Author: admin

A Driver’s Perspective: Weekly Recap

I want to start by saying it’s been a very interesting week for sure. While we haven’t seen much movement in FMCSA and DOT leadership positions, there’s definitely noise being made behind the scenes. Speculation continues about who will take the helm at the FMCSA, with various names being floated for the position. However, we still have no official announcement yet.

Our newly appointed Transportation Secretary, Duffy, was handed a heavy responsibility almost immediately with the plane and helicopter crash investigations, which have undoubtedly pulled some attention away from FMCSA appointments for now. That said, it won’t be long before we start seeing those positions filled.

One thing is becoming increasingly clear—drivers are not going to be happy with the direction this administration is heading. The push for autonomous trucks is accelerating, and it’s evident with how many autonomous companies are setting up shop in Texas, ramping up production, and preparing for rollout. The writing is on the wall: regulations will continue to accommodate the driverless agenda more than they will benefit drivers. Once again, the American truck driver remains a second-class citizen in the industry.

TESLA DRIVERLESS SEMI – MASS PRODUCTION!

The Accelerating Shift Toward Driverless Semi-Trucks:

A Reality Check The trucking industry is rapidly moving toward autonomous freight, with several major players ramping up production and deployment of driverless technology. This shift is no longer a concept for the distant future—it’s happening now.

Tesla’s Semi Truck Advancements

Tesla is preparing to mass-produce its Class 8 Semi, with high-volume builds expected to start in late 2025 and scale up in early 2026. Lars Moravy, Tesla’s VP of Vehicle Engineering, confirmed that the company is already installing manufacturing equipment. Meanwhile, Elon Musk continues to push the value of autonomous trucking, citing the ongoing driver shortage as a major factor in Tesla’s strategy.

Aurora Innovation’s Progress

Aurora Innovation has entered into a strategic partnership with Nvidia and Continental to further autonomous trucking technology. Aurora plans to integrate Nvidia’s DRIVE Thor system-on-a-chip into its driverless trucks, targeting mass production by 2027. Currently, Aurora is finalizing its Aurora Driver system and preparing for driverless freight hauls between Dallas and Houston in the near term.

Daimler’s Commitment to Autonomy

Daimler Truck’s subsidiary, Torc Robotics, recently hit a major milestone, successfully validating fully driverless trucks on test tracks in Texas. Daimler has committed to commercializing autonomous trucks by 2027, and they’re expanding their footprint with a new office and autonomous trucking hub in Dallas-Fort Worth, set to open in early 2025.

Volvo’s Autonomous Fleet Deployment

Volvo Autonomous Solutions is actively running autonomous trucks on Texas highways. In partnership with DHL Supply Chain, Volvo deployed its Volvo VNL Autonomous tractors (powered by Aurora Driver technology) on freight routes between Dallas and Houston in December 2024. This marks one of the first active deployments of autonomous trucking in real-world logistics.

Industry Implications

The industry is moving full speed ahead toward driverless trucking. With Tesla, Aurora, Daimler, and Volvo all aggressively pursuing automation, it’s clear that the landscape of freight movement is shifting faster than many expected.

The federal government’s pro-technology stance, combined with ongoing driver shortages, is accelerating this transition. Regulations are being crafted to support driverless trucking, meaning we are looking at a near future where human drivers could be sidelined in favor of AI-driven fleets.

Final Thoughts

For truck drivers, this should be a wake-up call. The autonomous truck revolution is no longer theoretical—it’s already here. The big question remains: where does that leave the American trucker?

One thing is certain—we must stay informed, stay involved, and continue advocating for the human element in trucking. If the industry shifts without driver input, we’ll only have ourselves to blame.

Stay safe out there, and as always, keep the rubber side down.

— A Driver’s Perspective

The Petition That Won’t Be Ignored

Is the FMCSA’s Future Already Decided?

