everything your average trucker could need or want and it’s all in one place. If you haven’t been there to experience it yet, well, what are you waiting for? Jump on I-80 in Iowa and get off at at exit 284.

If you don’t see the Iowa 80 from the exit ramp, please turn your truck keys in ASAP, cuz you’re friggin’ blind as a bat!

TD137: OTR Trucking vs. LTL Trucking

If you’re a regular listener/reader, you’ll know that I recently made a job change. For this episode, I thought about just talking about my new Less-Than-Load (LTL) job, but instead I’ve decided to tell you about the new job while also comparing it to my old Over-The-Road (OTR) job. So let’s get to it.

But first, let’s define what LTL and OTR means so all the newbies and non-truckers can follow along.

OTR stands for Over-The-Road. This type of trucking is typically (but not always) freight picked up at one or two customers at most and delivered to one or two receivers. There are OTR carriers that deal with multiple pickups or stops on one trailer, but the vast majority of large national trucking companies like JB Hunt, Prime, and US Xpress, pick up a load at one location and deliver it to a single location about 99% of the time. Also, unless you’re on some sort of dedicated account, you’re probably not running the same routes every day. Pretty straightforward really. 

LTL stands for Less-Than-Load (or Truckload), meaning they pick up freight from lots of different customers throughout the day who have “less than a full load.” Each customer might only have one pallet, tote, tub, barrel, or crate to ship. All that freight is collected by local drivers who bring it back to local terminals where it is sorted based on which direction it is headed. From there it will keep moving to other terminals and branching out until it reaches it’s final destination.

Think of LTL like a tree. 

There are many roots (shipping customers) on a tree. All those roots converge into the tree trunk.

The tree trunk is the local LTL terminal where all the day’s freight is collected. Freight is then sorted according to the direction of it’s destination and loaded onto many trailers. From there, each branch (or load) forks off in a different direction until you finally get to the leaf (the freight’s final destination in this weird analogy). 

UPS and Fedex are probably the LTL carriers you’re most familiar with. They would have many more branches than most LTL carriers because they are often delivering to individual homes, whereas companies like YRC and Old Dominion are doing more business-to-business freight, meaning there are less branches before it reaches it’s final destination. 

I hope I didn’t confuse you with that analogy so much that you leaf this blog post. Sorry, I realize that’s an inexcusably lame pun, but I’m cheesy enough that I just couldn’t pass it up. 

Here’s the nitty-gritty of how LTL driving works. 

Freight is picked up by many city drivers throughout the day. One local driver might deliver and pick up freight from 10 or more different customers each day. Some terminals have dozens of local drivers that are each doing that. They then bring it back to their local terminal where either they or a dock worker separates it and loads it onto outbound trailers. 

Then the line-haul drivers like me come in and take it to it’s final destination or some point along the way toward it’s final destination. If a few pallets of freight needs to be kicked off (unloaded) at another terminal along the way, either the driver will do it or a dock worker will. 

For instance, I might be pulling a trailer from Joplin that has freight going to Des Moines, Chicago, and Minneapolis (all north of Joplin). Des Moines is the place where this route splits. From there, some of it is staying in Iowa, some is going on north to Minneapolis, and the rest needs to get moving eastbound and down towards Chicago.

If there’s only a few pallets of Des Moines and Chicago freight, they may have me kick off that freight in Des Moines and keep on trucking up to Minnesota. But if most of the freight is staying in Des Moines, they will likely have me drop the trailer there and head somewhere else if I still have driving hours. As I’m moving on, the Des Moines dock workers are splitting that Chicago and Minneapolis freight onto the appropriate trailers, which will be picked up later by other line-haul drivers.

Sometimes this routing has already been planned in advance, but sometimes it’s a spur-of-the-moment decision based on what has come into Des Moines recently. Basically, it boils down to us line-haul drivers doing whatever dispatch tells us to do. 

Okay, now that has been explained, let me issue a disclaimer: 

My only experience working LTL is with this new job, so please keep in mind that I’m only speaking from my limited experience I’ve gained in the first month or so. Not all LTL carriers are alike, so please take my thoughts on this subject with a grain of salt and always do your own research before you make any job switch.   

The job transition

I have to say that the job transition wasn’t as smooth as I’d hoped. Things just seemed confused throughout. When I asked why things were so messed up, I was told this company had just set up a new hiring process. Okay, I’ll give them that. But that still didn’t make it any easier. 

For example, there was such a long interval between my initial drug screen and my start date, that I had to go back in to do another drug screen. Although I guess part of that falls on my old job still needing me to be out a minimum of two weeks.

Let me take a second here to give a shout out to my old employer. Since my new company had called them early on, they knew I was in the running for a new job. They routed me to headquarters where I sat down with my dispatcher and her boss. When they heard my perspective new job involved similar pay and considerably more home time, instead of coping an attitude, they wished me the best and told me I always had a job there if it didn’t work out. They also promised to work with me to get me home whenever I needed throughout the hiring process. They held up their promise until the end, so kudos to them.

On my first home time since I was found out, I did the drug screen and the physical fitness test, which I’m happy to say I passed with flying colors. Then I went back out for three more weeks while the new company processed the test results and scheduled my road test. 

After the road test, I went back out for my final three weeks. I could’ve made it two weeks, but the new employer wasn’t in any particular rush and it just so happened The Evil Overlord was going to be traveling to the city where I needed to drop off my truck. How’s that for luck?

My first week on the job

Again, my first week started with confusion. I had been told to show up for work Monday night, March 4. I was told I’d be riding with a driver to St. Louis and back all week, but about two hours before I was scheduled to head out, I got a call saying that plans had changed and I’d now be riding with a guy to Kansas City and back every night for the first week. 

The bad thing was that I was getting paid for all miles, whether I was driving or my mentor (trainer) was. St. Louis and back is 604 miles round trip, while KC and back is only 310. That’s a tad more than half the miles I was expecting. Yucky. 

Even worse, the dispatcher called me back just an hour before I was due at work to warn me to wear warm clothes because I’d be working the outside dock for a couple of hours. Well, I didn’t have time to find my heavy coveralls, so I threw on some long johns and my coat, dug out my insulated boots, and scrambled to find some heavy gloves and a beanie. 

We got to KC about 12:30 AM where it was a balmy 12 degrees with a wind chill of about 2 degrees. By the end of the two hours dock work, I couldn’t feel my feet. They thawed out about the time we got home three hours later. 

I’m convinced that first night was the cause of the sickness that haunted me for the next three weeks. Not only was this wussy OTR trucker not accustomed to working in the cold every night, but I also wasn’t used to being around other people in tight quarters like our driver’s room. I found out later that all the other drivers at our terminal had been passing trucker cooties around for a while. And of course, I had shaken the hands of every single one of them the first night as I was introduced to everyone.

So there’s the first big difference I noticed between OTR trucking and LTL trucking; the trucker cooties.

As an OTR trucker, I didn’t talk to anyone face-to-face regularly. I was in my truck most of the day; a place where I came into contact with only my own cooties. 

I think of my new situation kind of like a 3rd grade class. When one person gets sick, everyone gets sick. Even worse, think what it would be like if that 3rd grade class interacted every day with other 3rd graders from all across the USA. That’s what you’re dealing with in LTL.

We all touch the same computer keys to sign in and out. We handle the same pieces of paper to punch in/out on the time clock. We all hang out in a driver’s room while we wait on our loads. We handle a different handheld ELD each day that some other driver has probably been sneezing on without covering his mouth. We all cram into a shuttle van to go to the hotel every morning. And perhaps worst of all, we all share trucks where truckers are spreading their cooties over every surface they touch. 

I mentioned in the last podcast, TD136: The emotions of changing truck driving jobs, that we have assigned trucks at my LTL job… sort of. Well, that was accurate. When we come back to work each night, we get the same truck. But that doesn’t mean it sits there unused all day. 

When I’m in bed at the hotel, some city worker is usually driving it around to make deliveries. So what I’m saying is that if you want to be a millionaire when you retire, you should be buying lots of stock in Lysol disinfecting wipes, cuz I’m stocking up on ‘em big time. 

Now I do realize that a lot of this trucker cootie stuff is true about OTR truckers too, but not to the same extent in my opinion. My OTR truck was mine. The only time anyone else was in it was for maintenance. I used my own writing pen whenever possible and I’m still going to do that. But I can’t wipe down every door handle to the driver’s room and shuttle van, nor can I put on rubber gloves to handle every log in/out sheet. Well I could, but people already think I’m weird as it is.  

I’ve always had a strong immune system, but I think it’s just out of practice from 21 years of OTR trucking. So I’m guessing I’ll be suffering with more bouts of sickness until get my body gets used to fighting off trucker cooties again. Heck, I even got food poisoning in my first full week of solo driving with them. Not a fun trip. Let’s just say that my liquid assets were expeditiously exporting from all ports. Yeah. 

Speaking of other drivers, that’s another thing that’s different between OTR and LTL driving; the driver relationships. 

I worked for my former employer for a total of 13 years. I knew a handful of office employees and a few big wigs by name, but oddly enough, I can’t recall the first names of even two of my fellow company drivers. We were just rarely in the same place at the same time. Not so with LTL. 

Since we’re all home over the weekend, most of us are coming back to work at the same time on Monday. Not only do drivers based in the same terminal chat in the driver’s room before we head out, but we also often talk on the phone. 

I have truly never experienced a driving job like this. Never have I worked a job where so many drivers were willing to help each other. There is a lot to learn coming from OTR trucking to LTL trucking and it’s hard to keep it all straight in my tiny little Brussels sprout-sized brain. Good Lord, why would I use that horrific vegetable as an example? They taste like tiny little dirty cabbages! Yuck!

Here are just a few of the questions I’ve asked multiple times (hey – it’s a lot to take in!): 

  • When can I claim layover pay and how do I figure it?
  • How much time do I claim for drop/hooking?
  • How do I make sure I get paid for breakdown? 
  • What’s the best way to get your truck serviced without someone stealing your assigned truck?
  • Where do I park and check-in when I get to a terminal I’ve never been to?
  • Is that little state highway okay to run between these two terminals? 
  • Where do I put this freight I was told to unload? 
  • How do I get to the hotel; bobtail, taxi, or shuttle van (the answer of which depends on where and when you arrive)?
  • How does this job bidding thing work?
  • And what the heck is “notching” a driver?

Just to get it out of the way, let me try to explain notching to you. I think “notching” is a union thing, but it could also be non-union LTL for all I know. Remember my disclaimer. 

With OTR, you’re often preplanned on loads, and that doesn’t always translate to first come, first served. But in LTL, the first driver to their destination gets the next best outbound load. 

But the union is all about seniority too. That means it’s important that you don’t screw someone with more seniority by leaving earlier (notching) than they do if you’re both headed to the same place. 

