Nothing says gaudy or weird better than America’s roadside attractions. Over the years, these incredible and oddly placed spots, jutting out like old museums between gas stations and coffee houses, are becoming increasingly rare, but there are still some gems that can’t be missed during a road trip. Many truckers have their favorite roadside attractions. Here are some of ours:

• The World’s Largest Ball of Twine. Tucked underneath a large awning in Cawker City, Kansas, the world’s largest ball of twine was wound by Frank Stoeber starting in 1953 and finished with his death in 1974. It weighs nine tons and is 40 feet in diameter.

• South of the Border. This colorful roadside attraction in Dillon, South Carolina, features a giant statue of mascot Pedro wearing a sombrero, Mexican-themed shops, a huge fireworks shop, and, of course, an amusement park in the middle of nowhere.

• Lucy the Elephant. This giant manmade elephant once served as a real estate sales tool back in 1882. Located in Margate, NJ, she has since been made into a summer home, a bar, and an office. At 65 feet tall, Lucy the Elephant, bedecked in a bright red coat that adorns her back, is hard to miss.

• Devil’s Rope Museum. This McLean, Texas, museum is actually a tribute to barbed wire. It commemorates the wire’s contributions to ranching, warfare, and security. There are literally thousands of strands on display, as well as demonstrations on how to make your own.

• UFO Landing Port. This extraterrestrial landing pad in Green Bay, Wisconsin, on Highway 29 was created by Bob Tohak. Covered in stars and satellites, and featuring a welcome sign for aliens, this port was crafted from scrap iron and empty fuel tanks.

• Fields of the Woods. Located 18 miles west of Murphy on NC-294, this Biblical theme park features the largest Ten Commandments on a hillside, a 50-foot-wide wooden Bible, and an 80-foot altar.

• Largest Ball of Paint. Why not, since we have the world’s largest ball of twine? In 1977 Mike Carmichael started with one drop of paint and has been layering more paint on his multicolored blob ever since. The ball, located in Alexandria, Indiana, weighs over 1,300 pounds and has 20,000 coats of paint.

• Giant Chocolate Moose. Lenny the life-sized moose, crafted meticulously from 1,700 pounds of milk chocolate, sits inside a cool room in Scarborough, Maine. He is the mascot for candy store Len Libby and the subject of hundreds of photographs over the years.

• The Thing. In Dragoon, Arizona, on I-10, a mysterious yellow building advertises “The Thing?” For a dollar, guests can walk through the building and follow a set of yellow footprints to find out what “The Thing” really is.

• Foamhenge. Strange artistic creations abound on highways all over America, and Foamhenge is one of those oddball attractions. Created by artist Mike Cline to mimic the original Stonehenge, this attraction in Natural Bridge, Virginia, is an exact replica built from Styrofoam.

Can’t get enough of these roadside marvels? Wikipedia has compiled a list from several countries claiming to have the largest example of a certain, item, such as the world’s largest oyster and the largest potato. Click here to see an entire list.

What are some of your favorite roadside attractions? Let us – and your fellow truckers – know below!

June 4, 5, and 6th are fast approaching, and for many truckers, that means Roadcheck 2013 will be in their rearview faster than they can switch a blinker on. This initiative is held by the Commercial Vehicle Safety Alliance, and includes the U.S, Canada, and Mexico. If you’re on the road, you could be stopped by an inspector who will be examining your truck to ensure that it’s running safely. These three days can be an anxious time for truckers, because they invest money and time in their trucks and rely on the vehicle as their sole source of income.

So why should you take this Roadcheck seriously? During the last Roadcheck, more than 74,000 inspections were performed. As a result, 22% of trucks were yanked off the road due to safety issues. For some, these few days can be devastating. If you are put out of service, it will cost you an average of $861, which does not include fines or repairs, so that amount may go up significantly.

What the inspectors find or don’t find can impact your CSA scores. Even violations not resulting in an out-of-service order will be counted in the CSA Safety Measurement System. That’s why it’s so important to be proactive and start preparing now.

