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OOIDA's push against ELD mandate keeps on truckin' |  | 
The trucking group has called on the U.S. House Committee on Transportation & Infrastructure to “urgently conduct” an oversight hearing on the implementation of the Federal Motor Carrier Safety Administration’s electronic logging device mandate.The Owner-Operator Independent Drivers Association (OOIDA) has called on the U.S. House Committee on Transportation & Infrastructure to “urgently conduct” an oversight hearing on the implementation of the Federal Motor Carrier Safety Administration’s (FMCSA) electronic logging device (ELD) mandate.
Shipwell empowers the trucking industry by improving visibility to its supply chain | |
Today in the U.S., about 80% of all physical goods being consumed find themselves at the back of a truck at some point along its journey from its place of production to the consumer’s shelf. With the rise of e-commerce giants like Amazon and Alibaba, consumers across the world have been accustomed to attractive shipping options that have shielded them from the exhaustive logistics process involved in shipping freight. But for businesses, this is not always the scenario. Providing a free or quick-fire delivery option is extremely difficult for most businesses, since they often do not have the logistics resources or the wherewithal to facilitate such a freight delivery system. Shipwell, a company based out of Austin, Texas has created an online platform that lets businesses ship freight just like the bigger logistics-centered companies, without having dedicated supply chain departments for the same. “The process for quoting, booking and tracking freight is largely manual in the industry,” said Jason Traff, co-founder of Shipwell. “We understood that businesses don’t have good enough tools to provide that same experience to their customers and so we do that Shipwell.” Both the co-founders of Shipwell came from the freight industry, having observed the problem of freight from different perspectives. Traff had an art business based out of Shenzhen in China, which required him to ship across continents and deal with the many challenges of freight movement. Greg Price, the other co-founder was working in McKinsey, where he consulted for Fortune 100 companies who were dealing with freight shipping owes, losing shipments and ending up forfeiting millions trying to find the missing freight. “With the problems that large companies were having and the problems that I had shipping paintings across the ocean, we realized that companies no matter their size, faced real problems with supply chain visibility,” said Traff. “That is where we believe we have an opportunity for Shipwell.” Price noted that Shipwell does not face competition from logistics startups, but mostly from the existing TMS companies with the old dispatching software and on-premise solutions that have been outdated for over a decade. “With our B2B platform and our APIs, we can plug in with all the 3PLs, shippers and carriers simultaneously in a neutral and advanced way,” he said. Shipwell raised $2.1 million in seed funding over last summer, with a round led by First Round Capital and a few other firms, with noticeable investors being the who’s who of the tech world including Jeff Bezos, Bill Gates, and Mark Zuckerberg. Traff contended that Shipwell is successful because it recognizes and empowers 3PLs and their relationships, helping ship to a number of Fortune 100 companies through them. To improve on real-time supply chain visibility, Shipwell has established partnerships with a dozen ELD providers and has successfully plugged into fleets through those ELD devices to determine the best match for hauling loads in the most effective way. “What this means for the customers of Shipwell is that if you are a trucker and if you opt-in, you can receive notifications for loads in your area, that would figure out your HOS and be a good match for you,” said Traff. “If you are a shipper, you know the time it takes for a shipment to reach the destination and the hours of drive time left for truckers nearby, based on which you can prioritize your supply chain.” Shipwell has found great success with its customers benefiting dramatically from their platform. One of the startup’s earliest customers was Lumi, a startup out of Y Combinator, which is into custom e-commerce packaging. The company was growing incredibly quickly, and as with most of the startups that scale up, it realized it was running a tightrope with regard to supply chain management and freight shipping. But after switching to Shipwell, Lumi is currently getting an average of 9.6 carrier quotes back per shipment and receiving 14.8 automatic tracking and status updates per shipment. This helped them go from spending 10 hours a week quoting freight, down to 2 hours a week, even with them increasingly doing more shipments. One of the challenges that Shipwell faces is in understanding the different ways by which the industry moves freight. “Just when we think we have a problem well understood, there is someone else that has a different way of doing it. In terms of difficulty, I think it is about the people who are currently shipping freight. For people to switch over, we need to build a product that is ten times better than the way they are currently moving freight,” said Traff. Clock Ticking for Truckers to Use ELDs Before Enforcement Starts | |
Truck driver using an ELD device
