Category Archives: Good to Know….

Looking for trucking jobs ?

Since we receive questions about job offer on our LinkedIn profile, we thought it would be useful for truck drivers to know where to find trucking jobs. If you are looking for a career opportunity in North America, The following links may or will interest you! (US based company only)

On this well-managed career website, you will be able to define your researches specifically. It allows you to browse truck jobs by freight or by the driver type and skills. Please notice that you also select the location of the company or where you want to travel.
 (CAN based company only)

The closest equivalent tool to AlltrucksJobs in Canada is probably! They have a very user-friendly website. They have almost a hundred current job offers all across Canada for drivers or operator of all kind. You can also download their mobile application on the App store if you’re using an Apple device.

Truck News is one of the best all-around resources regarding any topics around the trucking industry. Basically a web magazine, that includes a Driver recruitment section.  You can select from a varieties of companies across North America. The application system is based on a repertoire of companies and their links to job offers.
 is the only general jobs offer website on the list but the number of opportunities are huge. Also, the characteristic of the applications are well described. Both Canadians and Americans companies published their offers and you can choose the salary range you want.

123Loadbord is probably one of the largest data base to find truck loads in North America. You definitely have to check out this website if you are a truck owner. It also comes with a mobile app to see in real time all the available loads and where to pick them.

Truck market worse than anticipated, but demand should return in 2018 by James Menzies on

LAS VEGAS, Nev. – It’s been a tougher year for new truck sales than Martin Daum, president and CEO of Daimler Trucks North America (DTNA) predicted, but he said Daimler is dulling the pain by growing its market share.

Daimler’s share of the Canadian Classes 6-8 market is 39.9% year to date through August, up 4.3% this year, Daum said during a trucking press roundtable at the American Trucking Associations’ Management Conference & Exhibition. The overall truck market, however, remains soft. Demand from Canada has shrunk 24%, worse than the overall North American market which is down 15% compared to last year.

Total NAFTA Classes 6-8 volumes are on pace to reach 360,000 units this year, down from 424,000 units last year and 384,000 in 2014.

“We were much more optimistic about 2016 12 months ago than we are today,” Daum admitted.

Class 8 truck demand in the US and Canada is on pace to reach 210,000 units. Daum said a further decline is expected early next year but that demand should pick up by mid-2017 and a brighter outlook will return in 2018.

“There is light at the end of the tunnel,” Daum said, noting that by 2018 there’ll be a large population of four- and five-year-old trucks needing replacement. Daum said the new Freightliner Cascadia will provide the industry’s best fuel economy and provide the platform Daimler needs to maintain its approximate 40% market share.

But despite enjoying record market share, Daum wasn’t easy on himself when assessing the company’s performance over the past year. Several 2016 goals received yellow check marks because he wasn’t yet fully satisfied with how the company has done. One of these is customer service. Daum said Daimler has an internal target to get trucks back on the road within 72 hours and to provide the customer with an assessment within two hours of the truck arriving at the dealership. Progress towards this goal has been made; the company now gets 71% of repairs done within 72 hours – up from 65% a year ago. Daum said Daimler is on pace to hit 75% this year but he wants to see nearly 100% of repairs done within this timeframe.

This is being achieved through Freightliner’s Elite Support certification program, which sets higher performance standards for dealers. The company is also supporting this effort by opening new parts distribution centres to ensure parts are delivered quickly. The most recent to come online is in Dallas and more are scheduled to open soon.

Daum also gave DTNA a yellow check mark for “completing the integration puzzle.” He said adoption of the new Detroit DD5 engine has been slower than hoped, with 500 engines sold this year. Detroit has a production capacity of 18,000 engines but Daum said the market isn’t always eager to embrace a new player.

“Whoever wants to enter the North American market with a new engine should know it isn’t that easy,” he said, presumably a reference to Volkswagen’s plans to provide powertrains to Navistar.

Asked for further reaction to Daimler’s European rival’s impending arrival in the North American market, Daum said only “We take every single competitor seriously. This changes absolutely nothing. We never underestimate any competitor and we never overestimate any competitor.”