Some tips on being prepared:

• Make sure your logbooks are current and equipment properly maintained with no violations.
• Share this notice and precautions with your fellow drivers and fleet.
• Most inspections conducted last year were Level 1, so review the protocol for this and be prepared.
• Review pre-trip and post-trip vehicle inspection procedures.
• Be sure drivers possess a VALID Medical Examiner’s Certificate and a VALID operator’s license (CDL) with the proper endorsement from the state of residence on their person.
• Be sure drivers are maintaining CURRENT and LEGIBLE records of duty status to reflect their hours of service, or have the e-log instructional sheet and are aware of how to show an inspector the e-log summary.
• Remind your fleet to perform thorough pre-trip and post-trip inspections, and to only operate vehicles that are well-maintained, safe, and compliant (check hoses, tires, brakes, steering, lights, cargo securement, etc.).

The primary causes for placing vehicles and drivers out of service are brakes and logbooks. Get your brakes checked, then recheck your logbooks.

A pre-trip inspection includes:

Lights/Reflectors (Pre-Trip Inspection)
• Check that all external lights and reflective equipment are clean and functional. Light and reflector checks include:
o Clearance lights (red on rear, amber elsewhere).
o Headlights (high and low beams).
o Taillights.
o Turn signals.
o 4-way flashers.
o Brake lights.
o Red reflectors (on rear) and amber reflectors (elsewhere).
Lighting Indicators (Pre Trip Inspection)
• Test that dash indicators work when the corresponding lights are turned on:
o Left turn signal.
o Right turn signal.
o 4-way emergency flashers.
o High beam headlight.
Clutch/Gearshift (Pre Trip Inspection)
• Depress the clutch.
• Place the gearshift lever in neutral (or park, for automatic transmissions).
• Start the engine, then release the clutch slowly.
Oil Pressure Gauge (Pre Trip Inspection)
• Make sure the oil pressure gauge is working.
• Check that the pressure gauge shows increasing or normal oil pressure, or that the warning light goes off.
• If equipped, the oil temperature gauge should begin a gradual rise to the normal operating range.
Temperature Gauge (Pre Trip Inspection)
• Make sure the temperature gauge is working.
• The temperature should begin to climb to the normal operating range or the temperature light should be off.
Ammeter/Voltmeter (Pre Trip Inspection)
• Check that the gauges show the alternator and/or generator is charging or that the warning light is off.
A Level 1 Inspection checks for brakes, coupling devices, fuel and exhaust systems, lighting, suspension, securement of cargo, steering, suspension, and tires, wheels, rims and hubs.

Are you prepared? Share your thoughts on previous inspections below.

It happens nearly three times a day and costs America billions of dollars a year, but it’s a crime you rarely hear about in the news. Cargo theft is so prevalent it affects nearly every industry and several major states. And if a trucker has a long enough career over the road, odds are he will face the theft of a valuable load.

Nationwide, it is estimated that nearly $35 billion is lost annually due to cargo theft. California reigns supreme as the state with the most reported thefts, followed by Texas, Florida, New Jersey, and Illinois.

Organized crime and money are behind the truck thefts. A typical thief lies in wait at a truck stop while a trucker goes in to clean up or grab a bite to eat. It takes 60 seconds or less, sometimes just 30, before the trucker returns to find his tractor or trailer gone. The thief will simply pull up to the trailer, unhitch it, attach it to his own, and drive away. Or the thief may slip inside the trailer and manually unload the cargo. About 85 percent of all recorded thefts targeted loaded trailers and containers that were stationary and left unattended in unsecured parking areas, such as truck stops, public parking, drop lots, and facility lots.

According to a report from CargoNet, food was the most commonly stolen item, followed by electronics, metals and clothing. The stolen merchandise is hidden in warehouses and then sold for profit.

An article on USNews pinpoints why cargo theft is so popular. “Right now, cargo theft is a low-risk, high-reward proposition because the crime carries minor criminal penalties. Steal a half-million dollars-worth of cargo and a criminal might get six months in jail, according to various law enforcement agencies. Compare that to ten years in prison if a thief gets caught with a half million dollars-worth of cocaine,” Stephen Stock writes.