Time is running out for truckers still resisting a federal mandate to a digital device that tracks their driving time. The new rule forces truckers to switch from the paper logs the industry has used since the 1930s to electronic logging devices, or ELDs. The Federal Motor Carrier Safety Administration enacted the regulation in December but has provided a phase-in period through April 1. The soft launch gives truckers more time to comply with the regulation. But it wasn’t a complete free pass. Some state enforcement officers began documenting ELD violations on roadside inspection reports in mid-December. But most have not levied fines. In some states, it’s up to the officer’s discretion whether to write a ticket for not having an ELD. “We are using this time to educate drivers and warn them that on April 1 they will be put out of service if they don’t have an ELD,” said Capt. Chris Turner of the Kansas Highway Patrol. The rule is intended to make sure truckers comply with a federal hours-of-service rule that limits driving to no more than 11 hours a day within a 14-hour workday. Drivers must then be off duty for 10 consecutive hours. Some drivers have protested the regulation, saying that digital monitoring violates their privacy. But multiple efforts to overturn the regulation have failed. Truckers now have until April 1 before state commercial vehicle inspectors start full enforcement of the rule. Those found in violation could be pulled off the road, according to the Commercial Vehicle Safety Alliance, or CVSA, an agency of approximately 13,000 inspectors in North America charged with enforcing the mandate. “A small number of drivers have been receiving tickets for not having an operational ELD,” Collin Mooney, executive director at CVSA, told Trucks.com. But most states are not fining drivers at this time. For now, states have been directed to use a specific violation code — 395.22A — to track ELD compliance issues in the FMCSA’s Motor Carrier Management Information System, or MCMIS, database. ELD Enforcement DataFrom Dec. 18, when the mandate took effect, until Jan. 26, enforcement officers in 47 states have conducted 12,524 ELD inspections for commercial trucks, resulting in 12,776 violations under 395.22A. Drivers can get more than one type of ELD violation in a single inspection. Some inspections have resulted in multiple violations. No data was recorded for Alaska, Illinois, Hawaii and the District of Columbia using that code on their inspection reports. Texas, which has a high volume of truck traffic, logged the most ELD inspections and violations, according to the MCMIS database. Much smaller Rhode Island cited truckers the least — only three.
While truckers claimed that inspectors were out in full force in December and January checking for ELD compliance, the total number of roadside inspections actually dropped 14.9 percent to 415,189 in the U.S. This is down from 488,070 inspections conducted during the same two months the prior fiscal year. The number of inspections dropped in 39 states during December and January compared with the same two months a year earlier. The switch from paper logs to ELDs is a challenge for both trucking veterans and commercial vehicle inspectors. “For a lot of old-school troopers, who have been looking at paper logs for many years, this is also new for us,” Capt. Brian Preston of the Arizona Department of Public Safety told Trucks.com. “I am learning ELDs the same way the trucker who is going to use it is. I am just trying to make sure he’s using it right.” Come April, enforcement of the federal mandate may be tricky in some states that have yet to adopt the federal rule. This means some states won’t be able to place motor carriers out of service if they haven’t installed an ELD as required in the mandate. However, they will still be able to cite truckers for hours-of-service violations. Arizona is currently in the rule adoption process, but there’s no guarantee it will be completed prior to the April 1 deadline, Preston said. “It puts us in a situation where our troopers could encounter a truck that’s required to have an ELD, but we wouldn’t be able to issue a citation,” he said. California is in the same boat. The state has yet to adopt the federal regulation. “We have several layers of approval that any regulation needs to go through, so we don’t know what the timeframe for adoption will be,” CHP Sgt. Jamie Nunez told Trucks.com. ELD Adoption RateIn the past three weeks, the ELD adoption rate has been hovering around 90 percent overall, but still in the low 80s for “regional fleets,” which include small-business truckers, said Andrew Lockwood, senior manager of analytics at Kenco Group. Being placed out of service for not having an ELD leads to “unhappy shippers and customers,” he said. “While some may be still holding out, the polling data suggest that most have made the switch already,” Lockwood said. Truck driver disappears after ditching rig in Stamford | |
STAMFORD — Police are looking for a truck driver who ditched his big rig on the city’s West Side and hasn’t been seen for days. The man’s girlfriend filed a missing person’s report on Wednesday for 56-year-old Christopher Wofford. The woman said she hasn’t seen Wofford since Sunday. She said he borrowed her car on Tuesday and hasn’t returned it. Wofford is described as 6-foot-2 and about 190 pounds with gray hair and brown eyes. Wofford’s trucking company notified Stamford police on Monday after his truck was 24 hours past due. The truck was supposed to be unloaded in Stamford. Lt. Tom Barcello said the trucking company reported a GPS in the 18-wheeler showed it was parked near Jackie Robinson Park. Barcello said police found the truck near 350 W. Main St., but there were no signs of Wofford. “We are trying to locate Mr. Wofford for his well being,” Barcello said. “It is a little odd that he would just leave the truck there and disappear.” Anyone with information about Wofford can call 203-977-4421. Source of article click here : Stamford advocate
USPS trucker robbed of $70,000 at gunpoint | |
A United States Postal Service truck driver was held at gunpoint and robbed of $70,000 in Los Angeles on Thursday evening. The robbery occurred at approximately 8:00 p.m. on March 1st in South Los Angeles, California. Police say the unnamed truck driver was stopped near the Slauson exit off Highway 110 when a man walked up to his rig and threatened him with a handgun. The suspect then took two duffel bags full of cash from inside the trailer, making off with around $70,000 total, but leaving the trucker unharmed, reported CBS Los Angeles.