So for instance, I’m the low man at my home terminal until some poor sap is hired on behind me. So if the driver right above me and I are both heading to Nashville and we’re both set to depart at the same time, I need to make sure I don’t punch out (notch) and leave before he does. That puts him in a position to arrive first and get the better load back out. 

Part of me thinks that sounds fair, but another side of brain says that if I’m eager enough to leave out a bit early, then I should be able to do that. But then again, the union has been doing it this way for years, and frankly, I value my kneecaps. 😉  

But once we’re both out on the road, all bets are off. If he’s the type of driver that likes to stop and get coffee every couple of hours or pull off for an hour-long nap, then that’s his problem if I beat him to Nashville. You snooze, you lose, buddy.  

So back to all my questions…

As you know, I’m a naturally-inquisitive guy, but even I’ve asked a heck-of-a-lot more questions than normal within the last month or so. God bless Ronnie (my mentor) for being willing to answer the constant barrage during my first week. I feel sorry for him, but he was a real trooper. 

For the record, getting less miles (and money) in my first week and going with Ronnie to KC for dock work proved to be a lot more useful than riding back and forth to St. Louis for a turn-and-burn. 

I got some experience on a forklift (it’d been about 25 years since I’d been on one), but more importantly I learned how to read the freight bills to figure out where freight was moving and how much of it there was. 

I also got some basics on how to load such mismatched freight (no such thing as 22 pallets of identical freight in the LTL world) to reduce damage and maximize the space available. I still have a lot to learn in that department, but that one week of low-paying dock training gave me a leg up on other new drivers I’ve talked to.

Back to this driver relationship thing… 

That first night at work, I got the phone numbers of four or five of our drivers and I’ve since added a handful more to my Contacts app. Everyone says to call if I have any questions. I have… many times. If I can’t reach one guy, there’s always another driver to call on. That’s largely because everyone is driving at night. I’ve even got phone numbers from guys who drive out of other terminals! 

When I was driving back from orientation in Indianapolis (yes, I drove a truck to orientation the second week – first time that’s ever happened), I had to stop and kick off some freight in St. Louis before I could head home. This would be my first time doing it without Ronnie’s help. 

I grabbed a forklift and headed out. I walked up to a guy on the dock and said, “Hey man, I’m new. I think I know what I’m doing, but I don’t know whether to put the freight on the dock or in one of the outbound trailers.” He just said, “You read the bills and I’ll move the freight.” Everywhere I’ve gone, I’ve always had drivers willing to help when I ask. Very cool.

Driving at night is another huge difference between OTR and LTL.

When I was an OTR driver, I did my share of overnight driving. That’s actually one of the things I like about OTR; the variety of driving hours. One day you’re up driving during daylight and the next night, you’re waking up at 10 PM to drive all night to deliver a load in the morning. Variety is the spice of life, right? Well, for some people it is and for some people it isn’t.

Seriously, if you’re a solar driver (can’t stay awake at night), LTL is NOT for you. Literally, 85-90% of our driving is in the dark. I typically start between 8-10 PM. If the miles are there and everything goes smoothly, I’m parked at the terminal and heading to the hotel by 8-10 AM, which is always my goal because you know this cheapskate wants a free breakfast. C’mon, you beautiful waffle maker!

Another major difference is preplanning.

For you newbies and non-truckers, preplans are just what they sound like. Before you’re finished with your current load, your dispatcher is already planning out your next load. As soon as they know for sure, they tell you so you can manage your hours of service better. 

The best thing about preplanning is that you almost always knew what you’d be doing next. And the closer your home time got, the more important it seemed. Thanks to preplans, I could often give The Evil Overlord a rough estimate of when I’d be home two days before I got there. Not so with my LTL job. 

Like I said earlier, my new company does everything on a first come, first served basis. Whoever gets to the delivery terminal first gets the best load back out. So obviously dispatch can’t preplan you because they never know who is going to show up first. 

The only exception to this first come, first served rule is leaving out from home after the weekend off. In this scenario, the driver with the most seniority gets the best load (usually the longest mileage). That seems fair, right? But again, there are exceptions.

Some drivers have bid runs.

These are runs that are consistent enough to warrant the same person doing them every night. This can be great if you’re a top dog, but it can really backfire on you if you’re a lowly peon like me. 

You see, there are good bids and there are bad bids.

That driver I was supposed to go with the first week has the #1 seniority spot at our terminal. His bid is St. Louis, drop/hook, and straight back every night. That’s over 3,000 miles per week in 5 days. If you could see me right now, I’m approximately the color of Shrek.

But there are bad bids too.  

Right now, my favorite person in the whole wide world isn’t The Evil Overlord; it’s my mentor, Ronnie. I’m pretty sure he’s her favorite person too, and she hasn’t even met him yet! Why?

Because Ronnie chooses to do that Kansas City bid that only pays 1550 miles plus some dock time each week. He’s in his 60’s and he’s really only doing this job for the insurance and to keep active. Unlike me, he’s been smart with his money and doesn’t need more miles. He can usually even finish his run before he needs to take a stupid 30-minute break. And did I mention it’s only 5 days per week? 

I actually kind of like that KC bid. It’s got a little bit of driving, a little bit of dock work, and lots of home time. If I was in Ronnie’s boat, I’d love to do that bid run. But I’m not in Ronnie’s boat; I’m in my crappy little dinghy with a leaky hull. If I was forced to do Ronnie’s bid, I honestly don’t think I could work here. I’d have to find another LTL job or go back to OTR. It’s just not enough money.

Sure, I would love to have a good bid and be back home every day, but I’m a long ways off from taking that #1 St. Louis bid due to my low seniority. Besides, all the good bids are taken. But there is one more bid that nobody wants and since I’m the low guy, it’s going to fall to me until we can get someone new hired. 

This bid is Joplin to Memphis 3 times one week and twice the next on a continual loop. That’s only 380 miles per day and a lot of sitting at the hotel between loads. Great for the podcast; horrible for my wallet. Normally that would force me to find another job, but everyone tells me that I’ll be able to pick up additional runs to make it worth my while.

For instance, if I get to Memphis early enough and there is freight running to Nashville that they need to move, I could actually turn a 380 mile day into a 600+ mile day. Then I’d swing back through Memphis to get back on my bid run before heading back to Joplin. On my short week, I’ll be able to ask for extra freight on Friday night, but again, this is all dependent on having enough freight to keep us all busy.

You see, being the low man on the totem pole has another downside. If there is additional freight to run, those drivers with higher seniority get first dibs. If they don’t want it, it might fall down to me. In the busy time of the year, there’s enough freight for everyone. The slow time is a different story.  

I can really only hope and pray my fellow drivers are right about this bid and these extra runs, because I like this job a lot and really don’t want to have to move on. I see the potential if I can get off this bid and back onto the open board (out all week and back on weekends) and I’m just praying for someone to come along who would enjoy lower miles and more home time. If you know anyone like that in Southwest Missouri, send them my way! Enough about that!

Not sleeping in the truck is another major difference between LTL and OTR.

I mentioned this in TD136: The Emotions Of Changing Truck Driving Jobs. I don’t know if every LTL does this, but if you see them driving day cabs they probably do. 

Turns out, it’s not so bad. I’ve had a few rough times trying to sleep during daylight (usually due to have coffee and then getting shut down earlier than expected), but for the most part I’m snoring like a chainsaw. It’s great getting a shower every day too. 

I am still getting used to the food. Most of the hotels have microwaves so I’m back to packing cans of soup again. And of course, there’s peanut butter. There’s allllllllways peanut butter. 

No parking woes in LTL!

But just as I suspected, the best thing about LTL and day cabs is that I don’t have to find truck parking every day. The only thing I have to worry about is finding someplace to stop for my 30-minute break. And you’ll be happy to know that I haven’t gone all hypocrite on you and blocked the fuel bays. Can’t say that for some of my fellow drivers, but at least I haven’t stooped that low.

Perhaps the biggest difference I see between OTR and LTL is being paid for your time.

As an OTR driver, there is this common thought of “I’m only getting paid if the wheels are turning.” I accepted the fact that I didn’t get paid to fuel, drop/hook trailers, do pre-trip/post trip inspections, sweep a trailer, get a flat fixed, wait for a load to be ready or unloaded, or take a random drug test. It’s all just part of the job, right? I’ve said that to so many drivers in the past.  

As an example, I didn’t get paid any detention time until 2013. That’s 16 years if you’re counting! When I finally did, it was only $12 per hour after one hour detention, with a daily cap of $75. I also used to get $75 layover pay or $75 breakdown, but only after 24 hours of continuous downtime.

LTL pays you for your time.

Again, disclaimer here. All LTL companies may not pay for your time, but mine sure does. 

With LTL, I get paid for waiting, which is the way it should be. I do give them some time initially, but now I get paid a lot more per hour if I have to wait on a load. And there is no cap! 

The other day, I made $100 before I even left the hotel room! I’m not saying that to brag. It’s just that I was being delayed because my load wasn’t ready yet. I was available and ready to go, so I should be getting paid, right? SO SHOULD OTR DRIVERS! But they’re not.

Guess what? For the first time in my career, I got paid for a tire blowout from the minute I called breakdown to the time I pulled out of the shop. Later that week another one blew out and I got paid hourly again. And for the record, this is a decent hourly wage. 

In case you didn’t notice, everything I just mentioned involved getting paid for my time. I wasn’t working, but that wasn’t my choice, was it? I prefer to drive because I can make more money than sitting around with my thumb up my keister, but if someone is wasting my time while I’m out on the road, why shouldn’t we drivers get paid for that? 

It’s something we OTR drivers have been disgruntled about for decades, but it never changed and likely never will until some drastic steps take place. All I can tell you is it’s amazing how less-stressed you are when you’re being paid fairly for your down time.

So it only stands to reason that I get paid for my work too, right? Yep.  

I got paid for fueling for the first time in 21 years. I got paid for dropping and/or hooking a trailer. I got paid for working on the dock. I even get paid a minimum pay if I don’t get a set amount of miles each day. 

How much of this is the union?

Now I’m honestly not sure how much of this has to do with LTL and how much it has to do with being a part of the union. After all, they were responsible for lots of labor laws that many people enjoy today.

Enjoy your weekends off and a 40-hour work week? How about paid vacation, sick leave, medical leave, military leave, or paid holidays? Then thank a union.

Now please don’t think the Trucker Dump podcast/blog is going to turn into a platform to promote unions. That’s really not my goal. It’s just that I believe in giving credit where credit is due. 

The last major difference I see between OTR and LTL is home time. 

Honestly, I was a bit mislead about this. I was told I would be home Friday night or Saturday by noon, when in fact as an open board driver (before and hopefully after this Memphis bid) I’m usually pulling into my home terminal sometime Saturday evening or early AM on Sunday. 