Daum was upbeat about the progress DTNA has made with connectivity, where he vowed to continue being a leader. “Connectivity is today,” he said. “Connectivity will have a direct impact on everyone’s business.”

He said Daimler’s work in regards to connectivity has exceeded his expectations.

As he always does during what has become an annual press roundtable, Daum laid out goals for the year ahead. These included: a seamless launch of the new Cascadia; the launch of “unexpected killer apps” to enhance connectivity; using service as a differentiator; building trust in the Detroit medium-duty engine; successfully managing the market cycle; and staying far ahead of the competition.

One of the immediate challenges will be to manage the second round of greenhouse gas regulations to be phased in between 2021 and 2027. Daum referred to the impending rules as “challenging but achievable,” adding the EPA and NHTSA provided the flexibility and time needed to boost fuel economy of its tractors by 25% and engines by 5%.

Driver wages overtake fuel as carriers’ most costly expense in 2015 by James Jaillet on

Per-mile operational costs for motor carriers in 2015 dropped by more than a dime, according to data released Sept. 27 by the American Transportation Research Institute.

The average marginal costs per mile for the carriers surveyed by ATRI was $1.593 a mile, down 11 cents from 2014’s average of $1.703 a mile. ATRI bases its findings on surveys of motor carrier costs, conducted this year. The carriers surveyed account for more than 107,000 power units across applications and regions. ATRI compiles the data for its annualOperational Costs of Trucking report.

For the first time since ATRI began compiling the annual report, fuel was not carriers’ top expense. Drops in spending on fuel offset increases in other aspect of carriers’ operations in 2015, like driver wages and benefits, per the 2016-issued report.

Here’s where costs shrunk in 2015

The decline in average carrier costs stems almost exclusively from cheaper per-mile fuel costs — 40.3 cents as mile in 2015, compared to 58.3 cents per mile in 2014.

The average price for a gallon of diesel fuel tumbled in 2015, starting the year at over $3.10 a gallon and ending up at just $2.24 a gallon.

Vehicle automation to dramatically change trucking landscape in the coming decades, forecaster says

“The last major change we had was deregulation,” he said. “And it had only a fraction of the power of this one. It eliminated almost …

For the first time since ATRI first published its annual report, fuel spending was not carriers’ most expensive per-mile line item. Driver wages took the crown in 2015. (More on that below.)

Other per-mile line items to see decreases in 2015 include repair and maintenance costs (down to 15.6 cents a mile from 15.8 cents); tire costs, down to 4.3 cents a mile from 2014’s 4.4 cents; and toll costs, which dropped to 2 cents a mile, down three-tenths of a cent from 2014’s average.

Per-mile averages for spending on permits and licensing was unchanged — 1.9 cents a mile.

Here’s where costs climbed in 2015

Driver wages put upward pressure on carriers’ per-mile costs, climbing to 49.9 cents a mile in 2015 from 46.2 cents a mile in 2014 and outpacing driver wages as the most costly per-mile expense incurred by carriers.

Driver benefits costs also rose, moving to 13.1 cents a mile, a 2-cent increase.

Capacity crisis, rate boom likely in the coming year, experts say

The regulatory swath barreling toward the trucking industry — highlighted by electronic logging devices and greenhouse gas emissions standards — combined with likely increases in …

Spending on insurance premiums climbed to 9.2 cents a mile from 2014’s 7.1 cents a mile. Lastly, carrier spending rose on truck purchase and lease payments, up 1.5 cents to 23 cents a mile.

By sector and region

Costs for truckload carriers fell 8 cents from 2014 to $1.50 a mile in 2015 — the lowest of the per-mile costs calculated by ATRI. Specialized carriers’ costs dropped 6 cents to $1.79 a mile. LTL carriers saw a major dip, 13 cents, to $1.60 a mile.

Carriers operating in the West saw the lowest per-mile costs in 2015, $1.480 a mile, while carriers in the Northeast incurred the highest costs, $2.331 a mile. Carriers in the Midwest and Southwest saw similar average costs, $1.782 a mile and $1.773 a mile, respectively.