The identity of the suspect in the case is not yet known, but the incident is still under investigation. Trucker accused of killing man in Hwy. 36 crash can drive while out on bail, judge rules | |
The Wisconsin truck driver accused of being on his cellphone and killing a driver on Minnesota 36 in Lake Elmo on Tuesday will be allowed to drive while out on bail, a Washington County district judge ruled Friday. Prosecutors had asked that a condition of bail for Samuel Hicks, 28, of Independence, Wis., be restriction of his driving privileges.
“That might be a hardship, but consider the hardship on the victim’s family,” Assistant Washington County attorney Kevin Mueller said. “He killed someone a few days ago on our highways.” Judge John Hoffman said it would be “unreasonable” to restrict Hicks from driving if his driver’s license is valid. Hicks has been charged with criminal vehicular homicide in connection with the death of Robert Bursik, 54, of Amery, Wis., who was stopped at a red light at Lake Elmo Avenue. Separated from the rest of the Stillwater courtroom by a shield of bulletproof glass, Hicks wore a jail-issued dark-blue shirt as he listened to Mueller describe the accident he allegedly caused. “He was staring down at his phone without regard to anyone else on the road,” Mueller said. “He felt that his cellphone was more important.” When Hicks slammed into the Toyota Scion driven by Bursik, he hit the car so hard that it was “unrecognizable to law enforcement,” Mueller said. According to the criminal complaint, Hicks was driving 63 mph, had been looking at his cellphone for eight seconds and made no effort to brake as he approached Bursik’s stopped car. Investigators cited footage from a rear- and front-facing camera in the semitrailer’s cab, the complaint states. Hicks works for a trucking company in Eau Claire, Wis., owns a house in Independence and has custody of his two young children, ages 3 and 4, his defense attorney Earl Gray said in court Friday. Gray said Hicks has “steady employment” with the trucking company, which he did not name. “He will not be working as a semi driver. He’ll be working in the warehouse,” Gray said. Hicks did not speak during his arraignment other than to say he understood his rights and the charge filed against him. Gray spoke briefly with reporters after his client’s court appearance. “I just was hired on the case, and I don’t know much about it, except what was in the complaint,” he said. “I haven’t made any decisions yet. Some cases are more difficult than other cases.” When asked if Hicks was remorseful, Gray responded: “I can’t comment on that. He realizes that he was charged with a crime. I’m not at liberty to discuss what we discussed because it’s confidential.” Gray also would not say whether he had been hired by Hicks or by Hicks’ employer. Bursik was an Amery, Wis., businessman and biology instructor at North Hennepin Community College in Brooklyn Park. He was married with three children, according to his obituary. He was also the owner and founder of Dragonfly Gardens, a nursery and greenhouse with locations in Amery and Turtle Lake, Wis. A post on the nursery’s Facebook page Thursday said: “Honor him by doing something ‘green’ this year — bonus points if you include someone you love. And please, please, put down your phones while driving. Hicks had been driving his truck since about 4:45 a.m. Tuesday, making deliveries to convenience stores. State troopers responded to the crash at 12:13 p.m. At first, Hicks told investigators that he observed a green light at Lake Elmo Avenue from a distance and then was distracted by another vehicle, according to the complaint. Questioned further, he said he was texting with his girlfriend and using the Zillow real estate app to look up information about a house, the complaint said. In a criminal vehicular operation case for someone without a criminal background, state guidelines recommend a four-year prison sentence. A warrant was issued for Hicks’ arrest, and he turned himself in Thursday afternoon at the Washington County Jail in Stillwater. Bail was set at $20,000 with the condition that Hicks not have contact with Bursik’s family; bail was set at $60,000 without conditions. |
Captive trucking helps Walmart weather transport crunch | |
Driver shortage has less impact on retailer than others: CFO Operating its own fleet of trucks has helped shield Walmart to some degree from the rising transportation costs that are impacting many industries, according to Brett M. Biggs, executive VP and chief financial officer. Speaking at the Raymond James Institutional Investors Conference on Tuesday, Biggs said that although the company does use some third-party trucking, it benefits from having a captive supply chain, including transportation. “It’s a good time to have your own fleet for a lot of reasons,” said Biggs. “To have the drivers that we have and the long tenured associates in that area is so important.” According to some recent reports, trucking capacity in the U.S. is maxed out and the industry faces a large driver shortage — about 