Intro To Trucking: What It’s Really Like Trucking, Part 31
A Bit Of Independence
By Timothy D. Brady
Note: We interview two truckers monthly, changing names/details so they remain anonymous. But rest assured, they’re real.
July: celebrating our nation’s independence. The ideal of becoming a truck driver is to gain some of that ‘American independence’. Is that actually attainable for a trucker?
While driving a truck, what three things give you a feeling of independence?
Naomi: 1. Not punching a time clock … sure, we have to be on time, but I set my hours.
2. The view out my office window!!! The change of scenery is amazing; keeps things from being monotonous.
3. Not having to listen to office gossip. Life has so much less drama!
Ben: I don’t have a boss over me all the time. Most of the time I choose my delivery time. Even though I’m a company driver, at times I get to choose where I want to go.
What’s the most demanding part of your job?
Naomi: Being sure you make your pickups and deliveries on time. Yes, we have lots of freedom in this lifestyle (aka ‘job’) but you MUST be on time!
The other is traffic … four wheelers who are just totally clueless and distracted.
Ben: Safety is most demanding and important. You have to be on top of it ALL the time.
What three things could your carrier do to provide you with more independence?
Naomi: 1. Not allow brokers to call every hour or 3 or even every day. I HATE brokers checking every 10 minutes by calling me.
2. Pick the load or area of the country you want. (I already have this)
3. Pick your routing. Not have to follow a set route or fuel solution. (I already have this)
Ben: There’s not much more they can do; they’re doing just about everything possible.
What top three things could the government and FMCSA do to make driving safer while providing you greater independence?
Naomi: GIVE ME BACK MY OLD 34-HOUR RESET RULE!!! The HOS now make me more tired; making me run recap vs. reset. I ran recap for 6 weeks; not one day off and no reset. I was beat by the time I took my home-time. The rule of 168 hours between resets is absolutely asinine. Who are they to tell me when and where I am tired and need to rest? I’m also unable to get a run to somewhere I really want and just reset to spend time. Now it really has to be planned out.
Ben: More flexibility on HOS. Stop adding and changing laws and rules that make my job more difficult, confusing and stressful. Get on the shippers and receivers for running our hours down to next to nothing and then making us leave the property.
Naomi: Moved into a brand-new truck. In 30 days, I was down seven. Blew a radiator hose in NM; another in CA. An electrical gremlin in the dash still isn’t completely fixed. I have rubber ducks that were floating on my floor from various leaks. The new-fangled seat has blown an airline in 2 separate places, costing 2 days each in the shop. New trucks suck ’til all the bugs are worked out.
Ben: I got a ticket in a large city. When I call the number provided, I can’t get anyone in the court clerk’s office to answer or return my calls, so I can at least see what my options are.
Naomi: Being asked by family about trucking school for a friend. Had him call me; I told him all I could and, most importantly, study – even gave him websites – before he left for school. He didn’t study – he failed, then blamed me. He really wanted a local job anyway and as a new driver that’s nearly impossible; most companies want a minimum of 2 years OTR.
The second is, CLOSE YOUR CURTAINS IF YOU’RE GONNA GET FRISKY WITH YOUR SIGNIFICANT OTHER. I pulled into a truckstop about midnight to park and there was a couple across from me getting busy completely naked. … My dash cam got a porn video. SO CLOSE YOUR CURTAINS!
Ben: Freight’s picked up and I’m running more. Busy, busy, busy. Not sure that’s interesting, but my pay check is better, and I find that both desirable and interesting.
Advice for someone just finishing school to gain the independence he/she desires?
Naomi: This is more than a job, it’s a lifestyle. Be patient with companies: you’re new; don’t start making demands right out of school. You have to EARN your right for those jobs where you’re home nightly.
After you have some time under your belt, start looking for a company that fits your needs. They do exist. But you have to earn your way into them.
Ben: When you go to work for a company, be honest and up front with them. Be very nice and respectful to your dispatcher. Find out when his/her birthday is and order a pizza on that day. I promise you, good things will happen. You’ll get more choices and better miles.
Here’s to your future great loads and great roads.
Driver-Focused Blog Offers Timely, Targeted Content
By Tom Kelley
Last year, Randall Reilly, parent company of Student Driver Placement and several other trucking industry publications, launched a group of driver-focused blogs. Each of the blogs is featured on one of the company’s online driver recruiting sites. The flagship of the recruiting sites is OTRProTrucker.com.