Here are some tips to prevent cargo theft (or minimize risk):

1. Be on alert in high-risk areas. Don’t leave your cab unlocked or unattended in California, for example. If you have to leave your truck, make sure it’s locked and in a well-lit area in sight of the entrance.

2. Back up your unattended trailer to a wall or dock to prevent someone from getting in.

3. Apply a KingPin lock to your trailer. These locks prevent the theft of dropped-off trailers and unauthorized coupling. These locks, most importantly, are indestructible.

4. Respond immediately. Many cargo thefts go unreported. Call law enforcement as soon as you note any suspicious activity, strange behavior, or missing items from your inventory.

5. Know your supply chain partners. Always ask for proof of identity. Verify the identity of your supply chain partners, such as the carrier and driver scheduled to pick up your cargo before a load is released, and monitor the movement of your goods.

6. Ensure alarm systems are functioning properly. Always test your alarms and have a safety plan ready to go if you suspect theft has occurred.

Do you have tips to prevent cargo theft? Has this ever happened to you? Leave your comments and stories below!

The National Highway Traffic Safety Administration estimates that 100,000 police-reported crashes are the direct result of driver fatigue each year. This results in an estimated 1,550 deaths and 71,000 injuries. Truck drivers are at an even greater risk of driver fatigue since they spend most of their day driving. A recent study published in the Journal of Public Health Policy found that truck drivers surveyed admitted having driven more than the weekly hours-of-service limit of 60 hours over seven days or 70 hours over eight days. Another six percent of the drivers reported they had not violated the hours-of-service law during the current month, but had done so during the previous month. In addition, 19 percent of the drivers stated they had fallen asleep at the wheel one or more times during the past month. Driver fatigue is real, it’s dangerous, and it’s entirely preventable.

The Federal Motor Carrier Safety Administration recognized the need for further studies into truck driver fatigue after a swell of accidents in the ‘80s. The FMCSA completed a slew of driver alertness and fatigue-related studies during the years 1994-1998.

The study was the most comprehensive, collaborative over-the-road study of commercial driver alertness ever conducted.

It involved real revenue runs, 4 different driving schedules, 80 drivers, and more than 200,000 miles of highway driving. Numerous measures were taken of the drivers’ alertness and performance during driving and of their physiology during off-duty sleep periods. Major findings included:

• Driver alertness and performance were more consistently related to time-of-day than to time-on-task. Drowsiness episodes were 8 times more likely between midnight and 6 a.m. than during other times.
• During their daily main sleep period, drivers slept for only about 5 hours, which was 2 hours less sleep than their “ideal” requirement of slightly over 7 hours.
• Drivers’ stated self-assessments of their levels of alertness do not correlate well with objective measures of performance. Drivers were not very good at assessing their own levels of alertness.
• There were significant individual differences among drivers in levels of alertness and performance.

Greatwide takes driver fatigue very seriously. Here are some tips to help prevent fatigue on the road:
• Get enough rest prior to starting your day
• Make sure to get plenty of fresh air while driving
• Don’t depend on coffee or drugs to keep you awake
• During winter, don’t drive with the heater blowing in your face
• Don’t drive with the cab light on, as it strains your eyes and distorts your vision
• During your days off, try to stay on or close to the same sleep schedule you have during work days
• During days off time, don’t sacrifice sleep and rest for chores and hobbies
• Avoid drinking alcohol prior to going to sleep
• Remember the Smith System and Keep Your Eyes Moving!
If you are experiencing fatigue while on the road, try these tips:
• Stop the truck at a safe location
• Take a walk and/or do some exercises
• Freshen up – brush teeth and wash face
• Get a cup of coffee
• Take a power nap
• Eat a healthy snack, like nuts and fresh fruit.

How do you stay awake on the road? Leave your comments and advice below!

Times, they are a-changing. We have better roads, better vehicles, and better drivers. Due to these changes, many issues in the trucking industry have come under scrutiny. Most recently, it is the hours-of-service regulations that have been in the spotlight.