Carriers operating in the Southeast spent $1.670 a mile, the second lowest on a regional basis.

Bill floated in Congress to reduce excise tax on alternative fuel trucks by Matt Cole

A bill has been introduced in both chambers of Congress that is intended to make the prospect of buying alternative fuel trucks more attractive.

Sen. Bill Cassidy (R-La.) and Rep. Tim Ryan (D-Ohio) introduced a bill to their respective chambers Sept. 21 that would partially exclude alternative fuel trucks from the excise tax imposed on heavy-duty trucks sold at retail.


The tax code currently imposes a 12 percent excise tax on the sale of heavy-duty trucks. Cassidy said in a press release that alternative fuel trucks, such as natural gas-powered trucks, are more expensive than diesel-powered costs, effectively resulting in a penalty for purchasing an alt-fuel-powered truck.

“The Federal Excise Tax is making it more expensive for businesses that want to buy cleaner, safer and more fuel efficient trucks that run on natural gas to do so,” Cassidy said. “Reducing this burdensome tax on alternative fuel trucks, to match taxes on conventional trucks, will encourage the use and production of domestic natural gas—benefiting Louisiana’s economy and workers.”

Cassidy added the higher tax payment increases the cost of natural gas trucks, extends the payback period for the trucks and makes it harder for companies to justify the initial purchase of natural gas trucks.

Ryan took a slightly different approach in his introduction of the bill, saying the reduction in excise tax will also help reduce greenhouse gas emissions.

The bill defines alternative fuel as “compressed natural gas, liquefied natural gas, liquefied petroleum gas, renewable natural gas, hydrogen and any liquid at least 85 percent of the volume of which consists of methanol.”


Indiana steel company gets hours, equipment exemptions for on-site coil transport by Matt Cole

An Indiana steel manufacturing company has been granted two exemptions for its drivers who transport steel coils from one part of its plant to another for shipment and for the equipment the company uses to transport the coils.

ArcelorMittal Indiana Harbor received the exemptions from the Federal Motor Carrier Safety Administration after it requested them in March. The company’s internal logistics drivers can now operate up to 16 consecutive hours in a work day and return to work with a minimum of eight hours off-duty when necessary.

FMCSA says the hours-of-service exemption is comparable to the hours regulations that apply to short-haul drivers, allowing them to use a 16-hour driving window once a week with at least 10 off-duty hours between work days. Drivers using the exemption cross two public roads – one for 80 feet and another for two-tenths of a mile – 24 times a day each, according to the exemption request.
Steel co. wants FMCSA to allow its drivers 16 hours on-duty time

ArcelorMittal-Indiana Harbor is requesting exemptions from the 14-hour regulation, as well as some equipment regulations, for its trucks that operate only in and around the …

The company said in the request its drivers would use the 16 hour on-duty waiver as an exception, not the rule, and only approximately 10 percent of its drivers’ days are spent operating the trucks.

The second exemption applies to ArcelorMittal’s coil-carrying trailers from certain sections of the parts and accessories requirements, including the heavy hauler trailer definition, the height of rear side marker lights, the tire loading restrictions and the coil securement requirements.

The company said in the exemption application the time it would take to secure the coils in compliance with the regulations would be longer than the transit time from one side of the plant to the other. ArcelorMittal added it’s never had a problem with the public roadway crossings with their equipment or drivers.

FMCSA says all drivers covered under the exemption must have CDLs and drivers and vehicles have to comply with all other applicable federal regulations, and adds the company has to maintain any required oversize-overweight permits from local authorities.

‘Way too much way too fast’: Truckers weigh in early on proposed speed limiter rule, other regs by Matt Cole on


View-through-window-on-highwayThe Department of Transportation published its proposed rule that would require trucks weighing more than 26,000 pounds to be equipped with speed limiting devices just two weeks ago, on Sept. 7, to solicit comments from the trucking industry. There have already been nearly 2,000 such comments submitted to the publicly available docket.

The proposal didn’t specify a speed to which trucks would be governed, but the DOT appeared to be leaning toward either a 60, 65 or 68 mph cap.