That still works for me because I’m still getting adequate home time. Our normal start time is Monday 8-10 PM so I’m still getting close to 48 hours off every weekend. I might get shorted a bit more during the busy season, but I’m kind of a hammer dog anyway so I’m going to take the freight when it’s there and smile all the way to the bank.

And speaking of banks, I’ve already deposited the biggest paycheck I’ve ever gotten in my 21 year career. And that’s with making 11 cents less per mile than my last job. This, my friends, is the power of getting paid for ALL the work you do, not just driving. 

Again, not to brag… oh who am I kidding? I’m totally bragging!! LOL  

For many years I’ve heard drivers talking up LTL trucking. 

I’d always heard they made more money than the average OTR trucker, but I just never took it seriously. Why didn’t I ever take the time to see if there was any merit to it? Dunno. 

Listen, I have never been one to tell another driver who to work for. I’ve said it as long as I’ve been blogging; I don’t know your situation and I don’t know what your priorities are, so I’m not going to recommend any particular trucking companies to you. Or types of trucking for that matter.

So if you’re happy with your OTR job, by all means keep it up. But if you’re fed up with not being paid for the work you do or the time you’re being forced to waste out on the road, then LTL driving might be for you. 

If you can drive at night without careening off into a river and if you can handle putting in your dues on the bottom rung of the seniority ladder for a while, then I would highly recommend at least looking into an LTL job in your area. What can it hurt?

I can honestly say that I wish I’d made this move about 10 years ago. Then again, if this forced bid thing doesn’t work out for me, I may have to delete this post altogether and disavow any knowledge of it… which would really suck because this sucker took me about 10 hours to write. Yes… seriously.

 Podcast show notes:

Well, there’s been a 2-month hiatus while I switched jobs, but it brought up a good main topic for today’s show; comparing OTR to LTL trucking.

We’ve got not one, but two good places to eat for the Trucker Grub segment.

Plenty of listener feedback too, including more information on the facial recognition system being used at the Canadian border, an audio comment with an oopsie from a driver (and one from myself), and of course I’m going to include some listener comments saying nice things about the podcast. Why wouldn’t I?

And obviously, there’s been lots of news over the past couple of months. I couldn’t hit everything, but it might seem like it. We cover the April 12 slow roll protest, more equipment recalls, and some past and upcoming safety blitzes.

Speaking of upcoming things, how about new Hours of Service, new emissions standards (oh boy), 18 year old interstate truckers, a drug & alcohol clearinghouse, and a couple of studies on ELD usage, truck parking, and the Eisenhower Tunnel in the Colorado mountains.

We also have some good news for diabetic truckers, an attorney’s advice on things you should do after accident, and imagine this; contradicting articles on the driver shortage issue. Who knew?

Listen to the podcast version or read the full article and the podcast show notes on

This episode of Trucker Dump is sponsored by:

  • Volvo Trucks – Check out the new VNL series and all it’s awesome features

Links mentioned in the podcast:

Protestors reckon with minimal ‘shutdown’ and protest participation from

Volvo recalls 11,000 trucks over sleeper bunk window issue from

Mack recalls nearly 4,000 trucks over mirror issue, Carrier recalls nearly 4,000 APUs from

Next emissions deadline will ban more trucks from

Inspection Blitz Alert! Road check 2019 Announced from

Truckers Made To Climb Onto Trailers To Remove Snow During Enforcement Blitz from

Virginia increases registration fees, diesel taxes to fund I-81 improvements from

It’s Official: FMCSA Plans To Overhaul Hours Of Service Rules For Truckers from

Interstate Trucking Will Be Open To Drivers 18+ Under New Bill from

Federal Govt: The ‘Truck Driver Shortage’ Doesn’t Exist from

ATA Insists Driver Shortage Is Real Despite Govt. Report Saying It Isn’t from

From within or without? — pressure to run over hours in the wake of the ELD mandate from

Drivers will need to register in Drug and Alcohol Clearinghouse to change jobs, ensure accuracy from

Truckers Can Find Safe Parking Even After Hours Are Up Says FMCSA Official from

FMCSA Ends the Diabetic Driver Exemption Program from

TD116: Diabetes And Truckers

Colorado DOT to study allowing hazmat trucks to travel through I-70’s Eisenhower Tunnel from

Trucking Law: Things to consider after an accident from

35-year trucker Joe Bartlett got a seatbelt ticket — until this video got it thrown out from

Trucking law: Your gun rights on private property from

Missouri Miller Boy gives us two restaurants for the Trucker Grub:

TD136: The Emotions Of Changing Truck Driving Jobs from

Eight Reasons to Thank Unions from

Links in the feedback section:

Rod from read TD134: 3 Free Trucking Apps Every Trucker Should Have and enjoyed it. Thanks man!

Eddie Child is the winner of the Trucker Dump tee shirt for taking the Trucker Dump Listener Survey.

Lindsay had a chuckle about something I said in TD134: 3 Free Trucking Apps Every Trucker Should Have and passed the word along to her husband, who drives truck and works at Bartholomew Pressure Washing out of the Raleigh NC area.

Jeff Hardy listened to TD135: Trucking Recruiters: Friend Or Foe? and wants to help us understand how facial recognition works at the Canadian border. He also quotes The Red Green Show, which apparently is a Canadian thing.

Nick Mack tells a story of when he was complacent about 6 months into his new driving career and I follow up with my own similar story. I also mention two podcasts I’ve done on this important subject, TD97: A Trucker’s Worst Nemesis: Complacency and TD104: Complacency Strikes.

Photos of my recent incident on Flickr.

Glenn wrote the shortest email in history to tell me the term I was looking for was A-Pillar. Thanks, Glenn!

Show info:

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TD136: The Emotions Of Changing Truck Driving Jobs

I haven’t felt this way since 1997. My emotions are all over the map more than the 18-wheeler I drive. Joy… Fear… Doubt… Anticipation… and perhaps most of all… Uncertainty.

What’s so significant about both 1997 and February 2019? Both are major shifts in my work history. 1997 was when The Evil Overlord (wife and ex co-driver) and I started driving a truck for a living. Not only was this a profound shift in the type of job I was doing, but it was also a major lifestyle change for us. And now I‘m facing that again as I’m getting ready to change truck driving jobs.

But wait; how is switching from one truck driving job to another trucking driving job such a big deal? For all I know, maybe it won’t be. That’s part of the uncertainty I was talking about.

Changing truck driving jobs is not a new thing for me.

While I’m not a job-hopper by any means, I’m also no stranger to switching trucking companies. I’ve worked for six different carriers over my 21-year career. Yes, I realize that’s not a lot, especially compared to how often truck drivers job-hop nowadays.

So what makes this current job change so different?

As I’ve mentioned before, The Evil Overlord and I were a team operation for nine years of my career. The entire time we pulled dry vans for large carriers. Now one might think that going from a team operation to a solo driver was a huge change, but I had no anxiety about that whatsoever.

First, an Over-The-Road (OTR) dry van driver job is an OTR dry van driver job. There are subtle differences, but not much.

Even more important was the fact that I knew my marriage to the evil wench was strong enough to survive being apart 3–4 weeks at a time. And proof of that is that I can call her an evil wench and not only am I still married, but I haven’t been murdered in my sleep yet… yet.

I also knew that the only thing that was really going to change about my job was that I would be sleeping a lot better in a truck that wasn’t bouncing down I-95.

Well that, and I wouldn’t have to listen to her nagging me to slow to a crawl on perfectly fine snow-covered roads. Even today if I’m on the phone with her and mention that it’s snowing, she tells me to slow down. She think she knows me so well. ? Hammer down!

The differences between my current job and the new one.

  • More home time
  • Less money (initially)
  • Type of runs
  • Kind of truck
  • Food situation
  • Sleeping situation
  • Working for a union

I’ll explain more about each of these as I run through the list of emotions I’ve been going through. Everyone grab your mood rings and let’s get moving.

Jumping for joy

When I first saw this job advertised, I jumped for joy. It looked like it was the shining gold trophy job I’ve been waiting on for what seemed like an eternity. The job that would finally get me away from having to be away from home for two to four weeks at a time and even more importantly, do so without such a massive pay cut that I’d have to buy my clothes at rummage sales for the rest of my life.

Ultimately, my goal is to be home every night and this new company provides a transition to that eventually. But for now, this is a nice stop-gap. You see, I’ll still be out on the road all week, but I’ll be home every weekend. And this isn’t one of those “trucker weekends” that really means you’ll get home for 34 hours on a Tuesday.

Nope, this is home every Friday night or Saturday morning and I’ll leave back out again Sunday night or Monday morning. Naturally, there will be times when the weekend will be shorter, but for the most part I’ll get a full 48 hours or more off each weekend. Hallelujah!

For years, I’ve seen plenty of other jobs blip onto my radar screen, but none of them could even come close to matching this home time or the money I’m making as an OTR driver. Most of the more local jobs I’ve seen would’ve had me taking a 30-50% pay cut. Literally.

As I’ve mentioned here many times before, you almost always have to take a pay cut when you are home more often. I get that. And that’s why I waited patiently until an opportunity like this arose.

Then came the anticipation…

Like I said, I was very patient waiting for this job. From the time I called about it the first time to the time I was hired was probably about a year. I thought this was the right job, but jumping on it right away would destroy all our plans.

If you’re a regular Trucker Dump listener, you’ll know that The Evil Overlord is in school right now. Our plan has been for me to stay out here on the road long enough to get her through school… no matter how long it takes. Once she has a better paying job, then I’ll be able to quit driving OTR and take the inevitable pay cut to work local.

Well, this job is a slight pay cut the first year, so I waited. I called the guy who would be my local terminal manager every few months just to keep in touch. I asked a different set of questions each time and we chatted about the job and the job market in general. When would be the best time to apply? When is your busy time of the year? How does this “home every weekend” thing work in real life?

Every time the job came up in my email, I’d text The Evil Overlord; “The job is up again.” We’d talk about it, but each time we decided to stick with the original plan.

Finally, after months of talking to the terminal manager and learning more about the pay package from both him and some of their drivers, the job popped up again I sent the text message. This time she texted, “Go ahead and apply. If I have to, I’ll get a part-time job while I’m in school to make ends meet.”

The main reason we decided to make the jump earlier than expected is because this new company quoted a higher annual pay than I expected. It’s still a pay cut, but only a slight one for the first year.

According to them, in the second year I’ll get a mileage pay bump so I’ll be making the same money I am now. Even better, by year three I’ll be making more than I am now (not CPM, but overall)!

So you can see my joy had me jumping up and down like an Oprah audience member after she’s won a lifetime subscription to Oprah Magazine.

