What CDL training schools in Texas are required to provide

All CDL training programs must meet federal Entry Level Driver Training standards. This means new drivers must complete an approved program before taking the CDL skills test.

Training must include

• Pre-trip inspection training
• Basic control skills such as backing and maneuvering
• On-road driving instruction
• Safety regulations and operating rules

Schools that are not registered to provide this training cannot qualify drivers for testing.

How long does CDL training take in Texas

Most CDL training programs in Texas are designed to be completed relatively quickly.

Full-time programs often take about three to four weeks, though some programs run longer depending on structure and the amount of driving time included. Part-time programs may take longer depending on scheduling.

How much does CDL training cost in Texas

Training costs vary depending on the type of school and the amount of driving time included.

Most programs fall within a range of

• Approximately 3,000 to 7,000 dollars for full training

Lower cost programs may offer less driving time, while higher cost programs may include more instruction or job placement support.

Examples of CDL training schools in Texas

Drivers have access to private CDL schools and community college programs across the state.

Commonly known CDL training schools include

• Roadmaster Drivers School with locations in multiple Texas markets
• Houston Community College CDL program
• Tarrant County College CDL training program

In addition to schools, some carriers offer sponsored CDL training programs in exchange for a work commitment after licensing.

What drivers need before starting CDL training

Before enrolling, drivers must meet basic requirements.

These typically include

• A valid driver’s license
• Passing a medical exam
• Obtaining a Commercial Learner’s Permit
• Meeting age requirements for the type of driving planned

Some endorsements may require additional background checks.

What to look for in a CDL training school

The most important factor in choosing a school is the amount of real driving time.

Drivers should evaluate

• Hours of behind-the-wheel training
• Instructor experience
• Equipment condition
• Job placement support

Programs that focus heavily on classroom time without enough driving practice may leave drivers unprepared.

How CDL training connects to job opportunities

Many CDL schools in Texas have relationships with carriers that hire new drivers.

Some programs offer job placement assistance, while others connect drivers directly with companies after graduation. Carrier-sponsored programs may require a work agreement after training is completed.

Frequently asked questions

Q: Do drivers have to attend a CDL training school in Texas?
Yes. Federal rules require new drivers to complete an approved training program before taking the CDL skills test.

Q: How long does CDL training take in Texas?
Program length varies. Many full-time programs run around three to four weeks, while others take longer, depending on the structure and driving time included.

Q: How much does CDL training cost?
Costs typically range from about 3,000 to 7,000 dollars, depending on the program.

Q: Can CDL training be paid for by a company?
Some carriers offer sponsored training or tuition reimbursement in exchange for a work commitment.

Q: What is required before starting CDL training?
Drivers need a valid license, a medical exam, and a Commercial Learner’s Permit.

CDL training schools in Texas provide a direct path into trucking, but program quality varies. Choosing a school with strong driving time and job connections can make the difference between getting licensed and being ready for real work.

Author: Truck Drivers USA Editorial Team

The Truck Drivers USA editorial team creates practical, driver-focused content covering industry news, regulations, and real-world topics that impact drivers on and off the road. Each article is written to provide clear, accurate information that drivers can use.

Last updated: April 15, 2026

The post An Aspiring Truck Driver’s Guide to CDL Training Schools in Texas appeared first on Truck Drivers USA.

What are chameleon carriers, and how do they work

Chameleon carriers are trucking companies that change their name and federal registration to avoid enforcement tied to safety violations. Instead of correcting issues, one company is dissolved, and another is created with a new identity and a clean record.

“Chameleon carriers are basically a network of companies, and they constantly reincarnate, and the idea is we are revenue-focused, we are going to start this trucking company, we are going to run it into the ground to make as much money as we possibly can,” said trucking safety consultant Rob Carpenter.

This process removes prior violations, crashes, and compliance history from public view.

Why is this a growing issue in trucking

The scale of chameleon carrier activity is significant based on industry estimates.

Carpenter said that out of approximately 700,000 trucking companies, an estimated 10 percent to 20 percent may be operating somewhere along the spectrum of chameleon carrier behavior.

This allows companies with repeated violations to continue operating without long-term accountability.

How companies can restart so quickly

Starting a new trucking company requires minimal time and cost.

“You can start it from anywhere in the world. $1,000, pay online, say you are who you say you are, and you’ve got a trucking company,” Carpenter said.

In some cases, a new company can be operational in a matter of weeks with a new Department of Transportation number and no visible safety history.

What drivers reported about working conditions

Drivers connected to these operations described conditions that raised safety concerns.

Daniel Sanchez, a driver who worked within one of these networks, said, “They’d have me go out and do anything to get the money, no matter what the risk.”

He also described being pushed to continue driving beyond safe limits, including extended hours behind the wheel.

How pay and contracts were described by drivers

Drivers involved in ongoing legal action described multiple pay-related concerns.

These included

• Deductions for leases, insurance, and repairs
• Changes to rate confirmation documents that reduced pay
• Situations where drivers reported finishing pay periods with little or no earnings

In one case, Sanchez said he returned home with “negative” pay after expenses.

How safety records can be reset

Chameleon carriers avoid enforcement by resetting their safety record through new registrations.

This can involve

• Changing company names
• Assigning trucks to new DOT numbers
• Continuing operations with the same drivers and equipment

This process allows prior violations and crash history to be disconnected from the new company identity.

Why enforcement remains limited

Oversight resources remain limited compared to the size of the industry.

The Federal Motor Carrier Safety Administration has approximately 350 investigators overseeing around 700,000 trucking companies.

Regulators have stated that improving how companies enter the system is a key focus moving forward.

What drivers and industry stakeholders should watch for

Drivers and companies can reduce risk by identifying patterns associated with these operations.