HOS are regulations issued by the Federal Motor Carrier Safety Administration that govern the working hours of anyone operating a commercial motor vehicle. The rules limit the number of daily and weekly hours drivers spend on the road and the minimum amount of time drivers must rest between hauls or shifts. All drivers are required to keep a log of working hours, which is checked by DOT officers at weigh stations or by the highway patrol during stops. While some drivers use a paper logbook, others can use an electronic-on-board recorder (EOBR), which automatically records the amount of time spent driving. Because of the inconsistencies between these two methods of tracking HOS, there is some debate recently as to whether all motor carriers should use an EOBR.

The HOS rules have changed over the years, most recently in 2011. The Department of Transportation decided to take another look at the regulations and lop off a chunk of the number of hours a driver can spend behind the wheel in a week. The impetus behind the changes was a closer look at the impact of driver fatigue. The FMCSA states that the number of hours spent driving has a strong correlation to the number of fatigue-related accidents. According to numerous studies, the risk of fatigue is also greatest between the hours of midnight and six in the morning, and increases with the total length of the driver’s trip. So the redesign of the HOS was intended to prevent more accidents or injuries due to driver fatigue.

The final rule was released in 2011. It reduces by 12 hours the maximum number of hours a truck driver can work within a week. Under the old rule, truck drivers could work on average up to 82 hours within a seven-day period. The new HOS final rule limits a driver’s workweek to 70 hours. In addition, truck drivers cannot drive after working eight hours without first taking a break of at least 30 minutes.

The rule requires truck drivers who maximize their weekly work hours to take at least two nights’ rest when their 24-hour body clock demands sleep the most – from 1:00 a.m. to 5:00 a.m. This rest requirement is part of the rule’s “34-hour restart” provision that allows drivers to restart the clock on their workweek by taking at least 34 consecutive hours off-duty.

Drivers can take the 30-minute break whenever they need rest during the eight-hour window. The final rule retains the current 11-hour daily driving limit, but that could also change, as the FMCSA continues to analyze further risks associated with driving 11 hours per day.

The deadline for compliance is fast approaching. Commercial truck drivers and companies must comply with the HOS final rule by July 1, 2013.

The FMSCA said that the objective of the rule is to reduce both acute and chronic fatigue by limiting the maximum number of hours per day and week that the drivers can work.

In addition, the rule limits the use of the “34-hour restart” to once a week, or 168 hours. If restarts are taken every 6 days, alternating 14 hours on-duty and 10 hours off, a driver would reach 70 hours in less than 5 full days. After a 34-hour break, the driver could then begin this same cycle again, totaling 70 hours on-duty every 6 calendar days, for an average of almost 82 hours per calendar week. So the purpose of the restart rule would be to limit excessive buildup of on-duty hours.

The American Trucking Association flew into action after the rule was proposed, saying it puts onerous restrictions on the driver’s ability to manage their schedules. The ATA claims there is simply no data to support the changes.

“The existing rules have a proven track record, and the agency’s purported reasons for tinkering with them were baseless,” ATA General Counsel Prasad Sharma said in an article on TruckingInfo.com. “We’re hopeful the judges will see through the agency’s mere pleas for deference and after-the-fact explanations for a rule that was agenda-driven rather than evidence-based.”

FMCSA recently denied a request by the ATA to delay the start of the new rules from its scheduled July 1 implementation.

How do you think the new HOS rules will affect the industry and you as a driver? Please comment below!

Mention the words “truck stop” to someone and it will often invoke childhood memories of taking long road trips squeezed in the back of a hot car with the occasional stop to get snacks. The truck stop was a kid’s dream – big diesel engines roaring to life under brightly colored neon lights, rows and rows of candy and chocolate, toys, gifts, postcards, coffee cups and silver spoons commemorating the city, T-shirts, and any kind of potato chip you could imagine. While some of these mom-and-pop truck stops still exist, many of them have been bought and turned into chains. Today we wanted to pay homage to the best truck stops in the nation by compiling a list of truckers’ favorites.

1. Iowa 80, “The World’s Largest Truck Stop.” This trucker heaven, based in Walcott, Iowa, has been in business almost five decades. The building boasts a 300-seat restaurant, 50-ft salad bar, game room, movie theater, driver’s den, barber, dentist, and a state-of-the-art fuel center. Truckers can order any truck part imaginable from the Iowa 80 catalog, or they can take a turn in the trucking museum, which houses antique trucks and memorabilia.