I filled out an online application on a Friday and got a text message on Monday requesting a phone interview. I set one for the following day.

Then the fear set in…

I think my fear set in the day I was officially offered the job. Up until then it had only been a dream and a hope that things would work out. But as soon as I was told the job was mine if I wanted it, my first thought was, “Oh, crap. What have I done?”

The Evil Overlord and I had made this plan and now we’re deviating from it. I know how much money I make at my current job. I only know what I’m told at this new company. Is my eagerness to spend more time at home getting the best of me?

Here’s where the doubt kicked in…

What if the pay wasn’t as much as they claimed? They wouldn’t be the first trucking company in history to exaggerate their pay package, now would they? Could The Evil Overlord and I cinch up our money belts and make it work if the pay wasn’t as much as advertised?

Believe me, I’ve done my due diligence. I better have, since as @Mark in the Trucker Dump Slack Group said, “you actually wrote the book” on the subject (How to Find a Great Truck Driving Job). I’ve talked to the terminal manager for a total of 2.5-3 hours over the course of three or four phone calls. I’ve talked to eight of their drivers at length. And I spoke with a recruiter for another 45 minutes during the job interview and the road tester for another 30 minutes.

They all backed up the advertised pay amount. I would expect that from the terminal manager and the recruiter, but the drivers backed it up too. Every driver I spoke with said I could actually make more than the stated amount in my first year if I was any kind of decent driver. And I like to think I am or else they wouldn’t have hired me, right?

Even better, every driver I talked to said it was the best job they’d ever had! They’d made more money and had more home time than any other driving job in their past! Sweet!

Now naturally, I was waiting for every one of them to give me their name so I would list them as a referral, but not one did. I suppose that could be because they might not get referral bonus pay? I don’t know. Either way, they weren’t blowing diesel smoke up my caboose just to earn some extra cash; so that was comforting.

Now I can hear some of you saying, “Hey, you just said you wrote the book on How to Find a Great Truck Driving Job. You even brag about your full list of questions offered in the book. How could you not know if they paid for driver referrals after speaking with them so much?!”

As I’ve said all along about the Trucking Company Questionnaire (which you’ll find in How to Find a Great Truck Driving Job or here separately); you don’t have to ask every question on the list; you only have to ask about the things you care about. I’ve never recruited a driver before so whether they have driver referral pay or not is inconsequential to me. So there, smarty pants.

The fact is, everyone knows when you go through a job change that things can get tight financially as you get comfortable with the new job. The first week usually pays less while you’re going through orientation and training. Then your first week out by yourself you’re often about efficient as a snowplow on a Smart car.

So my biggest fear comes from the financial side of it. Unsurprising, since you all know I’m always in the running for the National Cheapskate of the Month Award. Hard to believe I haven’t won yet. Oh well, just being nominated is an honor.

So back to my doubt…

If I did the research on sites like and talked to multiple drivers, a recruiter, and a manager, then why the doubt? Because I’m leaving a known quantity for an unknown one.

As you’ve heard/read throughout the years here on the Trucker Dump podcast/blog, I know my current company inside and out. I know the things I hate. I know the things I love. I know how their freight runs and where I might be able to find that nearly extinct species known as an empty trailer.

I know every detail of their pay package and how much I’m going to make each year. I understand how the safety department will react to a log infraction. Basically, I know how the system works and I know how to use it to my advantage. I know the world of an OTR dry van trucker.

It’s like I had everything written down on a huge, black chalkboard and then this new job walked up with a big eraser and left nothing behind except smears of chalk dust. Wow. I really dated myself with that metaphor.

What’s so different about this Less-Than-Truckload (LTL) job? Why all the doubt and fear?

The biggest difference I’m facing is that I’ve always driven over the road and my new job is LTL. This means that the freight lanes will be different since I’ll be running primarily between their terminals. But how do they manage to get their drivers home every weekend without shorting us on miles?

Every time I’ve headed home in the last 21 years, I’ve always known I was going to have a bad paycheck coming out from the house. This LTL company has been operating like this for years, so I’m sure they know what they’re doing. But I don’t! And that causes doubt.

I also know I’ll be making significantly less money per mile, but supposedly I’ll only make slightly less money overall the first year because I’ll also be paid hourly for all On-Duty time. Other than detention pay after one hour at a shipper/receiver, I’ve never dealt with hourly pay within the trucking industry.

How does it work? How do they track the time? What counts as On-Duty time? How do we track it to keep them honest? Again, I’m sure they know what they’re doing and I’ll know soon enough. But until then, I’m clueless. And being clueless causes lots of fear and doubt in this dude. Especially after working in a job for so long where you are totally comfortable and totally in-the-know. Totally.

Another big unknown is working for a union.

The only other time I’ve had a union job was in my late 20’s when I loaded trucks part-time for UPS. Talk about a difficult job! Kudos to everyone who does it. It’s super-fast paced and there’s no room for error, (which they will purposely test you for quality assurance purposes). Hey! It’s only one digit off in the zip code! It’ll get there eventually!

Back then, I didn’t much like the union. I had to pay a union fee every week for no visual benefit. It didn’t help that my paychecks were so small already, which made the union dues a healthy percentage of my gross pay. Grrrr.

But now it’s different. I still have to pay union dues, but now I can see the benefits in the form of company-paid health insurance. Yes, you heard that right. Also, I can see that the union negotiated to get us paid for On-Duty work. How many other carriers are doing that?

All-in-all, this health insurance is one of the reasons why I can afford to make this jump earlier than expected, because the union dues I’ll be paying are about $100 less per week than what I’m currently paying for health insurance. That makes up over $5000 in pay differential right there!

Yet still, I’m leery. Can the union be all it’s cracked up to be? Am I comfortable letting a group of people I’ll probably never meet make career decisions for me? What’s up with this process of bidding for jobs? What if they call for a strike? That’s some real fear stuff right there, folks.

Another fear I have is the equipment.

One of the questions I asked every driver I talked to was, “What is the worst thing about this job?” Without hesitation, every last one replied, “Crappy equipment.” Great. Unanimously crappy equipment.

This is another major fear. My current company prides itself on it’s fleet. Most of the trucks are less than 3 years old and both tractors and trailers are well-maintained. Y’all have heard me belly ache, whine, and moan when I have to sit in an inspection bay line for two hours or take the truck in for a lube job every 2-3 weeks and an oil change every month or so. It’s a pain in my arse and a “waste” of my working hours.

But it’s also the reason I’m rarely broken down on the shoulder of an interstate or limping to the tire shop with a flat tire. It’s also why the weigh stations don’t look twice at me, unless of course a DOT officer needs an easy inspection at the end of their shift (yes, this has happened to me twice).

So now I’m going to be driving older equipment that is clearly not as well-maintained as I’m accustomed. Their drivers all say it’s not as bad as it sounds because they get paid a good hourly On-Duty wage, which starts the second they call in the breakdown.

But in the realm of doubt, I’d like to note that two (count ‘em – TWO) of the eight drivers I’ve spoken to were broken down at the time. To be fair, neither of them seemed even remotely pissed or stressed by their situation. So maybe there is something to that hourly breakdown pay? Heck, at my current company I don’t get breakdown pay unless I’m shut down for 24 hours. 22 hours down? Sorry, that doesn’t qualify. Ugh.

Another thing about the equipment is it’s a day cab (a truck without a bunk area behind the driver’s seat), and I may be driving multiple trucks. From what I’ve gathered, they’ll try to leave you in the same truck, but if it breaks down or someone else needs it while you’re at home, that sucker will vanish like Siegfried & Roy threw a shiny red curtain over it. Seriously, the driver who gave me my road test told me to always clean everything out of the truck on the weekends. He stressed the word always. So that’s going to suck.

That might also mean that I’m having to drive trucks that smell like cigarette smoke. Now in the past, I’ve always fought hard and long to get a smoke-free truck. I didn’t stop badgering them until I got one. I know I’ve talked about that on the podcast before.

While I’m still going to pursue the cleanest, smoke-free truck I can get, I’m not going to get all anal about it this time. My big argument has always been that I don’t want to live in a smoky environment, which is what I’m doing in a sleeper cab. You’re huffing those third-hand smoke cancer fumes 24/7 for weeks at a time. Not so in a day cab. Yes, I’ll still be driving it for 11 hours per day, but I won’t have to sleep in it throughout the week.

And that leads me to another doubt… I’ll be sleeping in hotel rooms every night.

First, let me just say that I don’t understand the economics behind this decision. Yes, these day cabs are stripped down like Will Ferrell in every movie he’s ever made, but are they saving so much money not buying sleeper cabs that they can afford to pay for thousands of drivers to stay in hotels every night? Granted, we’re not staying at the Marriott or anything, but still… But I digress.

The hotel room does have me freaked out though. At first I though it sounded awesome. I’ll get a shower every day and I’ll never have to worry about finding truck parking again. Those are two BIG positives.

But then I realized that I’ve never really slept all that great in hotels. Will I get accustomed to it? Honestly, I’m going to miss the bunk in my sleeper. Heck, I spend more nights in it than I do in my King-sized pillow top at home. Not to mention that lots of milestones in my life have happened in the sleeper of my trucks; mainly both of my books and this podcast.

But the day cab causes other issues too. First, I’m used to having everything I’ll ever need with me. My beloved freezer will have to stay at home because I refuse to leave a $600 fridge inside the truck every night, nor are day cabs designed to accommodate that.

And because I’m lazy and the thing weighs a ton, I’m not going to lug it inside every day either. Nor will I have my microwave oven. Maybe the hotel will have one; maybe not. Again, I’m uncertain so I’m fearful.

Right now I’ve got extra winter supplies, two pair of shoes and a pair of boots, all my audio gear, my drone, extra clothes and bedding, and my own pillows. Everything has it’s place.

No more. I’ll be going the minimalist route from now on. My goal is to fit everything into one bag; food, clothes, and electronics. We’ll see how that goes. Stay tuned.

Basically, as I’m spending my last few days inside this big truck, every time I stand up and walk into the bunk, I now think to myself, “Enjoy it while you can, bucko. Before too long you won’t even be able to stand up inside your truck, let alone take a few steps and fall into bed.”

So basically, this all this comes down fear, doubt, and uncertainty caused by the unknown; mixed in with anticipation of learning something new and having the joy of being home every weekend.

Who knows? Maybe everything will be exactly as it was presented to me. Maybe it won’t live up to hype. Even then, maybe it’ll still be a great job for me. Worst case scenario, my current bosses say they’ll be glad to rehire me if things don’t work out. You know, It’s always good to have a safety net when you’re taking a leap, so there is that to be thankful for.

In the end, I just have to trust that I’ve done everything I can to make a wise decision and then rear back and make that jump into the unknown. Christopher Columbus wasn’t afraid to jump and I shouldn’t be either. After all, we do have that first name in common. Well, that and we both look sexy in tights.