The Federal Motor Carrier Safety Administration (FMCSA) is at a crossroads. With leadership transitions underway and a petition calling for transparency gaining traction, many in the trucking community are left wondering: Is the agency’s future leadership already determined? Or could this grassroots effort bring meaningful change?

The Petition That Won’t Be Ignored

Launched recently, a petition advocating for greater transparency and inclusivity in the FMCSA’s vetting process has already amassed 412 signatures as of this Saturday morning. This effort reflects the frustrations of drivers, owner-operators, and small fleet owners who feel sidelined by powerful industry associations like the American Trucking Associations (ATA).

The comments left by petition signers are telling. One supporter voiced a sentiment shared by many: “It’s time for leaders who understand life on the road—not just policies from the boardroom.” Another wrote, “We deserve leadership that listens to drivers, not just corporate lobbyists.”

But can a petition of this size truly disrupt what many see as a predetermined process?

Leadership Shifts in the FMCSA

As of now, the FMCSA is led by Deputy Administrator Vinn White, who has been at the helm since June 2024 following the departure of Robin Hutcheson. White, previously the Department of Transportation’s Acting Chief Artificial Intelligence Officer, brings a technological and policy-driven background to the role. Other key players include Executive Director and Chief Safety Officer Sue Lawless, responsible for crafting safety policies, and Brenna Marron, Associate Administrator for Governmental and External Affairs, who oversees legislative and external policy coordination.

Is a Sounding Board Enough?

There’s speculation that FMCSA may be seeking fresh faces for advisory roles or think tank-style positions, potentially as a way to placate the trucking community without giving them real decision-making power. While some see this as a step in the right direction, others argue it’s merely symbolic—a “soundboard” that allows drivers to speak but not truly be heard. As one petition commenter noted, “We don’t need another think tank. We need change where it matters—in policy and enforcement.”

What Happens When the Bar Keeps Lowering?

By focusing on identity over competence, we’re inadvertently signaling that the job is too hard for certain groups unless the system changes to suit them. This narrative is not only untrue but also unfair to the hardworking men and women who meet the industry’s demands every day without special considerations. The reality is simple: if someone—regardless of gender—cannot meet the job’s requirements, the solution isn’t to lower the bar. It’s to help them develop the necessary skills or acknowledge that trucking might not be the right fit for them.

Moreover, continually altering standards for specific groups introduces a slippery slope. First, we compromise on language proficiency. Next, we make adjustments for gender-specific concerns. What’s next? If the industry keeps bending to accommodate individual needs, we’ll soon find ourselves leaning on autonomous assistance—not because technology is better, but because we’ve stripped the job of its core values: self-reliance, competence, and resilience.

A Call for Unity and Practical Solutions

This is not an argument against inclusivity—it’s an argument for fairness and practicality. Instead of dividing the industry with identity-driven policies, we need to focus on solutions that benefit all drivers equally. For example:

• Universal Safety Improvements: Better parking and rest stop security benefit everyone, not just women. Let’s frame these improvements as what they are: necessary for all drivers.
• Strict Accountability: Harassment has no place in trucking. Policies addressing misconduct should apply universally, with clear accountability for offenders, regardless of who the victim is.
• Focus on Core Competencies: Rather than altering training standards for specific groups, let’s ensure that every driver—man or woman—is equipped with the skills and knowledge to succeed.
• Uplift, Don’t Divide: Celebrate the contributions of all drivers, emphasizing shared challenges and shared successes. This approach strengthens the industry by fostering unity rather than division.

A Stronger Industry Requires Stronger Standards

Trucking is a backbone industry, not a platform for social experiments. While inclusivity and safety are critical, the focus must remain on maintaining high standards and ensuring fairness for all drivers. If a woman can’t meet the job’s demands, she shouldn’t be on the road—just as the same applies to men. This isn’t discrimination; it’s respect for the profession.

At the end of the day, trucking isn’t about gender, identity, or accommodation. It’s about doing the job and doing it well. Let’s focus on solutions that make the industry better for everyone, not just a select few. Because when we prioritize fairness and competence, we create a stronger, safer, and more united trucking industry.