2. Willie’s Place at Carl’s Corner. While this truck stop recently went under due to financial problems, people still buzz about its amazing amenities. Located between Dallas and Ft. Worth on I-35, this place had it all: 13 diesel islands with “BioWillie” diesel fuel, a general store packed with Willie Nelson paraphernalia, and a night life theater featuring live music. Unfortunately, this truck stop never made any money and was forced to close its doors in 2011.

3. Little America. With locations in Arizona and Wyoming, this truck stop is more than just a bunch of restaurants. It’s a conference hotel and a recreation center nestled among 500 acres of ponderosa pine.

4. Bosselman Truck Stop. This Nebraska-based stop-off of I-80 is a favorite of many truckers, who cite the super-clean bathrooms, good food, fun displays, and even a CB shop as proof.

5. Porky’s. Stop here in South Carolina for a bite to eat or stay a few days – there’s enough to keep you busy in the surrounding town. The truck stop features fueling stations, a wedding chapel, a viewing tower, restaurants, antique shops, and an indoor flea market.

6. Jubitz. Lauded as the “world’s classiest truck stop,” Jubitz calls I-5 in Portland, OR, home. It has a great restaurant, a lounge featuring live music and up-and-coming country singers, a Laundromat, medical clinic, deli, and a movie theater.

Do you have favorite truck stop? We’d love to hear all about it!

Truck shows have something to offer everyone in attendance. Traditionally these shows have been conventions about business and recruiting matters related to trucking, but more recently they have evolved to include entertainment and contests. They are educational resources for those wanting to know all the latest trends in the trucking industry, they link business owners to vendors, and they are recruiting grounds for people looking for jobs. But most importantly, they are venues for those in trucking to network, exchange business cards, and talk about ways to become more efficient and productive in the coming years.

While there are countless truck shows held annually, here are some of the top venues. If you go to any this year, at least try to make one of these:

• The Great West Truck Show. Held in Las Vegas from May 30-June 1, the GWTS is for anyone utilizing heavy or medium duty trucks within their businesses, including owner operators, private fleets, company drivers, and for-hire trucking company management. The GWTS claims to be the only major truck show held annually in the western United States. In 2008, over 18,000 people attended the show, which also features a truck beauty competition and 300,000 square feet of trucks, trailers, parts, and services. http://www.greatwesttruckshow.com/2012-great-west-truck-show-information/

• Trucking Virtual Career Fair. Virtual job fairs are typically attended by some of the best carriers in the nation. These fairs allow truck drivers to connect with employers through the Internet at a designated URL. Candidates can have live conversations with recruiters and submit resumes. http://truckingvirtualcareerfair.com/

• The Great American Trucking Show. Held at the Dallas Convention Center from August 22-24, this show is the second-largest trucking trade show. There are more than 500 exhibitors representing truck, trailer, engine, component and parts manufacturers, as well as services catering to the heavy and medium-duty truck industry. Attendees can apply for jobs, attend education seminars, and get the latest updates from industry leaders.  http://www.gatsonline.com/2012-gats-show-information 

• Charlotte Diesel Super Show. This two-day event held annually in October is a place for trucking professionals, enthusiasts, and guests. The weekend is typically filled with truck drags, entertainment, and demos. https://www.dieselsupershow.com/products-page/the-charlotte-diesel-super-show/

• The Mid-America Trucking Show. This Louisville, Kentucky-based show is a huge draw for thousands of trucking professionals. Held March 21-23, it is a forum for the heavy-duty trucking industry, providing face-to-face interaction between industry representatives and trucking professionals. MATS offers concerts, truck beauty contests, seminars, and fleet forums. There’s something for everyone at this show. http://www.truckingshow.com/

What shows have you attended? What did you come away with? We’d love to know your experiences, comments and recommendations!

The Federal Motor Carrier Safety Administration’s Pre-Employment Screening Program (PSP) was created to help motor carriers assess a driver’s crash and serious safety violation history as a method of pre-employment screening. Driving records are pulled from the FMCSA’s Motor Carrier Management Information System.