One thing’s for certain, I better put on my big boy tights and get ready to jump quick because my last day with this company is Friday and I’ll be starting the new job on March 4. So I guess there’s just one word left to say…


Podcast show notes:

Man, we’ve got a colossal show today, headlined by me sharing the emotional rollercoaster I’ve been on lately as I prepare to change truck driving jobs.

But before that, we’ve got interesting stuff like Dustin’s Trucker Grub segment on some good BBQ and some long lost listener feedback from Keith, who talks about hourly pay and has a military analogy to truck training, Scot has comments on the podcast and a question about driver suicide, and Mark sent in a audio clip about why there’s so much confrontation between drivers.

But of course, we’ll start out with a bajillion news stories regarding such things as truck idling regulations, concealed carry in a truck, speed limit changes, updates on the truck parking situation, and what changes our benevolent regulators would like to focus on within the trucking industry.

And speaking of things that don’t work, we’ll also be discussing electric truck technologies, truck tolls, autonomous trucks, 1099 drivers, and trucker protests.

And to round out the news and bring it all back around to emotions, we have two stories, one of lost love and money and the other on found satisfaction in mentoring others. And of course, I’ll be announcing the winner of the Trucker Dump tee shirt for filling out the Listener Survey.

Please fill out the Trucker Dump Podcast listener survey!

Listen to the podcast version or read the full article and the podcast show notes on

This episode of Trucker Dump is sponsored by:

  • VolvoTrucks – Check out the new VNL series and all it’s awesome features

Links mentioned in the podcast:

Trucking Law: Can you refuse to drive in poor weather? from

As per diem benefit sunsets for company drivers, carriers find a work-around and OOIDA asks Congress to act from

Volvo Group invests in wireless battery charging from

Report finds trust in autonomous technologies falling from

Test drive: Freightliner’s autonomous-capable 2020 Cascade from Commercial Carrier Journal

Collision avoidance systems, sleep apnea testing among NTSB’s Most Wanted safety improvements from

Eight-state truck parking information initiative nears full launch from

Pilot Flying J looks to add new locations, enhance existing stores in 2019 from

ATRI updates list of idling regulations from

Compendium of Idling Regulations from ATRI

Virginia legislators back off of I-81 tolls – for now from

Senate bill would expand concealed carry reciprocity from

Eight states consider raising speed limits, eliminating speed differentials from

Minnesota raises speed limits to 60 on over 5,000 miles of highways from

Truckers gear up for another ‘slow roll’ protest this week from

Exec Ordered To Pay Truckers Millions For Misclassifying Them As Contractors from

Here Are The Top 10 Worst Traffic Bottlenecks For Trucks In The Country from

Account of ‘catfishes’ trucker a grave reminder to be leery of online romance scams from

Show info:

You can email your comments, suggestions, questions, or insults to

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Join the Trucker Dump Slack Group by emailing me at

Join the iTruckers Slack Group if you’re a trucker who loves your Apple tech toys by emailing

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TD135: Trucking Recruiters… Friend Or Foe?

Recruiters have an especially bad rap within the trucking community. Most truck drivers think all recruiters are big fat liars with flaming pants. But what if that wasn’t always the case? Today I’m going to give you a different spin on this line of thinking.

This post is an excerpt (actually an entire chapter) from my book, How to Find a Great Truck Driving Job. Now I don’t want to turn this into a promo for the book, but it seems as pointless as a cock-fight with furry little ducklings to not reuse something I’ve already written. So let’s get on with it.

Recruiters… Friend Or Foe?

An old joke: How can you tell if a lawyer is lying? His lips are moving.

You could replace the word “lawyer” with many occupations. With the 2016 presidential election fresh in our minds, naturally politicians come to mind. But for the purposes of truckers, “recruiters” would fit the bill. But do they deserve that reputation? Let’s discuss that and more.

Recruiters are the gatekeepers of trucking companies. 

They are the people who are responsible for “recruiting” drivers to work for their company. As a driver, if you have an interest in working for a particular company, you’ll probably call an 800 number and talk to a recruiter.

After talking to many different recruiters from different companies, you’ll narrow down your choices. Once you make your decision, your recruiter is the person that will guide you through the rest of the hiring process. Unfortunately, you may never meet your recruiter face-to-face.

Larger trucking companies usually have to hire from all over the United States to get enough drivers to fill their trucks. That’s just the nature of the beast.

Unfortunately, that means that most of the hiring is done over the phone. And it’s a lot easier for someone to lie to you over the phone than it is to your face. That certainly explains why that varsity cheerleader always had plans when you called to ask her out on a date. So however unlikely it is, if you can talk face-to-face, by all means do so.

Before we go any further, let me clarify where my job-hunting experience lies. 

I have never worked for a small company (1000 trucks or less) and probably never will. I have my reasons, which I discuss in detail in Trucking Life, but for now let’s talk about my experience with recruiters for smaller companies.

I openly admit that I haven’t dealt with very many. Of those that I have, I have mixed feelings. Being a smaller company tends to promote an “I’m your buddy” type of attitude,but I’ve talked to some really nice guys and gals that I didn’t entirely trust.

One particular recruiter was super nice on the phone. As fate would have it, I found myself stranded without a load in their town one day and I went to talk with him face-to-face.

I still thought he was a nice guy as he gave me the tour and introduced me to everyone in the office, which consisted of five whole people. All of them were ultra-friendly and I started to get an “at home” kind of feeling.

Then I was introduced to the owner himself, who was also very nice. I’m telling you, there was so much niceness in that building, it could almost make a man want to puke up his McGriddles. I talked with him for about two hours and was feeling so good about the whole ordeal that I filled out an application and did a pre-employment drug screen right there on the spot.

He suggested that I stick around and talk to some of the drivers after-hours, so I did. He was a moron for suggesting that, but man I’m glad he did. I found out that once you were an employee, the owner transformed into a controlling, tightwad-of-a-jerk with slave master tendencies.

Despite this, the drivers were generally happy with their jobs because of the money they were making. When I related all the information I had been told by the owner and recruiter, they gave me a knowing smile and said, “Yea, sure. We heard all that too.”

What neither the owner or the recruiter bothered to tell me was how I was going to have to run illegal log books nearly every day and get very little sleep just to get the job done and make all that money. No thanks. The money was good, but not that good. And trust me when I say that I need my beauty sleep.

So you can see that niceness can be very misleading. That’s not to say that large company recruiters can’t kill you with kindness also. They can, and sometimes do. So beware either way.

And when possible, you should always compare what the recruiters say to what the drivers are saying. I give you some tips on getting information from drivers in Trucking Life if you need some help with that.

Now that I’ve sat here and told you that “recruiters” are synonymous with “liars,” let me clarify that a bit. 

Among truckers, recruiters certainly have a reputation for lying, but in my experience that’s not entirely true. Sure, I’ve run into a handful of bald-faced liars over the years, but by-and-large I’m convinced that most recruiters get a bad rap because of a simple lack of communication between the driver and the recruiter.

For instance, most recruiters have a list of things that they’re supposed to discuss with drivers,but drivers don’t usually bother making up their own list of questions to ask the recruiter. Ta-dahhhh! Now you’ve got a list! Well you should have by now anyway. I’ve only linked to it about 457 times already. If not, download the questionnaire now!

You’ve got to remember that when you’re speaking with a recruiter, it is basically a substitution for the typical job interview.

Most people think of a job interview as a one-sided affair; where an interviewer asks all the questions while you sit and dutifully answer them. I beg to differ.

I once took a career class where the teacher told me that a job interview should be a two-way street. In other words, you should ask your share of questions too. You can’t expect them to anticipate your every question.You’ve got to be prepared to ask the questions that they haven’t covered. As a matter of fact, maybe there’s a reason they aren’t covering certain topics.

Here’s a classic example of this:The Evil Overlord and I had gone through the entire recruiting process at a trucking company, attended orientation, and started team driving for them. Everything was going well until the first time a holiday rolled around and we didn’t get paid for it, even though we had worked on that particular day. After a quick call to the payroll department, we learned that this particular company didn’t even have holiday pay. No wonder our paychecks were light!

You see, we had always received holiday pay from our previous employers and had just assumed that this company would pay it also. If you’ve ever seen the movie The Long Kiss Goodnight, you know what Samuel L. Jackson’s character says about making assumptions. You make an “ass” out of “u” and “mption.”

Think the recruiter lied to me? Well, I hadn’t asked about holiday pay and they hadn’t bothered to mention it. Does that make them a liar? I don’t think so. Look at it this way.

Say I’m trying to sell a 4X4 Jeep. When a buyer approaches me, do I start out by telling him about all its flaws? “Dude. This thing is awesome. I’ve mowed down some trees with this thing! And I can tell ya it’s been through its fair share of mud pits in its day too! But look! There’s hardly any rust on it yet! I’m kinda surprised it’s still got plenty of power, considering all the miles it’s got on it and all the abuse I’ve put it through! And I only got it stuck in the river once.”Good luck selling it like that.

Likewise, a recruiter is not going to brag about the company’s flaws. I can hear it now. “Our pay is on par with the rest of the industry, but we don’t pay holiday pay like some companies do. Oh, and by the way, like most other trucking companies, we don’t pay you for every mile you run either. And did I mention that those bonuses I told you about are completely unattainable?”Why would they focus on their negatives? Now all of these things may be true,but they aren’t going to tell you about it. . . unless you ask.

Like I said, it’s partly the interviewee’s responsibility to ask the right questions. Getting back to our Jeep scenario, if the buyer asks me if it’s been used off-road much, I’m obligated to tell the truth. If I lie and the buyer later finds out, I can be held liable.

The same goes with your recruiter. If you ask them if the company has holiday pay, they’re obligated to tell you. If they tell you that you’ll be paid for holidays, then later you find out you were lied to, then you’ve got good reason to complain.

Also, asking the right questions puts you in the best position to make a wise decision. If you were the buyer in that Jeep scenario, you’d want to take the Jeep to your mechanic so you can get as much information as possible. That way you can make an educated decision as to whether you still want to buy it. If you know what’s wrong with it, you’re likely to get a better deal on it, too.

Here again, if you ask your recruiter all the right questions, you can decide if that particular company is going to be a good fit for you or not. If it’s not, keep looking. There are gobs of trucking jobs to choose from. Gobs… Good Lord. Am I a vocabulary giant or what?

All recruiters are not created equal. 

There’s no doubt; if recruiters had Pinocchio noses, some of them could be hands-free pole-vaulting champions. Unfortunately, it’s really hard to tell whether someone is lying over the phone. Other times, you get a prickly feeling in your ear. Watch out! It’s that nose coming through the phone line!