The industry’s best drivers aren’t usually looking for a new job every day, so we’ve worked to provide a reason to visit OTRProTrucker.com between job searches. By turning a driver into a regular visitor to the site, the best job-hunting technology in the industry will always be just one click away whenever it’s time to look for a job.
As part of the team developing timely, targeted content for OTRProTrucker.com, I work to bring an original perspective to the site with two uniquely-themed regular columns. “The Spin Room” features analysis and commentary of the politics affecting truckers, and “Weekend Wheels” offers quick-take reviews of what to drive when you’re not driving your rig.
As somebody who started out under the truck, then behind the wheel, the perspective in the Spin Room is focused on looking out for the driver.
The carriers, regulators, unions and law enforcement are all quite ably represented by professional advocates. But all to often when it comes to politics, the driver’s voice is lost in the clamor. The Spin Room offers a chance to learn about and comment on the political news that affects men and women behind the wheel.
In addition to fresh original content from award-winning contributors, we’ll also be scouring the web to link readers with content covering several topics from across the internet. The “Road Rules” category provides links to the web’s top regulatory news each week; and “Tech Trends,” connects drivers to the latest news about their favorite personal-tech gadgets.
Top driver-oriented content is how we keep drivers visiting and coming back to OTRProTrucker.com. In today’s 24/7 online world, we don’t rely on delivering content just once a month, or even once a week, so we work to deliver fresh content Monday through Friday, every week.
Our team brings decades of combined experience to OTRProTrucker .com, offering hands-on knowledge of topics including trucks, driving, fleet operations, technology, online publishing and social media, just to name a few.
Like most blogs, OTRProTrucker.com offers the ability to comment on any posted content, as well as the ability to like, link or pin the content on various social media sites.
By the time you’re far enough through your training to be looking for a driving job, you should have a pretty thorough command of what’s required for a pre-trip walk-around inspection, but that is just the bare minimum standard, not necessarily the best you can do. There are certain systems that should be subjected to expanded scrutiny when you inspect your truck, because if you don’t find the problem, you can bet there’s a roadside inspection officer somewhere out there who will find the problem.
The Commercial Vehicle Safety Alliance (CVSA) is an association of law enforcement officials responsible for motor carrier safety laws. The CVSA North American Standard Inspection program includes the following items for a vehicle compliance inspection:
Defects in many of these areas may cause the vehicle to be placed out-of-service, requiring adjustment, maintenance, or repair on the spot, before the vehicle can be returned to operation on public roads.
While this list represents the standard, some state motor vehicle codes specify additional criteria that can result in a truck being placed out-of-service.
With the exception of instantaneous failures caused by abuse or abnormally high shock loading, most problems that will render a truck out-of-service will show visible symptoms well before the breakdown actually occurs. Spotting a potential component failure before a trip is far less expensive than waiting and having the breakdown occur on the road. Not only is the cost of a field service call and/or a towing bill eliminated, but the potential for lost revenue can also be avoided.
How It Works: A Bright Idea
Truck Lighting (Finally) Meets The 21st Century
By Tom Kelley
Even though many components have continually evolved since trucks first hit the road, one key part remained frozen in time until late in the twentieth century. At the same time as engines became computerized, transmissions became synchronized, and suspensions gained sophisticated air systems, truck lighting changed very little.
Because delivery schedules don’t always fit conveniently between the hours of dawn and dusk, lighting is just as important as horsepower to the operation of a truck.
Light Emitting Diode (LED) lamps were originally developed for turn, stop, tail and marker lamps, but are now being used throughout the truck. The LEDs use far less power and have a greatly extended the lifespan compared to conventional incandescent lamps. Increased resistance to vibration is also a benefit.
Most LED lamp assemblies use several individual LEDs to generate light, so a complete instantaneous failure is unlikely. While initial cost is higher than that of incandescent units, the total lifecycle cost, including replacement and labor cost, is competitive.
One of the newer developments in LED lighting technology has been the addition of white LED lamps to the original red and amber offerings. This has allowed LEDs to move inside the truck or trailer for use in interior lighting fixtures. Compared to incandescent and fluorescent interior lighting, the LED lamps perform better in cold environments such as those found in refrigerated bodies/trailers.
In just the last decade, LED technology has broken through the final frontier on trucks to become available for headlamp applications. With a projected life-span measured in years rather than hours, the LED headlamps are said to provide daylight clarity in pre-dawn/after-dusk operations.