Of the nearly 2,000 comments posted so far, the vast majority are from truckers in opposition to a speed limiter rulemaking. To file a comment of your own,, which goes directly to the rule’s Regulations.govcomment page. Or mail written comments to:

Docket Management Facility: U.S. Department of Transportation
1200 New Jersey Ave. S.E., West Building Ground Floor, Room W12-140
Washington, DC 20590-0001

DOT proposes rule to govern truck speeds

The U.S. Department of Transportation Aug. 26 released a proposed rule that would require trucks weighing more than 26,000 pounds to be equipped with speed …

The comment period is open through Nov. 7. However, the American Trucking Associations has filed for a 30-day extension, and the Owner-Operator Independent Drivers Association has filed for a 60-day extension.

Some of the comments from the first two weeks of the comment period follow, and for Overdrive readers’ responses via our podcast voicemail line (530-408-6423), hear the latest round-up of commentary at the head of the Mailbag playlist above or via the player below:

“I think the speed limiters on trucks are a bad idea. The reason being, you are going to have a truck that weighs 80,000 pounds, running 68 mph. Then you have someone in a passenger car running 70-80 mph. In this world of distracted driving, the car is going to have a much faster closing rate on the truck. I feel that trucks running anywhere from 5-15 mph slower than cars will increase the accident rate, and possibly the fatality rate of people in passenger cars.” –Brian Weaver

“This proposal would make driving even more dangerous and challenging. Especially in heavy traffic. The only way to make it not as dangerous and challenging would be to slow everyone down. Passenger vehicles outnumber trucks on the road most of the day. Maybe look at the amount of truck-related accidents at night when the number of trucks are greater than cars. The other point I would like to share is that a truck or any other vehicle is only going to be as safe as the driver behind the wheel. No matter how many rules and regulations you pass.” –Gabriel Edwards

Truck speeds set to be governed: More insights into proposed DOT rule

More on the DOT’s proposal to mandate speed governors on heavy-duty trucks: The speeds operators can expect to be limited to and the equipment that …

“In an already heavily regulated industry, speed limiters would kill off small companies and owner operators. Right now their only edge over big box companies is the ability to pull “hot” freight. That have to have right now freight that small companies and owner operators can get done will be sitting on docks unmoved or late to the customer. This limiter will cause a detrimental ripple through an already toppling industry. This will contribute to the collapse of parts of our industry.” –Brittany Hamstreet, Sacramento, Calif.

“…the proposed rule will hurt small business motor carriers, who rely on their ability to ‘outrun’ the larger carriers’ governed trucks and move freight faster, to support the higher freight rates that enable them to compete with the large carriers that use their bulk purchasing power to save on their costs of doing business. A truck that can cross Nebraska, for example, at the 75 mph posted speed limit, can traverse the Lincoln-Cheyenne stretch of I-80 in 6 hours. A truck governed at 65 mph will take 7 hours to travel that distance. Multiply that one hour of productivity by 7 days, and at a rate of $2.00/mile for general freight and a speed of 75 mph, the business without the speed limiter can earn an extra $1,050 per week of revenue, legally and safely. Few small businesses can afford to lose $50,000 of revenue per truck per year.” –Jeffrey Lanthripp

“I am an 18-year veteran safe driver. For a good portion of that 18 years I have been driving a governed truck. Most of the trucks have been governed at anywhere from 65 to 70 mph. Although, I am in favor of some kind of a limit on truck speed. In other words I do not believe heavy trucks should be able to speed down the highway at 80 mph plus. That being said, I think it is ludicrous to suggest that all trucks should be limited to 60 or 65 mph. I believe this would cause rolling roadblocks all over the nation’s highways. I currently drive a 67 mph truck and at times it can be very frustrating when you cannot create separation with other trucks going around the same speed. The only thing that makes this situation bearable is that at least a significant amount of trucks are not going the same speed, so the impact is at least mitigated. Although I am in favor of some kind of speed limiter rule, I believe something in the 70 mph range is much more reasonable. This way trucks and trucking companies will have some room for variance in the speeds they set. If the rule is 60 or 65, then most trucks will be in that same range. This is just my professional opinion.” –Sean O’Donnell, Delanco, N.J.