This article was inspired after reading the FMCSA report and the discussion it sparked. These are just my thoughts—A Driver’s Perspective.

LEASE PURCHASE- PROGRAMS ( TLTF? )

Are They Helping Drivers or Holding Them Back?

From A Driver’s Perspective, the question of whether lease-purchase programs in trucking help drivers achieve ownership or trap them in debt remains highly debated. Critics often highlight the programs’ pitfalls, while others argue they provide an accessible pathway to becoming an owner-operator. Recently, the Federal Motor Carrier Safety Administration’s Truck Leasing Task Force (TLTF) issued a report recommending significant reform—or an outright ban—of these programs.

A Broken Promise of Ownership?

Lease-purchase programs are marketed as an affordable way for truckers to lease a truck while working under a carrier, with the promise of eventual ownership. However, the TLTF’s findings tell a different story: fewer than 1% of participants successfully complete their agreements and own their trucks. Many drivers face hidden costs, unclear terms, and financial burdens that make success nearly impossible. The TLTF labeled these programs “fraudulent and oppressive,” citing examples of drivers failing to build equity in their trucks while remaining under carrier control. For many, this dream of ownership turns into a nightmare.

A Better Model: My Experience with SFI and Mercer

Not all leasing options are created equal. I lease my truck through SFI and have it leased onto Mercer, a setup that has allowed me to run my business with transparency and control. Here’s why this partnership works for me:

SFI’s Advantages:

• Flexible Options: SFI offers different down payment choices, and you can select between new and used trucks based on your budget and needs.
• Driver-Focused Trucks: Their semis are designed for fuel economy and driver comfort, which is essential for long-haul trucking.
• Experience and Support: SFI’s connection to a well-established carrier ensures they have the expertise to guide drivers toward making sound business decisions.

What Mercer Brings to the Table:

• Quick Payments: Mercer pays within days of delivering a load and provides half the load payment upfront for fuel once the load is picked up. This greatly helps with everyday expenses.
• Fuel-Saving Program: Their excellent fuel-saving program reduces costs, a critical advantage for owner-operators..
• Network and Flexibility: With direct shippers and brokers across the country, Mercer ensures
  consistent freight in preferred lanes.
• Support and Respect: Mercer’s professional office staff offers guidance when needed but always respects your independence as a business owner.

Together, this arrangement gives me the flexibility and support I need to succeed, with the added benefit of being able to move my truck to another carrier if necessary.

Recommendations for Reform

The TLTF proposed several changes to protect drivers in lease-purchase programs, such as:

• Requiring carriers to disclose earnings and expense projections upfront.
• Providing whistleblower protections for drivers.
• Mandating audits to ensure compliance with labor and financial regulations.
• Developing educational resources to help drivers fully understand agreements.
  Final Thoughts

While many carrier-run lease-purchase programs face legitimate criticism, independent leasing arrangements
like my setup with SFI and Mercer show that success is possible with the right partners. By prioritizing transparency,
flexibility, and support, these companies provide the tools drivers need to thrive.
If you’re considering a lease, I highly recommend SFI for their clear terms, flexible options, and expertise, as well as Mercer for their reliable
payment system, fuel-saving program, and professional support. With careful research and the right partners, you can
build a successful business and avoid the pitfalls of traditional lease-purchase programs.

TRUCKING NEWS RECAP

This article was inspired after reading the Transport Topics article on the FMCSA’s Women of Trucking Advisory Board, and this is just my opinion—Will Cook “A Driver’s Perspective.” Recap from Last Week’s Trucking News: Universal Safety Over Selective Solutions The trucking industry has once again shifted its focus toward inclusivity, this time with recommendations from the FMCSA’s Women of Trucking Advisory Board (WOTAB). Their report outlines measures aimed at addressing safety concerns and workplace issues specific to women drivers, including better parking options, harassment policies, and accountability measures for carriers. While these initiatives may seem like progress on the surface, they reveal a deeper problem: the overemphasis on identity-driven solutions that risk fragmenting the industry rather than uniting it.