While LED lamps were quite expensive when they first debuted in stop/tail/turn applications – leading to a bit of a problem with theft of the lamps – mass production, wider acceptance, and economies of scale have driven down the purchase cost dramatically. When the LEDs reduced maintenance costs are factored in, they are quickly eliminating any cost advantage once held by traditional incandescent lighting.
Cover Story: Randall-Reilly Announces 2014 Mike O’Connell Memorial Trucking’s Top Rookie Program
Three years ago, Randall-Reilly Recruiting Media launched a Trucking’s Top Rookie contest to increase pride and professionalism among new drivers, and promote the truck driving career choice during a severe shortage of drivers. Through its many trucking periodicals and industry partners like Shell ROTELLA, Progressive Insurance, Pilot Flying J and Rand McNally, Randall-Reilly has been able to promote the contest and to recognize 99 nominees thus far.
“We’ve had great response to the Trucking’s Top Rookie contest thanks to our sponsors and support from association partnerships with TCA, ATA, CVTA, and NAPFTDS,” Scott Miller, Senior Vice President, Sales for Randall-Reilly, said. “With $25,000 in cash and prizes plus more time for entries, this year’s contest promises to be bigger and better. We hope to have 50 nominees in 2014.”
The winning driver’s award is being renamed to honor Mike O’Connell, the former Executive Director of CVTA, who first suggested that Randall-Reilly pursue an entry-level driver recognition program. Any CDL holder who has graduated from a PTDI certified, or NAPFTDS or CVTA member driver training school within the past year and has been employed by a trucking company for less than one year, is eligible for the Mike O’Connell Memorial Trucking’s Top Rookie award.
Nominations may be made by motor carrier employers, training organizations, and/or other interested parties. There is a standardized nomination form, which can be completed online at http://www.truckload.org/rookie between May 1 and June 27, 2014
An expert panel of judges, which includes representatives from motor carriers, suppliers, trade associations and driver training schools, will identify 10 finalists. The winner will be interviewed by Eric Harley on RedEye Radio Network and will be recognized during a press conference at the Great American Truck Show in Dallas, TX.
The winner will also receive: a $10,000 check; a custom plaque from Award Company of America, a division of Randall-Reilly; a RoadPro Getting Started Living On-The-Go Package; $1,000 cash and 100,000 MyRewards points from Pilot Flying J; a GPS unit from Rand McNally; an American Trucking Associations “Good Stuff Trucks Bring It” package, and a dash camera from Cobra Electronics.
The other nine finalists will receive $1,000 and a similar prize pack. Please nominate your deserving drivers today!
Web Roads: Retread Revamp
TRIB Updates Site, Goes Mobile
By Tom Kelley
One of the most misunderstood elements in trucking operations today is the use of retreaded tires. Retreading is a process where a used tire, after careful inspection, gets a new tread surface applied, allowing the tire’s foundation, or “casing,” to serve multiple lives before disposal.
To address the widespread lack of knowledge about retreads, the Tire Retread & Repair Information Bureau (TRIB) was formed by many of the key players in the tire manufacturing and retreading industry. The TRIB website at www.retread.org serves as a repository of tire retreading information, and a link to reputable retailers.
According to Managing Director David Stevens, “TRIB is a non-profit trade association established in 1974 to promote the positive economic and environmental benefits of tire retreading and proper tire repair. We support an industry that delivers immense environmental benefits through the safe retreading of tires. In addition, the industry helps commercial and public fleets, including federal, state and local governments save money through the cost-effective use of retreaded tires.”
Recently, TRIB launched their newly redesigned website at www.retread.org. “We’ve used the latest in website technology to redesign our website to accurately and professionally represent our industry, as well as make it easier for users to find all the great content we offer,” said TRIB Managing Director David Stevens. “With the continued growth of smartphone web-browsing, we’ve also invested in the website to create a mobile-optimized version for our users.”
Some of the major features of the new website include:
* – A “Learn More” section devoted to educating the public about the retread and repair industries and dispelling common myths.
* – A Resources section that includes: all TRIB Educational Videos, Recommended Links, Downloadable Government Studies concerning retreading, a Retread Tire Buyer’s Guide, and other articles and information for the retread and repair industries.
* – A safe and secure online store for the purchase of materials from TRIB, including: Understanding Retreading Brochures, Industry Recommended Practices, Training Programs, and other reference documents.
* – A simple way for users to look up DOT codes and find retreaders.
* – A mobile-optimized version of the website that presents TRIB’s content in easy-to-navigate ways for smartphone users.