“You have to look at the whole picture. We have been hit by the 14-hour rule, nowELDs, and now we will be subject to slow speeds as well. Look at the unintended safety issues. This most will miss completely. Tires. If the tire companies know that this truck will never exceed 60 mph the quality will go down in flames. As it is now, when a company builds a tire they expect it may run at 75 mph at 80,000 pounds. This is the standard. The tire will be built to exceed that. But otherwise they will blow into a million tiny parts all over the roads. With cheap imports from China this will almost take effect faster than the ink can dry on the paper. It’s way too much way [too] fast.” –Art Wade, Grand Junction, Colo.


Return safety to drivers’ control: Fix the 14-hour rule

Texas-based Gary Carlisle weighs in on what Overdrive readers have named among the most-needed hours revisions. Also: it’s bankruptcies that will drive up rates, not …

“While i am not opposed to the idea, as a driver I think limiting trucks to 65 mph is the absolute slowest speed that should be considered. That said you need to [first] consider who and what causes most accidents. Once you discover that truck drivers are not at fault in most cases you can then move to do something meaningful and intelligent instead of stupid.” –Ray Pfeiffer

Pushing the limit: In-depth look at the arguments for and against DOT’s truck speed limiter mandate

Proponents’ key point is that capping truck speeds will reduce the number of truck-involved crashes. Opponents of the rule argue the opposite regarding safety, saying …

“In the most regulated industry on the road or most anywhere, we have another ruling coming our way to drive out veteran drivers and owner-operators like myself. Although I normally drive under 65 or at 65, there are times when I have to accelerate beyond that to get out of potentially hazardous situations. This rule would not only take that away, but it will have trucks going slower than cars and that difference in traffic flow creates many hazards in itself. Not a very well thought out plan. It seems as if special interests are getting their way again.” –Carmen Papa, Hannibal, N.Y.


The biggest little voice in trucking

How self-styled safety-advocacy groups won over the federal government, and some trucking interests themselves, to influence trucking regulation.

“I drive truck in Canada that has a speed limiter law and I find it very bad and unsafe. Trucks now travel side by side for many miles because they can not complete the pass due to hills and weight causing very long car and truck backups. A lot of trucks that were built in 1996, and older, are unable to put speed limiters on because of wiring and computer problems. I have also experienced that with this speed limiter law that trucks can not speed up to get out of the way of traffic so they must slow down, which causes a much more unsafe environment.” –John Vanderlinden, Ontario, Canada“If you’re going to implement a speed limit, 68 should be the speed to go. Anything slower than that causes major backups and makes four-wheelers fly around like they’re crazy. This is why states have changed the split speed limit to the same speed for all and you’re going to make it that way across the USA. All vehicles should be traveling at the same speed, period.” –Christopher Clarke, Dubuque, Iowa

“We do not need speed limiters, we need driver training. These big companies want these little 1- or 2-truck carriers to go out of business. They say ‘we need to level the playing field.’ I say if they want to level the playing field, how about if I as an independent leased to a small company could purchase a truck, trailer, tires, insurance and fuel at the same price they do, then maybe we can have a level playing field. With their fuel discounts, tire discounts and truck discounts. Their cost of doing business per truck is way less then mine.” –Alvie Schreckhise, Bucklin, Mo.

“I believe the speed limiters are not needed and will be costly to my 2-truck company. I have old trucks and run regionally in the Pacific Northwest, and it is too costly to upgrade equipment and expensive to modify what I have. I have seen times when some of the large companies’ governed trucks were more of a hazard to the traveling public than the nongoverned are. Accidents can happen at any speed, and cars running much faster than the trucks cause a lot of them.” –Patrick Kane, Tekoa, Wash.