According to the FMCSA, they developed the program to make driver data available to potential employers, industry service providers, and drivers with the hopes of improving the quality of safety data and helping employers make more informed decisions when hiring commercial drivers. The PSP program is voluntary for both drivers and carriers, and a DMV report must be obtained separately.

Drivers and employers can purchase these records for $10 directly from the PSP site or from another location, such as DriverJobs.com.

When you download your PSP record, it might be blank, or it might have violations, depending on your history. The PSP contains the most recent five years of crash data and the most recent three years of roadside inspection data from the MCMIS system for an individual driver. It ONLY contains MCMIS inspection and crash information that is uploaded to MCMIS by FMCSA federal staff and state partners.

The record displays a snapshot in time, based on the most recent MCMIS data load to the PSP system. Even if you have been in a crash and it wasn’t your fault, the crash will be listed without any determination as to responsibility.

A crash is reported if it involves the following:

• Any truck having a gross vehicle weight rating (GVWR) of more than 10,000 pounds or a gross combination weight rating (GCWR) of over 10,000 pounds used on public highways; OR
• Any motor vehicle designed to transport more than eight people, including the driver; OR
• Any vehicle displaying a hazardous materials placard (regardless of weight). A vehicle discovered to be transporting hazardous materials without a required placard should also be included.

Data collected for the PSP comes from four sources:

• Roadside inspections
• Violations that have already been recorded
• State-reported commercial vehicle crash data
• Motor carrier census data

Ensuring that the information in the report is accurate is very important if you are looking to get hired and you know the carrier participates in the PSP program. If you get your report and notice there are items that aren’t correct, you can dispute the data. This is important to note because reviews of violations that are adjudicated in the state court systems do not automatically result in a change to the report.

In order to have a violation removed from the PSP record, the driver can file a request for data review (RDR) in the FMCSA DataQs system. If the request is granted, the organization responsible for the data makes the appropriate changes. The record is then updated in the MCMIS and within 30 more days it will be reflected in PSP. You can challenge an item in your report by clicking here.

Any challenges to data provided by state agencies must be resolved by the appropriate state agency. Once a state office makes a determination, FMCSA considers that decision as the final resolution.

Many of those who have achieved successful careers in trucking attribute it to becoming owner-operators on a dedicated business model. An owner-operator is a self-employed commercial truck driver or a small business that operates trucks for transporting goods over highways for its customers.

Job security and higher pay are two big reasons drivers choose this career path. According to The Trucker’s Report, thousands of these truckers have found a way of remaining profitable – regardless of a sluggish economy, low freight rates, and high fuel costs.

Those that have achieved success as owner-operators can also go on to become fleet owners. Fleet owners typically purchase, manage, and assist in operating a small fleet of trucks.

The life of an owner-operator is entrepreneurial. There are highs and lows, as with any business venture. If you choose to lease on to a carrier, you can lessen some of the financial hardships and burdens that go along with being fully independent. For example, you can gain access to fuel cards, money transfer systems, consistent load and freight, access to fleet rates on insurance, and company-paid tolls.

Chuck Pearson, a Greatwide owner-operator from Pauls Valley, OK, recently spoke about becoming a profitable owner-operator.

Greatwide: What is it like being an owner-operator?

Pearson: Being an owner-operator means many things. First and foremost, an owner-op is a small business owner.  Small business owners need to know many things about their business and probably the most important thing one needs to know is how to make the business profitable. 

 GW: How does an O/O achieve success?

Pearson: An owner-operator is a small businessperson. The profit or loss of one’s business, regardless if it’s trucking or not, should always be front and center on the radar screen. For an owner-operator, the old adage of “a penny saved is a penny earned” is extremely important. For example, an owner-operator’s number one expense is diesel. So a successful owner-operator is always looking for the cheapest fuel price. Assuming their truck runs 2000 miles a week and gets 6 mpg, that is approximately 333 gallons of diesel per week.  If the owner-operator can save .05 cents on those 333 gallons, he saved money that week and positively contributed to his profitability.