Want the first step to figuring out if your recruiter might be tempted to lie to you? 

Find out what is motivating them by asking one simple question: “Are you paid by commission?” Sure, they might think you’re rude, but you have the right to know what is motivating them. And if you word this question correctly, they won’t be able to get offended.

Here’s how: When you pop the question, just immediately tell them that you want to make sure they get paid for talking to you. If they work on salary, they won’t care either way. If they’re on commission, it will look good that you want to make sure that they’re getting paid for helping you.

Keep in mind that this only applies if the recruiter is actually being helpful. If they aren’t, call back at another time and hope you get a different person. If you get the same person again, ask for someone else or call back until you get a different one. Most of the larger carriers have more than one recruiter, so you’ll get lucky eventually. You may be screwed if it’s a small company though.

Either way, the recruiter knows what you are hinting at: that salaried employees are more likely to be honest than those paid by commission. But at least you’ve said it nicely!

Is it true? Are commission-based recruiters more likely to lie?

Common sense tells me yes, but I have absolutely no solid proof to support that statement. What I do have is tons of phone time with recruiters.How so? You’ve only worked for six companies.” Yes, but just because I’ve only worked for six different trucking companies doesn’t mean that I’ve only talked to six recruiters. For each job search, I talked to dozens of recruiters in the process of finding the best job available at the time.

Generally, what I’ve discovered is that salaried recruiters tend to be more forthright about their company.

They still aren’t going to actively promote the negative aspects of their company, but they tend to be less eager than their commissioned counterparts. I’ve gotten some surprisingly truthful responses to some tough questions from salaried recruiters.

For example, I asked one salaried recruiter if he had heard what the drivers’ biggest complaints were about the company. He actually told me that he had heard a lot of complaining about a particular division within the company and he suggested I avoid it at all costs.

When I told him I was a little surprised he would tell me that, he said, “I’ve got no reason to lie. I get paid whether you come to work for us or not. Besides, if I’m dishonest you’ll call me out on it later, so why lie?” So,maybe I do have some proof for my accusation.

And that’s my point. Salaried recruiters have less reason to lie. They get paid no matter what. Commissioned recruiters, however, only get paid if they “make the sale,” so their motivation factor is high.

Another thing I’ve noticed is that salaried recruiters tend to be better informed than those paid on commission.

That’s not to say that they’re smarter, it’s just that there seems to be a higher turnover rate on commissioned recruiters. That’s just common sense. The less time spent on a job, the less you know about it.

For example, I have one large national trucking company (a former employer) that calls me every now and then to ask if I’m ready to come back. This particular company not only puts their recruiters on commission, but they’re independent contractors to boot.

What this means is that nearly every time I get a call from them, I’m speaking to a different person. When I tell them that I’ve been talking to Recruiter X, they usually say, “Recruiter X is no longer with the company. I’ve taken over her list of drivers.”What’s worse, sometimes the pay rates and other quoted information are completely different from what the last recruiter said.

This can cause countless problems. I tell a story in Trucking Life about how a bunch of drivers in our orientation group were told by their recruiters that they would be making 38 cents per mile. Once in class, they were surprised when the class instructor told them they had been misinformed and they’d actually be making less money per mile than what their recruiters had quoted them.

Later on, we found out that most of them had different recruiters, which meant that there had been a major miscommunication somewhere along the line. Does that mean that those drivers were lied to? In this case it sounded like the recruiters were simply misinformed, not forked-tongue liars.

On the other hand, when The Evil Overlord left me as a solo driver, I went looking for a more solo-friendly company. I’ve already mentioned how much we liked the first company we ever worked for.

Even way back then, they were better suited for solo drivers than for their teams, which you may recall prompted us to leave for more pay with a team-oriented company. So,when I became a solo driver, that company immediately came to mind.

I called them again and guess who answered? No, it wasn’t the recruiter that hired us in 1997 (that would be too good of a story), but it was a guy we had met way back then. This was 2005, so eight years later, this (salaried) guy was still working as a recruiter for the same company.

And let me tell you, this guy had an answer for everything I tossed at him. It didn’t work out for me in the end, but it does illustrate how salary can equal longevity and superior knowledge when it comes to recruiters.

One last word on recruiters: If it sounds too good to be true. . .

 A good indicator of an honest recruiter is a willingness to tell you that their company isn’t perfect. Then again, they know this. So maybe it’s a tactic. Until we can equip all recruiters with Pinocchio noses and videophones, you’re going to have to depend largely on your instincts. And that tickle in your ear. Good luck!

So let’s find your perfect job!

Okay, I admit it. There is no such thing as a perfect job. If you find one, let me know. Did you notice the title of this book? It’s How to Find a Great Truck Driving Job. Notice it says a greatjob, not a perfectjob.

It is said in trucking that your goal is to “Find a recruiter whose lies suit you best.” I’ve addressed the whole “lying recruiter” thing, but that mantra could also say, “Your goal is to find a company whose negatives you can live with.”Or perhaps more bluntly, “Find a company that you don’t completely hate.”

Your goal is not to find a perfect job. It doesn’t exist. I’ll bet even taste testers for Ben & Jerry’s complain about brain freezes. And those poor Victoria’s Secret photographers probably whine about sand getting everywhere on a beach bikini shoot.

Your duty is to find the best truck driving job that you can for what you want out of the job. Keep this in mind as you talk to recruiters, fill out the questionnaires, and compare trucking companies.

That’s the end of the chapter. So I know there has to be someone (probably many) who still think all recruiters and filthy lowlifes. Please share your bad (or good) experiences that are guiding these feelings. Leave a comment below or email me at

Podcast show notes:

In today’s main topic, we discuss whether trucking recruiters are friend or foe? My views on the subject might surprise you.

But before that we’ve a tribute to a friend, a couple of funny videos, and DriverChrisMc will point you to some good Mexican food in the Trucker Grub segment.

We’ll discuss fancy pants new trucks from Volvo and Freightliner and what’s this about a truck with no mirrors?

Lots of other topics including trucker fatalities stats, a truck parking update, facial recognition for truckers, and a major construction warning in the south.

And of course, we’ll talk about the trucker who got beaten by security guards and we’ll talk about what qualifies as “adverse weather conditions” when it comes to log books.

We’ll also look at some length-of-haul stats and what that means, and we’re going to figure out if it’s true that truckers are considered unskilled labor.

In the feedback section, David will clarify something from the last podcast about hourly pay, BSHarlan1971 leaves an iTunes review, and screaminbob weighs in on the Weight My Truck app (see what I did there) and the Trucker Path app that we talked about in the last podcast.

Listen to the podcast version or read the full article and the podcast show notes on

Please fill out the Trucker Dump Podcast listener survey for a chance to win a Trucker Dump t-shirt!

This episode of Trucker Dump is sponsored by:

  • Citadel Fleet Safety– Call (800)269-5905 or click the link for a special discount for Trucker Dump listeners. Click on [Customer Login] in the upper-right corner, click on the Trucker Dump logo, and use password: trucker dump.
  • Volvo Trucks– Check out the new VNL series and all it’s awesome features.

Links mentioned in the podcast:

Dirt Road Trucker: Episode 1 from High Grade LLC

Dirt Road Trucker: Episode 2 – Opening Day of Gravel Season from High Grade LLC

Fleets to begin testing all-electric Volvo VNR tractor in 2019 from

Freightliner debuts Cascade with limited autonomous capabilities from

No Mirror, No Problem! FMCSA Allows Cameras In Place Of Mirrors On Truckers from

MirrorEye demo video

I-59/20 in downtown Birmingham to close for 14 months from

Michigan, Ohio expanding truck parking information systems from

How Do Bad Driving Conditions Reflect On HOS? from

Record number of truckers killed in workplace fatalities in 2017 from

TD97: A Trucker’s Worst Nightmare – Complacency

TD104: Complacency Strikes

Team Truckers “Attacked” By Security Guards, Charged With Assault from

Trucker Targeted By Facial Recognition Artificial Intelligence from

Freight’s drift toward greater regionalization: Average length of haul on the spot market from

Truckers are classified as ‘unskilled labor’? Nope. from – The Trucker’s Voice

Trucker Grub features Las Brisas in Charleston, MO. Submitted by DriverChrisMc, who spends enough time in Mexican restaurants that he probably speaks fluent Spanish by now.

Learn more about the ebook, How to Find a Great Truck Driving Job

Download the Trucking Company Questionnaire for only $1.99.

Buy the Trucking Job Combo Pack for only $14.98. That’s 25% off the regular price!

Links in the feedback section:

David writes in with a clarification on hourly pay.

BSHarlan1971 left a lovely review on Apple Podcasts.

ScreamingBob listened to TD134: 3 Free Trucking Apps Every Trucker Should Have and shares his thoughts on scaling loads and finding truck parking.

Show info:

You can email your comments, suggestions, questions, or insults to

Join the Trucker Dump Podcast Facebook Group

Join the Trucker Dump Slack Group by emailing me at

Join the iTruckers Slack Group if you’re a trucker who loves your Apple tech toys by emailing

Got a second to Rate and/or Review the podcast?

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TD134: 3 Free Trucking Apps Every Trucker Should Have

I’d like to give every trucker a Christmas present this year, but since I’m financially tighter than a pair of yoga pants on a 300-pound trucker, I’m going to have to get creative here. So with that, I’m going to show you three free trucking apps that will make your life easier and more stress-free if you’ll give them a try.

For those of you still rockin’ flip phones; these app things you keep hearing about are these helpful little programs that run on this thing called a smartphone. Even the cheapest smartphone can run all these apps, so it’s not like you have to go out and sell all your kid’s toys to afford the new iPhone or anything.

Now don’t be fooled by the name. You don’t have to be smart to use a smartphone. But if you aren’t using one yet, well, perhaps that could be an indication of your intelligence level. Or at least your unwillingness to take advantage of today’s helpful technology.

Let’s get on with it. Three free trucking apps every trucker should have.

Weigh My Truck

The Weigh My Truck app is an iPhone and Android app that lets you weigh your load without ever having to exit the cab. No more rolling down the window to have an annoying intercom screaming match between you and the cashier inside. No more will you need to search for a place to park after you’re done scaling. Even better, you’ll never have to be the butt-face trucker who blocks the scale while you casually stroll into the store for your scale ticket.

Here’s the way this works.