“I would like to see a thorough and comprehensive study done by an independent and unbiased company regarding the true benefits of speed-restricting all trucks. As well, I think the general driving public ought to be involved and informed, with the full understanding of how much of a congested cluster this is going to be if enacted. This is obviously being promoted and prompted by mega carriers in order to get everyone on an even playing field; it has nothing to do with safety.” –Mike Meder, Chesaning, Mich.

Trucking orgs split on speed limiters

“Highways are safest when all vehicles travel at the same relative speed,” said OOIDA Executive Vice President Todd Spencer. “This wisdom has always been true …

“I am an owner-operator, just one truck in my small business operations. I don’t see any safety benefit whatsoever to having speed limiters. Most of the time I’m already driving at or below posted highway speed (usually set the cruise at 64). Having no speed limiter with a higher horsepower truck I’m able to pass safely when I have to, able to enter/exit freeways when I have to.” –Matt Stark

While most commenters were opposed to the rule, there were a few that supported it:

“Why do you continue to drag your feet on this rule? The safety benefits have already been proven by the Canadians and speed limiters have been on heavy trucks for at least 20 years. It takes all of 30 seconds to set the maximum speed on any truck built after 1990. The implementation of this rule is no different than the ELD mandate. The bigger, more well run companies already have this done. Bring the rest of the world into compliance and do away with these people who would run at excessive speeds down the highway with paper logs.” –Rick Johnson, Springfield, Mo.

“There is no question that speed limiting will save lives, save an enormous amount of fuel and save wear and tear on trucks and lower tire cost for truckers. It is likely to increase driver earnings as many trucking companies pass a portion of driver created savings to the driver. However the owner-operator will realize all of the aforementioned savings – it’s a huge win for the operator.” Fred Ege

“As a Class A CDL holder over the last several years I have witnessed a dramatic increase in the speeds driven on our highways, not only by cars but by large and medium size trucks…. As you (the FMCSA) and I both know, trucks are not the same as cars regarding weight, stopping distances, emergency handling capabilities and many other factors…The semi truck I operate every workday has a maximum speed limiter set at 63 mph. I believe a maximum speed of 65 mph would be appropriate and prudent given that speed limits on a lot of interstates is currently 70 mph. From my experience, a top speed of 65 mph is sufficient to move along with traffic, in appropriate areas, without too much stress. In my opinion, 40 tons shouldn’t be moving down any highway faster than 65 mph for the sake of all lives nearby.” –Robert Anderson

“This is an excellent idea! The company I work for already limits our trucks to 60 mph and it serves us well. Please set the speed limit for trucks at 60 mph. Thanks!” –Cole Fleming

Five states waive hours regs for fuel haulers due to pipeline spill by Jill Dunn on

View image on Twitter

We have crews working around the clock to get gasoline to market. Here’s where we delivered: 

Colonial Pipeline is scheduled to restart its Line 1 today, Sept. 21, following a leak that began earlier this month, causing hundreds of thousands of gallons of gasoline to flood remote parts of Alabama.

In light of the leak, five states have suspended hours of service regulations for fuel transporters: Kentucky, Alabama, North Carolina, Virginia and Tennessee. Georgia had a temporary waiver in place, but it has expired. The state has not renewed the waiver.

States supplied by that line were hit by price increases and shortages after a leak was detected Sept. 9 near Pelham, Alabama. About 6,000 barrels of gasoline flowed into a pond from Line 1, which connects Collins, Mississippi, and Greensboro, North Carolina.

The company attempted to mitigate supply problems by shipping “significant volumes” on Line 2, the distillate main line from Epes, Alabama, to Anderson, South Carolina. After safety testing is finished on the newly built bypass, Southern Pipeline will connect it to Line 1 as a temporary means to restore the supply chain.

Kentucky’s emergency declaration ends Oct. 5. Additionally, HOS waivers expire Oct. 15 for Alabama and North Carolina; Oct 1 for Virginia and Sept. 23 for Tennessee.

Guaranteed-issue life insurance from NAIT by Todd Dills on

September is Life Insurance Awareness month, points out Marc Ballard of theNational Association of Independent Truckers‘ insurance-related services wing. This is the “first year NAIT has really focused on life insurance,” Ballard says, givenmedical insurance has driven its insurance-related services to date.