“Anyone who’s not looking at retreaded tires as part of their overall tire program is throwing money down the drain,” says Stevens. “Retreaded tires can save up to 60% compared to the cost of a new tire, and they can be run at the same speeds and same load capacity as new tires.”
Editor’s Note: This is the final installment in a three-part series. If you missed the March and/or April issues, you can read them online by clicking the In The Magazine tab at www.studentdriverplacement.com
A few more points from our veteran trucker who’s a trainer for new OTR drivers.
“I can’t tell you how many times a new driver’s taken off a hood mirror, caught a bumper, or dragged a trash can. That’ll set all the other drivers laughing. Prevent something like that by using your eyes like you were an owl – look all around, every direction. Then ease into your turn or back.
And don’t go barreling through a truckstop or delivery dock area like you were still on the interstate. A tired driver walking into the restaurant, or a forklift operator could accidentally veer into your lane, and the aftermath is a tragedy.
Believe it or not, I left a new driver at a truckstop once. He wouldn’t listen to me; said I was harping on everything he already knew, and cussed me out every chance he got. He was really hot-headed – he’d cuss out other drivers, too, flip them the bird, always on his horn. Finally I called Safety and said, “Wish him luck getting the truck back without a wreck, because I’m bailing. He’s not going to take me down with him.” Safety had him wait overnight at the same truckstop and they sent out another trainer. I got my gear and spent the night at a nearby motel. He wasn’t out on his own more than three months before he totaled his truck; nearly totaled himself too. Don’t be a smart-ass who knows everything.
Learn to stay calm and even-tempered when a car driver cuts you off or another truck’s going too slow. Avoid heavy traffic when you can, by waiting for rush hour to be over, or get going to your destination before it’s in full swing. Work with your HOS and EOBR – they aren’t going away. Don’t ever drive and be shooting the bull on your phone, either. Even with hands-free – a voice in your ear or in your cab is still a distraction.
Drive so when I meet you again, I’ll shake your hand and say, ‘Welcome to a very exclusive club – of professional drivers.’ ”
Introduction to Trucking: What It’s Really Like Trucking, Part 29
Stop and smell the flowers
By Timothy D. Brady
Moving into May and spring’s in full swing, flowers blooming, grass turning green; truckers have more time to enjoy the world outside their trucks. Let’s see what our two truckers do with free time OTR.
What are three non-trucking activities you enjoy when you have free time on the road?
Naomi: 1.Scrapbooking – I keep a small bag with me and do a page each week. Photography is a passion of mine. I have pics printed from my phone; just bought a very nice camera and have been taking a ton of pics.
2. Watching a movie snuggled up with my husband.
3. Playing with Princess Paws (aka my dog!).
Ben: Calling family and friends; catching up with them. I have an astronomy app on my Kindle and like to check out the stars when they’re visible. I also have a few interesting games on my laptop. What’s been the most interesting, fun activity you’ve done to date while OTR?
Naomi:Two: indoor cart racing in California, and the rose gardens and Japanese gardens in Fort Worth, Texas.
Ben: I haven’t really done much that was ‘interestingly fun.’ I drive and then go on break. I don’t go far from my truck. What one place have you traveled past that you’d like to return and explore when you have the opportunity?
Naomi: NIAGARA FALLS; Meteor Crater and West Yellowstone to snowmobile.
Ben: Portland, Maine. I’d like to go eat a fresh lobster on the coast, looking at the ocean. I traveled through there about 3 months ago. Best ways to find an extracurricular activity you can enjoy while taking a 34-hour restart?
Naomi: Be creative, look online, ask the cashiers and wait staff.
Ben: I’ve taken 99% of my 34-hour restarts at home. But I would get on Google and find a good restaurant and movie theater nearby, and go eat and watch a movie. New challenges?
Naomi: Starting a new job. Although I was very happy where I was, I became disillusioned with some things that have been happening. No raises for drivers. Must run a set amount of miles per month to keep the insurance. The new dispatcher was rarely in the office and not working for me. Keeping drivers who dropped trailers or put trucks in the ditch to be towed out, then covering it up. Just was tired of the crap. So, I found a new company. I think we’ll be much happier there.
Ben: Mainly dealing with this weather. It has been a rough challenge; a tough winter and real learning experience. Interesting experiences?
Naomi: LOL! Donner in a snowstorm with chains on and high winds. That was so much fun.
Getting very, very ill in California – took a cab to the hospital; found out I had pneumonia. And all the idiot dispatcher could say was, “Text – when will you have your load delivered?” He couldn’t have cared less about my health. That was really the straw that broke the camel’s back.