  1. You pull onto the scale and fire up the app. If you’ve given the app permission to use your location (GPS settings), it will usually show you which scale you are at (truck stop and address). If for some reason it doesn’t recognize where you are (like if you don’t give the phone permission), it will ask you for the location code number, which is always posted somewhere on the big sign near the intercom buttons. Enter the code and tap “Accept.”
  2. Enter your Truck number and Trailer number. The app will save both of these numbers so if you change trailers often, you’ll need to enter the new trailer number each time. Tap “Accept.”
  3. Enter your load number and tap “Accept.” Depending on how you (or your employer) has set up the app, there may be additional information needed.
  4. If this is your First Weigh, tap the button. One cool feature is that the app knows if you’ve scaled there recently, so it will ask if it’s a First Weigh or a Reweigh, just like the cashier would. Tap the appropriate button and move on.
  5. Tap “Accept” to approve the fee. The fee will change depending on which button you tapped.
  6. The Weigh My Truck app then connects to the weigh master inside. Usually within a few seconds (depending how busy the cashier is) a new screen shows your axled weights.
  7. If everything looks legal, tap “Done.” Within a few minutes you’ll receive an email with a PDF image of the actual scale ticket. If you need to adjust your tandems, do so and drive back onto the scale to repeat the process. Again, the app will recognize it’s a reweigh and charge you accordingly.

Sometimes I add an additional step or two, depending on the situation. For instance, I usually take a screenshot of the axle weights before I tap “Done.” My memory sucks so it’s always easier to access it in my Photos app than to dig into email. For you non-smartphone users, you can take a screenshot usually by pressing a couple of physical buttons simultaneously (i.e. volume up and sleep/wake buttons).

The other thing I will sometimes do is walk inside the truck stop to get the actual scale ticket. Since doing this totally defeats the purpose of the app, I only do this when another driver is going to make the final delivery and I want leave a copy for him. On a side note, if you’re one of those drivers who drop a heavy load for another driver without leaving a scale ticket, the rest of us hope a vulture craps on your head the next time you’re doing your pre-trip. Better yet, when you’re looking up at an airplane with your mouth open.

Wow. When you write out all these steps, it sounds like this process would take forever. In reality, it usually takes less than one minute from the time you fire up the app. And the best thing is that you never have to get out of the truck!

Think about it. You’ve got a heavy load and you need fuel. But first you need to weigh your load so you know how much you can add to remain legal. Without the Weigh My Truck app, you scale the load, go park (hopefully), walk inside, wait in line, pay for the ticket, walk back out to the truck, and then go fuel. Or worse, you have to adjust your weights so you do this two or three times before you can fuel! Orrrrrrrr… you can do all this with the Weigh My Truck app without ever having to wait in line at the register!

Seriously folks, this one is a no-brainer. The only reason I can think to not use the Weigh My Truck app is if you’re working on a cash basis. This is the main reason I wasn’t using it for so long. I work off cash so The Evil Overlord doesn’t have to worry about my money situation. Since the app needs to be connected to a charge/debit card, that just didn’t work for me.

You can tie lots of different cards to it (see the website for details), but the ultimate scenario is for your employer to set it up. That’s what I’m dealing with now and I can tell you that it’s great to know I can scale anytime I need to without having to get reimbursed. All charges go directly to them. And that also means I don’t have to keep as much cash on hand.

I’m guessing that if you’re an owner-operator, you’re probably using a charge/debit card for all these types of expenses anyway, am I right? Well hook it up to the Weigh My Truck app and make your life easier!

The only thing that really bugs me about this app is the horrible use of screen space. They must’ve forgotten that many truckers have aging eyes. As you can see from the screenshots, they’ve got all this unused yellow space and then these tiny little text fields. With that much unused space, I feel like it’s insane that I have to put on my reading glasses to use the app. For the record, I’ve reported this issue to Cat and they said they told the app developers. We’ll see. That was quite a lot time ago and nothing has changed yet. Uncool.

Listen, if you EVER use Cat Scales, pretty please with sugar plums on top, download the Weigh My Truck app on iPhone or Android right now. I realize it isn’t Christmas yet, but consider it an early gift to not only yourself, but to all your fellow truck drivers. Let’s speed up the scaling process for everyone! Oh; and always remember that a side perk is less walking for your lazy arse. Yay!

Nowadays, every time I see a trucker walking into a truck stop to get their scale ticket I’m thinking, “Dude! What’s wrong with you! Don’t you know there’s an app for that!” Download the app so you aren’t “that guy (or gal).”

Trucker Path

If you haven’t at least heard the name Trucker Path by now, you really need to get out more. If you already use the app (available on Android and iPhone), then you know why it’s such a great self-Christmas gift. If you haven’t, then “Let me ‘splain… No there is too much. Let me sum up.” (The Princess Bride)

Trucker Path does lots of things.

It shows you on a map where all the things relevant to truckers are. Truck stops, rest areas, weigh stations, Cat scales, Walmarts, truck washes, repair shops, hotels, truck dealers, etc. You can turn off anything you don’t want to see, which is handy if you don’t need a hotel or a repair shop very often. If you ever do, a couple of taps turns them back on.

With a tap on any of the pins on the map, you can find more details about the stop, including phone numbers, number of parking spots, and driver reviews, just to name a few. It will even give you driving directions to the stop by opening up your maps app of choice.

There is also a routing feature that will show you a few different routes to choose from. Trucker Path claims the “Truck maps were designed by truckers so you can be assured routes are truck-ready…” There is no turn-by-turn directions yet, but at the rate they keep updating this app, I’d be shocked if it wasn’t coming down the line.

But perhaps the coolest, and most popular feature is parking availability.

According to Wikipedia, Trucker Path has over 500,000 active users. This is what makes this app so special. You see, they rely on truckers to update the app’s parking availability. Here’s the way this works.

Just like the Weigh My Truck app, Trucker Path knows where you’re at if you’ve given them access to your location within the app. When you arrive at a truck stop, you can open the app and it immediately asks you what the parking situation is. You can choose Green for “Lots of Spots,” Yellow for “Some Spots,” or Red for “Lot is Full.” Bummer, man. Sorry to hear that.

By the way, for you evil geniuses out there, there’s no sense in trying to game the system by marking a truck stop as full just so you’ll have a parking space when you get there in three hours. Lots of turd-flinging truckers used to do that until Trucker Path caught on (primarily because honest drivers told them it was happening), so the developers changed it so you now have to be near a truck stop to update it. Thank God, because that was reeeeeally defeating the purpose of the app for a while.

You can also see how long ago the last update was, which is a great feature because, do you really care what the parking availability says if the last time the app was updated was 24 hours ago? No. But unless you’re at an obscure location, it’s likely that some helpful trucker has updated the app within a hour or so. But what if they haven’t?

Another great feature is “View History.”

With this feature you can go back and look at the parking status over the last several days. Usually you can detect some sort of pattern such as, “Hmmmm. It looks like this truck stop has some parking available until 10 PM almost every night. Awesome!”

Again, this data is only as good as the drivers using the app. But I have to say that it’s usually pretty good. It could be even better if you download this Christmas gift for yourself and start contributing to the cause.

I should point out that all of the features listed above are free. There are some ads, but they’re pretty non-intrusive. Most of the time there is nothing that pops in your face and demands attention. Good thing, cuz I wouldn’t want to have to sic the vulture on them too.

There is a pay option also. A premium membership will cost you $1.99 per month (that’s 33% off the regular price of $2.99) or you can save 50% by paying $17.99 annually. Doing so not only eliminates ads, but it also gives you extra features like Night Mode (black background screen) and Parking Prediction. I do get a lot of use out of the app, but I just don’t find these few extra features compelling enough to sign up for another subscription plan. But then again, I am tighter than a scuba mask.

The Trucker Path app is also a portal to other paid services, such as a load board, job searches, factoring, roadside assistance, and electronic logs, if you’re into that sort of thing.

Just do yourself a favor and download the Trucker Path app on Android or iPhone now so you can quit randomly searching three jammed-packed parking lots every night before you finally find parking. You and your blood pressure can thank me later.

Transflo Mobile+

I’ll bet even Santa uses the Transflo Mobile+ app on Android and iPhone. He does make a lot of deliveries, you know. And all those invoices have to be sent somewhere, right?

I’m sure most of you truckers know what Transflo is. That’s the kiosk in the truck stop where you go stand in a line for the opportunity to scan all your paperwork like a Neanderthal. If you’re lucky, the scanner doesn’t jam up. Okay, that doesn’t happen that often, but it does take time out of your day to walk into the truck stop to do it. There we are; back to that pesky walking nuisance again.

Wouldn’t it be far easier to just do it from the cab of your truck? Well, that’s precisely what the Transflo Mobile+ app does. It literally takes me about 30 seconds to scan a bill of lading and send it in to get paid; possibly one minute if I’ve got toll receipts or other documents to scan. I can hear it now, “I ain’t got room for no scanner in my truck!” No, silly Trucker Man. It’s not an actual scanning machine, it’s your smartphone!

Granted, the company you work for needs to be using the Transflo network, which most of the big ones are since Transflo’s parent company Pegasus TransTech bought TripPak back in 2014. Once that is set up with your company, it’s as easy as farting while you sleep.

One thing really cool about the Transflo Mobile+ app is that trucking companies can use it as a “skin,” meaning they can make it into their own app which features specific things to their company. Just go to your app store and type in “Transflo” and I think you’ll be surprised how many well-known trucking companies are using it.

Here’s how it works. Please keep in mind your company might have it set up slightly different.

  1. Open the Transflo Mobile+ app. If you can’t figure this one out, I give up. Put on the dunce hat, go to the stool in the corner, and play Snake on your flip phone for the rest of this blog post.
  2. Look for a way to scan. It might be called “Scan Documents” or something similar. In my app, I can access it from the “Loads” tab or under “Driver Benefits.” If you find it under “Loads” (or something similar-sounding), you’re in luck. That’s because all your recent loads are there and you can easily see which loads haven’t been scanned yet.
  3. Tap the load you want to scan. If you can’t find it, check under “Driver Benefits” to find “Scan Documents.” At least that’s how mine is set up. Sometimes loads don’t show up properly if it has been handled by more than one driver. You might have to enter a few more details like your load number, but it’s still super-easy.
  4. Tap the Scan button and it will give you an option to take a photo.
  5. Take a photo of the document. For best results, place the document (one at a time) on a solid-colored surface, preferably something dark to contrast the paper. Once you snap the picture, you can choose to Use Photo or Retake.
  6. Crop the photo. When this screen pops up, you’ll see four white lines framing the document. If you need to make adjustments, just drag the lines with your finger. Most of the time it’s spot-on, but it can get confused by complex backgrounds, crumpled paper, or shadows. Tap “Next” when you’ve got it framed nicely (see screenshot).
  7. Make any adjustments. If the photo is out of focus or is too dark, the app will warn you. It’s actually quite hard to screw it up. As you can see from the screenshots, these photos were taken in near darkness with only the phone’s camera flash for illumination and they turned out just fine. Frankly, the most problems I’ve had is during daylight when there are harsh shadows across the document. Basic adjustments are Lighter, Darker, and Rotate. Tap “Accept.”
  8. Choose your document type. Lots of options to choose from here (see screenshot). Tap “Next.” If you have more than one document, such as toll receipts or scale tickets (if you’re not using the Weigh My Truck app yet), you’ll have the option to repeat the steps to take additional photos. You can even send scans of DOT physical cards, driver’s licenses, etc. if your company requests them. Tap “Next” when all documents are scanned.
  9. Enter your details. My company requires my Driver ID, Load or Order Number, and Truck Number. The first two are always pre-populated, but for some reason I have to enter my truck number each time. Weird, but whatever. Again, the details your employer wants are probably different from mine. Tap “Next.”
  10. Send confirmation. From here you can Send All (it shows you how many pages you’ve scanned) or Add Pages (if you forgot something). You should tap one of these buttons.
  11. Confirmation number. Within a few seconds, you’ll get a 16-digit confirmation number. I write this number on the back of the document, along with date scanned. Keep it for however long your company requires.