50,000 open positions, according to the American Trucking Association — that is driving up costs for many companies that rely on trucks to transport goods, including retailers and CPG companies. Although Walmart noted that its transportation costs rose slightly in the recently ended fourth quarter, compared with a year ago, Biggs said that was due in part to an increase in fuel costs of about 10% to 12%. “The price pressure that you're reading about and seeing would have less of an impact on us than it would, I think, some others,” he said. Also, asked what was driving the improved sales performance at Walmart in recent years, Biggs cited, among other things, the improvements in the quality of perishables. “Over the past three or four years, we put a lot of time and energy into the fresh supply chain,” he said. “We've taken almost three days out of that fresh supply chain, which is a big deal in your home when that produce is still good three days later than it was before.” He also cited investments in technology, such as self-checkout, which he said is being expanded in remodeled stores. It has been embraced by customers, and is making stores more efficient at the same time, he said. Walmart has also been making its its Scan & Go mobile app-based checkout system available in more locations. Last month the company rolled out the service to 100 stores in 33 states in the second phase of a rollout that began with a small scale test, according to reports. Federal regulators need to revisit electronic tracking rule for truckers | |
 It’s no exaggeration to say trucking is the backbone of the U.S. economy, given how heavily we rely on over-the-road carriers for fast and affordable transportation of goods and products. The industry estimates truckers are responsible for carrying 70 percent of U.S. freight by weight. However, a federal regulation that took effect in December is sending shock waves through both the trucking world and the industries that rely on truckers to ship freight. Unfortunately, the end result will cost consumers in higher product costs. But the good news is that some modifications to the new rule could readily improve the situation.
Passed as part of major transportation legislation in 2012, the ELD mandate was intended to improve safety, since precise tracking of service hours would reduce driver fatigue. If only it were that simple. Unfortunately, the mandate’s rigidity makes it impossible for drivers to respond to unforeseeable events like slowdowns from traffic congestion, inclement weather, long loading and unloading times, and so forth. Even time spent looking for a parking spot at a truck stop, or moving the truck to make room for others, can cost a driver precious time on the ELD tracker. Instead of using common sense and independent judgment to respond to unpredictable conditions, they’re forced into a high-stress race against the clock. In other cases, drivers and fleet managers have reported difficulties with the ELD technology, like hardware and software issues and problems with connectivity when driving in remote areas. Though well intended, the implementation of the one-size-fits all ELD mandate has resulted in confusion, frustration and anxiety. Adding to the confusion, the Federal Motor Carrier Safety Administration (FMCSA), the DOT agency responsible for implementing the mandate, has issued exemptions for selected trucking niches and individual firms. Exempting some industry players, but not others, only adds to the confusion, while underscoring the perception that this regulation was “not ready for prime time.” Even closer to home, an ambiguous and inappropriately narrow definition of agriculture has sown seeds of compliance confusion across the country. But the new regulation isn’t just confusing and frustrating drivers and fleet managers. It’s also affecting industries that rely on truckers for affordable, on-time delivery of goods and products. The horticulture industry is a case in point. Growers and wholesalers rely on trucking to transport plants and other agricultural goods you find at your local nursery. Plants are vulnerable and highly perishable, they need to be handled carefully, and they require timely access to markets. These delicate items can’t be stored for extended periods like many food and fiber crops — even a delay of a day or two can make a difference. Our members have already started sharing stories of how the inflexible new regulations are disrupting shipping and delivery schedules, making it more difficult to manage nursery inventory and ultimately driving up costs. For example, our members in Oregon report shipping costs jumping by 50 percent, and a sales manager for a nursery servicing Midwest buyers reports transportation cost increases of up to 70 percent. Other industries that rely on trucking to move products report the same dynamic. This flawed regulation needs fixing. Instead of a long and growing list of ad hoc exemptions and waivers, FMCSA should delay full implementation of the rule for a reasonable period—say, six months, or longer if warranted—and