Telemedicine: Future for non-emergency care?

Whether you’re insured or not for health care, a new relatively affordable telemedicine service geared for truckers and offering 24/7 access to U.S. docs points …

Its fairly new life-insurance offering is available to trucker members (membership is $11 monthly) on a guaranteed-issue basis, says Ballard. “Life insurance is one of those insurances that’s kind of misunderstood, and “40 percent of America doesn’t have any life insurance.” One reason is the expense involved, particularly for individuals whose health histories may not be ideal from an insurance perspective.But: “A lot of individuals don’t buy life insurance because they think it costs more than it really does.”

Through the pricing power of groups, NAIT’s been able to eliminate a lot of the variation in pricing for its members that typically comes with life insurance — for instance, individuals often pay a premium for such if they smoke or have a history of a smoking, if they’re men (versus women of the same age), and if they’re older. NAIT’s offering varies only according to age up to $50,000 worth in term life coverage ($25,000 for a spouse), Ballard says. Members and nonmembers alike can inquire for more information via (800) 344-6820 or by

Day of reckoning: Health insurance/tax decisions weighed by owner-operators

As health insurance tax penalties hit many owner-operators, the prospect of paying double next year could change the decision on coverage; meanwhile, the King v. …


Trucking rap sheet: Border inspector charged with bribery, man pleads guilty to providing fake overweight permits by Matt Cole on

The Department of Transportation’s Office of Inspector General recently announced court activity in two trucking-related crime investigations. Here’s a summary of what happened with each:

Arizona motor carrier border inspector charged with bribery

Claudio Estrada, a border inspector with the Federal Motor Carrier Safety Administration, was indicted July 27 on charges of bribery.

OIG’s investigation found that Estrada accepted $1,000 in 2012 from a man he suspected of being a drug trafficker and provided assistance with illegal smuggling operations through the Naco, Ariz., port of entry, OIG says.

Estrada was arrested July 28 for accepting the bribe, and he has been suspended from work pending the outcome of the Nov. 15 trial.

Trucking rap sheet: Drug tester debarred, CDL scheme update

The owner of a Texas drug testing company was debarred by the FMCSA for three years, and a Florida man has pleaded guilty in connection …

Ohio man pleads guilty to creating, providing false overweight permits

Shadd Hiles, doing business as Permit Guys Consulting in Crooksville, Ohio, pleaded guilty Aug. 4 to false statements and wire fraud.

OIG says Hiles came up with a scheme to defraud trucking companies by providing and billing customers for fraudulent overweight state permits. He had previously been charged via criminal complaint and arrested in February.

Permit Guys Consulting obtained overweight state permits required for the trucking companies along their route, but Hiles defrauded these companies by providing falsified overweight permits issued by the Wisconsin DOT and Illinois DOT, according to the OIG, between May 2012 and December 2015.

Trucking rap sheet: False med cert submissions, falsified overweight permits

An overweight permit company has been charged with producing falsified permits, and a man has pled guilty to hauling hazmat without a CDL.


Trucking rap sheet: Border inspector charged with bribery, man pleads guilty to providing fake overweight permits

OTA produces video on how truckers can share road with cyclists by Truck News on

TORONTO, Ont. – In light of recent incidents involving trucks and cyclists, the Ontario Trucking Association (OTA) have issued a reminder that safety is everyone’s responsibility and sharing the road with different types of vehicles is essential.

To emphasize this point, the OTA has produced a video featuring a professional truck driver, who is also an avid cyclist, sharing safety tips on how to best share the road.

“Mobility challenges in our cities are increasing,” said OTA CEO, David Bradley. “The urban population is growing rapidly which is creating more traffic and more frequent interactions between different types of vehicles.

“More people are turning to bicycles as a form of transportation,” he said. “The inclusion of bike lanes and the promotion of cyclist-friendly strategies is a reality that truck and passenger vehicle operators must respect when traveling in urban locations. But also, cyclists must understand and learn that sharing the road with commercial vehicles on urban streets requires special consideration.”

To view the video, visit