Stopping to take pictures in west Yellowstone. I only took 15 minutes, but it was worth every minute.
Ben: Ihad a breakdown. It took six hours to get a mechanic out to me to fix the truck. And he brought the wrong part. By then I was out of hours to drive, so I had to get a tow. It took 3 hrs for the tow truck to show up. When he got the truck on the hook and ready to roll, I told him I was gonna get my phone out of the truck. He said OK – when I got in my truck to grab my phone – he took off. So I got to ride in my truck while he towed me. By the way, he didn’t take his time. At one point we were doing 80, according to my navigation! Advice for someone just finishing school about taking time to smell the flowers.
Naomi: You have to relax and take a breather. So what if you’re running early; they most likely won’t take your load early, so blow that 15 minutes or an hour to do something you love. You’ll go stir-crazy if you don’t find a way to relax.
Ben: Ask people who are from the area you’re in what there is to do that’s interesting. Google search places. But try to stay out of trouble.
Here’s to your future great loads and great roads.
Although a truck’s basic “foundation” braking system should be sufficient for stopping the truck without any augmentation from a retarding system, many factors can limit the basic system’s performance.
Heat is at the top of this list.
When the truck is operated within the limitations of the foundation braking system, factors including the mass of the braking hardware and airflow past that hardware combine to dissipate that heat sufficiently to maintain the braking system performance.
But once you add a maximum-weight load and a long downgrade to the picture, additional braking is necessary. If all of the additional braking is provided by the foundation brakes, they are also required to dissipate the additional heat. Keeping that additional heat from exceeding the limitations of the system requires one of two solutions, either using much larger brakes, or descending at a much slower average speed.
According to the manufacturers of the “Jake Brake,” when operating at maximum weight on a 6% downgrade, the maximum safe speed for a truck without any supplemental retarding is about 6 MPH.
To augment the foundation brakes, the truck’s engine can be used to absorb some of the energy, but only if the transmission is kept in a lower gear, which again means operating at a lower average speed during the descent.
Because a diesel engine is designed primarily to produce power rather than absorb it, by itself it’s not the best way to augment the foundation brakes. With this in mind, some of the early diesel engine pioneers developed the means to temporarily turn the engine into a compressor, which is a far better consumer of energy than an engine.
By making the engine better at absorbing power, the truck can safely maintain a higher average speed without any increase in the size of the foundation brake hardware. That same truck that had to slow down to 6 MPH without a retarder, can safely descend the same grade at approximately 41 MPH when equipped with a Jake Brake.
The engine brake or exhaust brake hardware that makes this all possible is part of a larger category of products collectively referred to as “retarding” systems. Although they are certainly among the most popular choices, engine and exhaust brake systems are not the only way to augment the foundation brakes.
Another way to use the drivetrain for retarding purposes involves adding an hydraulic turbine either just ahead or just behind the truck’s transmission. The hydraulic turbine uses the same basic technology as a typical window fan. If a stream of hydraulic fluid is directed at the fan in the opposite direction that the fan is spinning, the fan will slow or stop.
Already quite popular in heavy off-road equipment, Allison offers hydraulic retarders on some of its automatic transmissions for Class 8 trucks. The benefits to using a hydraulic retarder include minimal outside noise during operation, and easy management of the heat created in the retarding process. Additionally, a hydraulic retarding system can produce more braking horsepower than most other alternatives.
While engine, exhaust and hydraulic retarders can augment the foundation brake system at every drive axle position, there are electric retarding systems that can even be used at non-drive axle positions, including those on the trailer. An electromagnetic retarder works on the same principle as an electric generator.
Although electric retarding systems have long been popular in Europe, they are beginning to be integrated with hybrid drivetrains here in North America. In the hybrid system, the electricity created in the retarding process is stored in batteries, and then when the vehicle is accelerating, the retarder’s “generator” windings are reversed, turning it into an electric motor which augments the primary powerplant.
Unfortunately, the volume required by the batteries for a system on a Class 8 truck is such that storing the energy would be impractical, so the electric retarders for this application just route the energy to a resistive coil where it’s dissipated as waste heat.
At present, engine and exhaust brakes have the lion’s share of the North American retarder market because the hardware involved is lightweight, and the absorbed energy is easily managed. However, that’s not to say that these systems are without a few problems.
One of the biggest problems with exhaust brakes is that an unfortunate minority within the driver and owner-operator community insist on unnecessarily misusing the technology as some sort of foolish fashion statement.