Safety is a Universal Right, Not a Selective Priority

Let’s start with the basics: if trucking isn’t safe enough for women, it’s not safe enough for anyone. The focus on gender-specific safety measures is problematic because it assumes that male drivers don’t face the same risks. Unsafe parking areas, harassment, and poor working conditions are industry-wide issues. Yet framing these problems as uniquely affecting women diminishes the shared struggle of all drivers and ignores the fundamental truth: safety is universal.
Trucking isn’t about gender—it’s about the job. Solutions shouldn’t be tailored to one group at the expense of others. Instead, they should address the core challenges that every driver faces. By framing safety improvements as “for women,” we risk alienating other drivers, especially men, who also face dangerous conditions every day.

Competence, Not Identity, Should Drive the Industry

The report’s recommendations seem to suggest that women need special accommodations to thrive in trucking. But this assumption underestimates the resilience and capability of both women and men in the industry. Trucking is not an impossible job—it requires common sense, a decent work ethic, and basic skills. Those who meet these requirements, regardless of gender, should be treated equally under a universal standard.

We’ve already seen compromises for immigrant drivers who struggle with English proficiency or cannot pass a CDL exam. Now, the focus shifts to accommodations for women. While inclusivity is important, continually reshaping the industry to meet the needs of specific groups dilutes its standards and undermines its professionalism. If this trend continues, we risk creating a workforce that relies on constant interventions and accommodations, leaving the industry weakened and less capable of meeting its demands.

What Happens When the Bar Keeps Lowering?

By focusing on identity over competence, we’re inadvertently signaling that the job is too hard for certain groups unless the system changes to suit them. This narrative is not only untrue but also unfair to the hardworking men and women who meet the industry’s demands every day without special considerations. The reality is simple: if someone—regardless of gender—cannot meet the job’s requirements, the solution isn’t to lower the bar. It’s to help them develop the necessary skills or acknowledge that trucking might not be the right fit for them.

Moreover, continually altering standards for specific groups introduces a slippery slope. First, we compromise on language proficiency. Next, we make adjustments for gender-specific concerns. What’s next? If the industry keeps bending to accommodate individual needs, we’ll soon find ourselves leaning on autonomous assistance—not because technology is better, but because we’ve stripped the job of its core values: self-reliance, competence, and resilience.

A Call for Unity and Practical Solutions

This is not an argument against inclusivity—it’s an argument for fairness and practicality. Instead of dividing the industry with identity-driven policies, we need to focus on solutions that benefit all drivers equally. For example:

• Universal Safety Improvements: Better parking and rest stop security benefit everyone, not just women. Let’s frame these improvements as what they are: necessary for all drivers.
• Strict Accountability: Harassment has no place in trucking. Policies addressing misconduct should apply universally, with clear accountability for offenders, regardless of who the victim is.
• Focus on Core Competencies: Rather than altering training standards for specific groups, let’s ensure that every driver—man or woman—is equipped with the skills and knowledge to succeed.
• Uplift, Don’t Divide: Celebrate the contributions of all drivers, emphasizing shared challenges and shared successes. This approach strengthens the industry by fostering unity rather than division.

A Stronger Industry Requires Stronger Standards

Trucking is a backbone industry, not a platform for social experiments. While inclusivity and safety are critical, the focus must remain on maintaining high standards and ensuring fairness for all drivers. If a woman can’t meet the job’s demands, she shouldn’t be on the road—just as the same applies to men. This isn’t discrimination; it’s respect for the profession.

At the end of the day, trucking isn’t about gender, identity, or accommodation. It’s about doing the job and doing it well. Let’s focus on solutions that make the industry better for everyone, not just a select few. Because when we prioritize fairness and competence, we create a stronger, safer, and more united trucking industry.

This article was inspired after reading the FMCSA report and the discussion it sparked. These are just my thoughts—A Driver’s Perspective.