 An owner-operator needs to be familiar with his equipment. If he can fix something himself, he saves money.  Most shops charge at least $80 per hour labor plus mark-up the price of parts the use on one’s truck. Something as simple as replacing an air line and glad hand would probably cost one $130 or so in a shop; the owner-operator can do the same for about $30.

 In a nutshell, in the trucking business as an owner-operator, one of the primary ways you make money really is by saving money and making smart business decisions relative to the operation of your equipment.  Pick good loads, work on your own truck if you have the knowledge and time to do so, be proactive with maintenance, and above all, protect your driving record and be safe.

GW: What other advice would you give to those looking to becoming O/Os?

Pearson: The first thing a new owner-operator does is buy a truck, obviously. Be smart with this decision. There are many, many resources out there for locating new and used tractors. Do not pay, for example, $10,000 more for a truck than what it is worth. I would also suggest not buying a truck if you know absolutely nothing about and do not care to learn about simple mechanics.  If you don’t care to buy a 9/16 wrench and change your own batteries or know how to change a fuel filter, this is not for you – remain a company driver. 

 Being proactive is a big part of success. Have extra air lines, have a good set of tools, have a spare set of fuel filters and air governor, etc. Another piece of advice is to have a mechanic you can trust to do a good job at a fair price. Have that person in your phone directory.

For more information on becoming an owner-operator with Greatwide, please click here.

Every great truck driver has to start somewhere. Typically, beginning your driving career involves getting a commercial driver’s license, or CDL. The CDL certifies that you can legally drive trucks of more than 26,000 pounds hauling capacity.

To get the Class A CDL license, drivers must pass a knowledge and skills test. Drivers will have to take one or more knowledge tests, depending on what class of CDL license and what endorsements they need.

The CDL license knowledge test includes the general knowledge test, which contains general knowledge and safe driving information that all commercial drivers should know regardless of what class of vehicle they intend to operate. Drivers will be tested on subjects such as vehicle inspection, mountain driving, driving in fog, communicating, shifting gears, vehicle control, cargo and weight balance, securing cargo, railroad crossings, and night driving.

The specialized endorsement tests pertain to drivers who operate special types of commercial vehicles. These include:

T - Double/Triple Trailers Endorsement (Knowledge Test only)

P - Passenger Endorsement (Knowledge and Skills Test)

N - Tank Vehicle Endorsement (Knowledge Test only)

H - Hazardous Materials Endorsement (Knowledge Test only)

X – Combination of Tank Vehicle and Hazardous Materials Endorsement

You must pass these tests if you want to add the endorsements. Once the knowledge tests are complete, the driver is eligible to take the CDL skills tests. The driver will be tested on three general skills:

• Pre-trip inspection:  Drivers need to be able to ensure their vehicle is safe to drive. They will perform a complete inspection of a vehicle to demonstrate this knowledge. Tire pressures, turn signals, lights, mirrors, etc.

• Basic control:  Drivers will demonstrate that they can operate the vehicle. They will be asked to operate the vehicle forwards, backwards, and turn it within a defined area. These areas may be marked with traffic lanes, cones, barriers, or something similar.

• Driving:  Drivers will need to demonstrate that they can drive the vehicle properly and safely. They will be presented with a variety of traffic situations that they must maneuver safely. The situations may include left and right turns, intersections, railroad crossings, curves, up and down grades, single or multi-lane roads, streets and highways.

Drivers are required to take these three tests according to the type of vehicle they want to be licensed.

While it’s not required, drivers can choose to attend a truck driving school, where they receive instruction on operating a commercial vehicle and then can sit for the skills and knowledge tests. During CDL training, drivers are taught proper CDL log routines, trip planning & map reading, HazMat regulations, accident prevention, and safety & mechanical issues. But these schools are not cheap. Drivers must weigh their options and choose what fits their schedules and budgets.

If you are a Class A CDL driver and are actively looking for a future, please remember that to work for Greatwide, you must have one year of CDL driving experience within the past five years. Our application can be found at:  www.driveforgreatwide.com

Do you have any advice for those looking to get their CDL?