These few “bad apples,” who insist on unnecessarily using engine/exhaust brakes on moderate to level terrain in congested urban and suburban areas, many of whom further amplify their ignorance with an illegal exhaust system, have succeeded at inviting additional regulation into our already over-regulated industry. As a result, many communities and regions have prohibited the use of engine/exhaust brakes entirely, even when that use is appropriately conducted.
Career Profile: Bicket Has Trucking In His Blood
Veteran J.B. Hunt driver says he is happiest when on the road
While trucking may be your passion, it doesn’t have to be your life. In fact, life has a funny way of twisting and turning through the decades, and drivers with J.B. Hunt are fortunate that the company offers plenty of options to fit various life situations. Maybe you started out as an over-the-road driver and loved being out for extended periods of time. But then, you met the girl of your dreams, settled down and started a family. Now you can transition into a regional or local driving job and be home for baseball games and dance recitals. As the kids grow up, you think you may want to own your own truck, so you explore the possibilities of J.B. Hunt’s Lease Purchase program. Now, you drive along in your own rig, and you notice the younger guys look to you for driving advice. That’s when you begin to consider management or transitioning into a safety director position. Later, when the nest empties, you may decide to go back out on the road again.
Once you factor in J.B. Hunt’s affordable benefit options and its well-appointed, late-model equipment — not to mention a wide variety of local, regional and over-the-road driving jobs — you can see why many drivers choose the company. Drivers like that J.B. Hunt provides flexibility and the opportunity to take different positions based on their own personal life stages.
Stan Hampton, a 20-year J.B. Hunt veteran, says he’s seen drivers move between positions as their interests and circumstances change. In fact, Hampton has had multiple positions with the company himself — he began as a part-time worker and then moved on to dispatcher, logistics manager, field fleet manager, dedicated division account manager, then regional operations manager before settling in his current position of Vice President of Corporate Driver Personnel.
“There’s really no limit to the possibilities within the company,” Hampton says. “You can transition to the job that fits with your season of life, and J.B. Hunt supports your choices by offering opportunities and training to help you succeed.”
Here is one J.B. Hunt employee who has moved through various paths over his professional career:
Name: Paul Bicket
Location: Cedar Rapids, Iowa
Position: Truck Driver
Time in Trucking: 30 years
Time with J.B. Hunt: 16 years
Paul Bicket says he’s happiest when he’s on the road — after all, he says trucking’s been in his blood since he was a kid. It was only natural that he became a truck driver, and he can’t imagine leaving the road.
“I love what I do and who I drive for, and the company plays a big role in that,” Bicket says. “I look forward to going to work.”
Although Bicket didn’t start out his trucking career at J.B. Hunt, he realized it might be a good choice for him when he saw how many of their trucks passed by his house everyday.
“It was the frequency of their trucks driving by my home,” Bicket says. “I figured if they were there, it would be a good fit. I was right.”
Since joining J.B. Hunt, Bicket has hauled intermodal all 16 years. However, he has appreciated the ability to change terminals and routes as his home life required. When he had a young family, it was good to have a job that allowed him to be home at night and on the weekends. Now that his children are grown, he enjoys the extra pay and challenges that come from a night route.
“Because of their size, J.B. Hunt has a lot of options and flexibility for their drivers,” Bicket says. “It’s a challenge every day, but I think liking your job is important. And that goes for any industry.
“If you’re interested in trucking, I would suggest finding a good carrier like J.B. Hunt,” says Bicket. “Jumping from company to company will ensure you never get top pay. Give it time. So many people think the first year or two is how it’s always going to be.”
It helps to have a company that addresses any issues that come up, adds Bicket. “J.B. Hunt has always tried to meet any needs that come up. Drivers are important to them, and it helps to be appreciated.”
It’s still a two-way street, though, says Bicket. “It’s like a relationship. Don’t get yourself into bad situations. Speak up when problems come up. They don’t want to lose good drivers.”
Initiative and work ethic go a long way as well. “Drive every mile they offer you, and you can make a lot of money,” says Bicket.
As for Bicket, he says he can’t imagine working anywhere else.
“I take every day as it comes,” he says. “Sometimes I think about retirement, but I don’t know if I ever could. I think about how much I would miss the road.”
“It’s been a good trip,” Bicket adds. “I’ve enjoyed every step of the way.”
For your opportunity with J.B. Hunt, call 1-800-297-4321 or visit www.jbhunt.jobs. You can also connect with J.B. Hunt at Facebook.com/jbhuntdrivers.