consult with industry leaders and drivers to determine how to make the rules more sensible and flexible. Thus far, enforcement of the ELD mandate has been relatively relaxed as fleets are brought up to the new standard, but “hard” enforcement is scheduled to begin April 1. We believe the ELD mandate is ultimately fixable with a few proper modifications. These modifications should allow drivers greater flexibility in logging their service hours, so they can better respond to unforeseen events or unusual circumstances. Such flexibility can be achieved while still upholding public safety. The ELD mandate’s initial implementation may have been rocky, but the problems can be solved by giving drivers and fleet managers the flexibility needed to get the job done, reducing costs while ensuring safety on the road. Federal regulators should listen to truckers and the affected industries, then step back and do what’s needed to get this right. Tal Coley is director of government affairs for AmericanHort, a national trade organization representing the horticulture industry with nearly 16,000 member and affiliated businesses. Uber’s Self-Driving Trucks Now Hauling Freight in Arizona | |
 An Uber Freight truck makes a self-driving delivery in Arizona. (Uber Technologies Inc.)
Uber Technologies Inc. announced that its self-driving commercial trucks are now conducting regular freight hauls in Arizona through the Uber Freight network. Automated trucks operated by Uber’s Advanced Technologies Group are moving loads across the state in both directions on Interstate 40 and exchanging trailers with conventional trucks in multistage shipments coordinated via the Uber Freight application. Uber said its self-driving trucks are hauling consumer products in dry van trailers, but declined to name which shippers are using its services. With these operations, Uber said it is beginning to build a freight system in which longhaul autonomous trucks work in tandem with shorthaul drivers to move shipments more efficiently. Alden Woodrow, product lead for Uber ATG’s self-driving truck business, said the company’s automated freight deliveries in Arizona represent a “big step forward” from hauling a single load in one direction, as it did in 2016 with its landmark delivery of a load of beer for Anheuser-Busch in Colorado. Now Uber ATG is working to establish a more complete business model that begins to unlock the potential for automated trucks to save lives and improve freight efficiency and drivers’ livelihoods, Woodrow said. “We want to try to get this technology into the world safely and reliably as soon as we can,” he said. “And we think that designing a truck that can drive on the highway is the fastest way to do that and make it successful.” Uber intends to accelerate the deployment of driverless trucks by limiting them to highway operation, while continuing to rely on skilled drivers to handle the more complex driving tasks at the beginning and end of each trip. To make that possible, Uber ATG is creating transfer hubs where self-driving and human-driven trucks will exchange their loads. The company highlighted a recent example where a driver based in Los Angeles booked a nearby load on Uber Freight in the morning and hauled it to Topock, Ariz., where he swapped trailers with a self-driving truck, then returned with his new load and made it home in time for dinner. Uber believes these types of freight transfers eventually will happen across the country. Currently, Uber is using the Arizona Department of Transportation’s Topock port of entry at the border with California as the drop yard for its trailer handoffs. Woodrow said that location is giving law enforcement and regulators an opportunity to observe Uber’s self-driving trucks and learn more about the technology, but added that the company eventually will need more dedicated facilities to serve as transfer hubs as it expands its operations. Today, Uber ATG’s self-driving trucks still have a trained driver sitting behind the wheel at all times, but the company is working to further refine its technology to the point where its autonomous trucks can operate on highways with no driver at all. “We are focused on a system where we can safely take the driver out of the vehicle altogether,” Woodrow said, but acknowledged that Uber still has “a lot more work to do” before it can commercially launch such a system. He also reiterated Uber’s argument that longhaul driverless trucks using the transfer-hub model would not displace truck drivers, but gradually shift driving jobs from longhaul routes to more desirable shorthaul jobs that provide them with more home time. While moving freight along I-40, Uber ATG’s trucks also will generate data that can help the company move closer to launching a commercial product for self-driving trucks, Woodrow said. At the same time, the freight moving in and out of Uber’s transfer hubs could create more load opportunities for drivers using the Uber Freight app. This model can support the company’s efforts to help drivers find desirable loads and enable them to be home as often