Again, all this sounds like a pain, but I can literally scan two or three documents and have a confirmation number in one minute or less. It’s that fast, and oh so painless. “If you have the means, I highly recommend picking it up.” (Ferris Bueller’s Day Off)

The Transflo Mobile+ app does more than just scan documents.

If your company uses the app, it can be used for so much more than scanning paperwork. You can report OS&D (Overage, Shortage, & Damaged freight), check your payroll, locate company terminals, find your truck on a map (I’m assuming this is tracking the truck, not your phone, but I’ve not test it yet), and report accident/equipment damage.

But perhaps the best feature is that you can get load information and message dispatch when you’re not in the truck. I LOVE both of these features. Yes, I’d love them even more if I could access them when the truck was moving, but my company has requested that to be disabled. Understandable, but I don’t have to like it. And for the record, rejecting access to the GPS on my phone doesn’t solve the problem. Not that I would know anything about that.

So why are these two features so friggin’ awesome?

When I’m at home, my truck is parked about 15 miles away at a truck stop. Before Transflo Mobile+ was in my life, I used to get calls from dispatch asking if I’d seen my next load coming out from the house. Don’t be buggin’ me at home, man! No longer. Instead, the load pops up in the app and I can accept it or reject it right there.

And if I need to reject it, that means I probably need to talk to my dispatcher. Sure, I could call, but The Evil Overlord is a vampire so she always sleeps later than I do. No problem! I can quietly text my dispatcher from within the app while my lazy butt is still laying in bed.

All this wonderfulness works out on the road too.

How many times have you been eating in a restaurant or taking a shower when dispatch calls and asks why you’re not responding to your truck’s computer messages? With the Transflo Mobile+ app installed on your phone, you’re no longer bound to your truck like a prisoner in a chain gang.

Get out and explore if you want! If you’ve got notifications turned on for the app and you can see your load details, you’ll be able to see that you can hang out at that nifty little coffee shop for a couple more hours before you need to head back to the truck. The freedom this app offers is truly amazing.

And hey, I realize some of you don’t want to be bothered when you’re off duty. If that’s your schtick, then simply turn off notifications. Although let’s be honest, you know they’re going to keep bugging you until you respond. “He’ll keep calling me. He’ll keep calling me until I come over. He’ll make me feel guilty…” (Ferris Bueller’s Day Off) (man, I’m on a roll with the movie quotes today). Anyway, you might as well be in the know when it comes to dispatch so you can ward off the jailbreak search.

Think of all the advantages of this app. First, the freedom we just discussed. Secondly, remember all those times that you didn’t get paid for a load because you ran out of driving hours before you could find a Transflo kiosk? No more! With the Transflo Mobile+ app on Android or iPhone, you can have that paperwork sent off to your company within minutes. And thirdly, no more of that annoying walking into the truck stop to scan your bills. Yucky!

Spreading Christmas Cheer!

Well there you have it. Three trucking apps that will make you as jolly as an elf. Find all three apps by searching in Google Play on your Android device or the App Store on iPhone or iPad.

Speaking of elves and movies, I can’t believe I still haven’t seen Elf with Will Ferrell. What’s wrong with me. “Hey Siri, remind me to watch Elf this year before Christmas!”

Podcast show notes:

In today’s main topic, I’ll share 3 Trucking Apps Every Trucker Should Have and tell you why they’re so awesome. But there’s so much more!

We’ll also be discussing news stories about truck recalls, tolls, impending new emissions standards, HOS of proposals, and whether driver pay is the key to solving every problem in the trucking industry.

I’ll tell you where you’re most likely to get a moving violation, and speaking of violations, we’ll be discussing the sentence that was handed down to the Pilot executives.

The tiniest of progress has been made to stop the exploitation of truck booting, so that’s good. Look out for some changes at your local Road Ranger too.

I’ll point you to a couple of articles to help you curb your road rage and improve your professionalism. And we’ll finish up the news by sharing a Trucking charity and finding out about a possible exemption for narcoleptic truckers. Whaaaa?

In the Trucker Grub segment, Dustin is back to tell us where to find some great clam chowder, and Lindsay, Chris, and a whole bunch of David’s share their thoughts about everything from gross truckers, to driver rules, to driver pay, to a book of science fiction short stories set in the trucker universe is.

Listen to the podcast version or read the full article and the podcast show notes on

Please fill out the Trucker Dump Podcast listener survey for a chance to win a Trucker Dump t-shirt!

This episode of Trucker Dump is sponsored by:

  • Citadel Fleet Safety – Call (800)269-5905 or click the link for a special discount for Trucker Dump listeners. Click on [Customer Login] in the upper-right corner, click on the Trucker Dump logo, and use password: truckerdump.

Links mentioned in the podcast:

TD132: Should We Call Out Bad Truckers?

TD119: Winter Truck Driving Tips From An Alaskan Trucker

TD80: ‘Twas The Night Before Christmas: Trucker Style

Air bag issue prompts recall of nearly 3,000 Freightliner Cascade tractors from

More than 6,000 Freightliner Cascades recalled over brake light issue from

Brake issues prompt recalls by Daimler, Great Dane from

Navistar recalls 21,000 International trucks over transmission issue from

Ex-Pilot Flying J Execs Get Minimum Prison Sentences from

Better ‘pay would solve most’ critical issues: Readers’ priorities show variation from, similarity to recent rankings from

Owner-operators drive less, earn more through summer from

Beware for the new tax laws from

New personal-conveyance FAQs illustrate FMCSA’s round-trip view of ‘under dispatch’ from

Hours of service proposal could come by end of March from

“For-e-ver” from The Sandlot

New CVSA policy stresses that inspectors shouldn’t interrupt off-duty drivers for random inspection from

New Law Aims To Stop Predatory Truck Booting from

The 15 toughest states when it comes to moving violations from

Truck-Only Tolls Proposed In Connecticut from

Pennsylvania Turnpike Commission approves toll increase for 11th consecutive year from

Pennsylvania Toll Calculator

EPA: Truck Emissions Standards To Be Tightened from

What we can do about the physical and emotional violence of chronic stress made manifest from

Choose professionalism to define, and create, your value from

The Great Indiana Trucker Boycott of 1988 from

Narcoleptic Trucker Seeks Exemption to Get Behind the Wheel from

Sleigh Bells and Santa from Trucker’s Final Mile from

Truckers Final Mile is a charity whose purpose is to help return truck drivers to their families in the event of a death. Give a donation today!

Dustin tells us about Bob’s Clam Hut in the Trucker Grub segment.

Links mentioned in the main topic:

TD134: 3 Trucking Apps Every Trucker Should Have to view all the screenshots of these apps.

Weigh My Truck app on iPhone and Android.

“Let me ‘plain… No, there is too much. Let me sum up.” from The Princess Bride

Download the Truck Path app on Android or iPhone.

“Truck maps were designed by truckers so you can be assured routes are truck-ready…” quote from Trucker Path website.

Trucker Path has over 500,000 active users. Wikipedia

Download the Transflo Mobile+ on Android and iPhone.

Pegasus TransTech bought TripPak back in 2014.

“If you have the means, I highly recommend picking it up.” from Ferris Bueller’s Day Off

“He’ll keep calling me. He’ll keep calling me until I come over. He’ll make me feel guilty…” from Ferris Bueller’s Day Off.

Links mentioned in the feedback section:

David wrote in to tell us about a couple of collections of short stories set in the trucking universe.

Driver Dave listened to TD133: A Trucker Gives Thanks and wants to tell us about a gross trucker and Texas scale houses manned by cowboy hat-wearing State Troopers.

Lindsay listened to TD132: Should We Call Out Bad Truckers? and has some thoughts about it.

David listened to TD133: A Trucker Gives Thanks and wants to talk about hourly pay (something I talked about in the feedback section).

Chris just writes in to tell me he appreciates and enjoys the podcast. You know I always love to hear that!

Show info:

You can email your comments, suggestions, questions, or insults to

Join the Trucker Dump Podcast Facebook Group

Join the Trucker Dump Slack Group by emailing me at

Join the iTruckers Slack Group if you’re a trucker who loves your Apple tech toys by emailing

Got a second to Rate and/or Review the podcast?

Download the intro/outro songs for free! courtesy of Walking On Einstein

$20 For Your Thoughts, Truckers

Update: This survey is no longer active

You’ve heard the saying “a penny for your thoughts.” Well, I say screw that. But how about 20 bucks for your thoughts?! Count me in! Well all you have to do is take an online survey where you answer some questions about your life as a trucker. This offer is available to all truckers; whether you’re an owner-operator, lease-purchaser, or company driver.

Yeah, yeah, another survey. I hear ya. But trust me; I just took it and I can tell you it’s painless. Better hurry though. Once their quota is filled, your chance at the $20 is gone forever.

This online survey from L.E.K. Consulting will take you about 25 minutes to complete. At the end, you’ll enter your contact info and they’ll send you a Visa gift card worth $20. It’s that easy. Oh and none of your answers will be associated with you personally. They’ll take all the data gathered from everyone and lump it all together into what I can only assume resembles a giant lump of monkey bread.

So what kinds of questions do you need to answer?

Beyond the basic demographic stuff (gender, age, income, etc.), they’re wanting to know what type of trucking you do and what expenses you have as a trucker, compared to what is covered by your employer (if you have one). They want to know what products or services are important to you and which ones you currently use or plan to use in the future. And they also want to know what types of products/services you might be interested in purchasing in the future.

So like I said, this survey is a quick and easy way to make $20 that your spouse will never know about. Feel free to spend it all on Mountain Dew and Cheetos if that’s your thing.

You know, it just dawned on me that $20 for a 25-minute survey is over $40 per hour! Sadly, that’s almost 4x what I make for an hour of detention time sitting at a grocery warehouse waiting to be unloaded.

So what are you waiting for? Take the survey now!