as they’d like, said Eric Berdinis, product manager for Uber Freight. “That’s the kind of model we see playing out in the future,” he said. “The autonomous technology is going to be doing the longhaul portions of a journey and drivers can stay fully utilized using the Uber Freight app and take the kind of loads that they want and be home when they want to be home.” The Uber Freight platform is designed to connect carriers with available loads that meet their requirements while streamlining the booking process. Drivers can use the mobile app to book loads with upfront pricing and receive full payment in a few days. Uber’s deployment of its self-driving trucks for real freight deliveries within its Uber Freight platform mirrors the company’s strategy in its core ride-hailing business. The technology firm has been providing Uber rides on passenger vehicles equipped with its self-driving system in Pittsburgh and Phoenix. Outside Arizona, Uber also is running its self-driving trucks on highways near its San Francisco headquarters and occasionally tests them near its Pittsburgh office as well. Truck’s load of logs penetrates a second truck after abrupt stop | |
One semi truck’s load of logs went crashing through another trucker’s windshield after an abrupt stop in Washington on Thursday morning, seriously injuring the driver. The accident occurred on March 1st at around 9:45 a.m. in Tacoma, Washington.
Washington State Troopers say that the two big rigs, both hauling logs, were traveling along Interstate 5 north near the Highway 16 interchange when they approached a construction zone. Once in the construction zone, the first semi truck came to a sudden stop for an unknown reason, forcing the second semi driver to slam on his brakes. The second truck was unable to stop in time and drove into the load of logs, causing it to penetrate his cab. The unnamed driver of the second rig was transported to a nearby hospital with serious injuries, but has been listed in stable condition, reported KVAL News.
The exact reason for the sudden stop is still under investigation, and two lanes of northbound I-5 were shut down as crews worked to clear the debris. As of 10:30 a.m., the lanes were still closed with no estimated time for reopening, and officials are urging drivers to avoid the area. Utah truckers don't want their CDLs to depend on human trafficking training | |
(KUTV)- If a proposed law happens, Utah truck drivers would have to watch a 30-minute training video on human trafficking and print the certificate before renewing the commercial driving licenses. Senator Todd Weiler of Woods Cross proposed the law but says he received a lot of resistance from truck drivers who want to help report human trafficking but don't want to be forced to do it in order to renew their CDLs. Weiler said because people who are forced or enslaved into sex are often taken to or through truck stops, this puts truckers in a unique position to report to police. Rick Clasby, Executive Director of the Utah Trucking Association, said the group wants to help combat human trafficking but opposes the bill as it stands. "The commercial driving test is already an intense process now, any additional requirements would make it that much more difficult," he said. TJ England, Chief Legal Officer of CR England Trucking, which is based in Utah and has 6500 drivers across the country, said his company is on board with training it's drivers but he would rather it not come in the form of a mandate. "We'd prefer an optional program, " he said. "Tips that truckers have called in under that program, over a thousand human beings have been rescued from trafficking," Weiler said. Weiler said that he knows for a fact it's happening in Utah - even young girls are being forced into prostitution and threatened if they try to get away from the people or pimps who hold them captive by force. Linda Cox, a volunteer with Operation Underground Railroad, an organization which rescues adults and children from human trafficking and sex slavery, said in 2017, the national human trafficking hotline had 44 calls with reports of human trafficking in Utah. 14 formal investigations resulted from those 44 calls. A hotline also exists in Utah but it's not clear how many calls have been made to that number. National Human Trafficking Hotline1-888-373-7888 Utah Human Trafficking HotlineText: 233-733 Maverick honors two truckers as its Drivers of the Year | |
Lou Webber is Maverick’s 2017 OTR Driver of the Year. (Image Courtesy of Maverick) Maverick honored two of its company drivers as its Drivers of the Year at a banquet in Little Rock, Arkansas, last month. Maverick honored its 12 Drivers of the Month, three of the finalists from its Dedicated Driver of the Quarter program, Rookie of the Quarter Cleo Williams and Trainer of the Quarter Herb Withrow during the banquet. At the end of the night, over the road driver Lou Webber was named the 2017 OTR Driver of the Year. Gary Lipscomb was named the 2017 Dedicated Driver of the Year. |
Samuel Wayne Hicks
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