Warning signs may include

• Frequent company name or ownership changes
• Unclear or changing pay structures
• Pressure to exceed legal driving limits
• Lack of transparency in contracts

Recognizing these patterns early can help drivers avoid higher-risk operations.

What this means for the industry

Chameleon carriers highlight ongoing challenges in enforcement and oversight within the trucking industry.

Regulators are working to improve systems and increase oversight, but the issue remains tied to how easily companies can reenter the system after violations.

Frequently asked questions

Q: What is a chameleon carrier?
A chameleon carrier is a trucking company that changes its identity to avoid safety violations and enforcement actions.

Q: Why are chameleon carriers a concern?
They can continue operating after serious violations, increasing the risk on the road.

Q: How do they avoid detection?
They register new companies with new DOT numbers that do not reflect past violations.

Q: Can drivers be affected financially?
Yes. Drivers have reported pay deductions and contract issues in some cases.

Q: What should drivers do before joining a company?
Drivers should review the company history, contracts, and pay structure carefully.

Chameleon carriers are a safety and enforcement issue that directly affects drivers, carriers, and the public. Understanding how these operations work helps reduce risk when evaluating job opportunities or partnerships.

Author: Truck Drivers USA Editorial Team

The Truck Drivers USA editorial team creates practical, driver-focused content covering industry news, regulations, and real-world topics that impact drivers on and off the road. Each article is written to provide clear, accurate information that drivers can use.

Last updated: April 15, 2026

The post How Chameleon Carriers Are Evading Safety Rules and Putting Truck Drivers at Risk appeared first on Truck Drivers USA.

When should truck drivers negotiate pay?

Drivers should negotiate pay before accepting an offer, not after starting. This is when carriers have the most flexibility, although some larger carriers may work within fixed pay ranges.

Negotiation also happens when switching companies or moving into different freight types, such as tanker or specialized loads.

Waiting until after onboarding usually limits options to small adjustments or scheduled raises, so the best time to speak up is before you agree to the offer.

What parts of truck driver pay matter most

Truck driver pay includes multiple components, and focusing only on CPM often leads to lower total earnings.

The key areas include

• CPM, which means cents per mile, and is the base rate for most drivers
• Detention pay, which covers time waiting at shippers and receivers
• Layover pay for delays between loads
• Stop paying for multiple deliveries
• Bonus structures tied to safety or performance

A driver earning 0.60 per mile with weak detention pay may take home less than a driver earning 0.55 per mile with stronger accessorial pay, which is why total compensation matters more than the headline rate.

What drivers should focus on when negotiating pay?

Drivers should focus on the parts of the pay package that have the biggest impact on weekly income.

Key points to focus on

• CPM range based on experience
• Detention pay start time and hourly rate
• Average weekly miles for the lane
• Bonus structure and how it is paid

Looking at these together gives a clearer picture of what the job will actually pay week to week.

What drivers should know before talking to a recruiter

Drivers who prepare before negotiating are more likely to get better offers.

Before the call, drivers should know

• Their average weekly miles
• Their safety record and any violations
• The type of freight they have handled
• Current market ranges for their experience level

Experienced drivers with two to five years and a clean record often fall between 0.55 and 0.70 per mile, depending on freight and region, so having these numbers ready makes the conversation more productive.

How to negotiate CPM without getting shut down

Asking for a higher CPM without context usually leads to rejection.

A better approach is to connect the request to a measurable value.

For example, a driver can explain consistent miles, a clean safety record, and experience with time-sensitive freight. This gives the recruiter a reason to justify a higher rate.

Even a three-cent increase at 2,500 miles per week adds nearly 3,900 dollars per year, which shows how small changes can add up over time.

How to negotiate detention pay and waiting time

Unpaid time is one of the biggest losses for drivers.

Detention pay often starts after two hours, but this varies by carrier.

Drivers should ask

• When detention pay begins
• The hourly rate
• Whether it is automatically tracked or requires approval

Improving detention pay from zero to 20 dollars per hour for five hours per week can add over 5,000 dollars per year, making it one of the most overlooked areas of income.

How route type affects your real income

Pay is tied to the type of route, not just the rate.

OTR, which means over the road, may offer higher mileage but more time away from home. Regional routes often provide steadier schedules with fewer miles.

Dedicated routes offer consistency but may limit earning potential depending on the lane, so the best option depends on how a driver wants to balance time and income.

What drivers should ask before accepting an offer

The right questions reveal how the pay actually works.

Drivers should ask

• What is the average weekly mileage for this lane
• How often do drivers wait between loads
• How is detention tracked and paid
• Are bonuses realistic or difficult to reach

These answers often reveal more about real earnings than the base rate alone.

Common mistakes that cost drivers money

Many drivers lose income by overlooking details in the offer.

Common mistakes include

• Accepting the first offer without negotiating
• Looking only at CPM instead of total pay
• Ignoring unpaid time
• Not asking about real miles versus advertised miles

These small details can change annual income by thousands, especially over a full year of driving.

What strong negotiation actually looks like

Strong negotiation is direct and based on facts.

Drivers should clearly state their experience, reference their performance, and ask specific questions about pay structure.

Recruiters are more responsive to drivers who understand their value and communicate it clearly, which often leads to better offers.

Frequently asked questions

Q: Can new drivers negotiate pay?
Yes. New drivers have less leverage, but they can still ask about bonuses, route types, and pay for extra time.

Q: How much can experienced drivers negotiate?
Experienced drivers can often increase pay by several cents per mile or improve detention and bonus structures depending on demand and qualifications.

Q: What is CPM in trucking?
CPM stands for cents per mile and is the base rate drivers are paid for each mile driven.

Q: Is detention pay worth negotiating?
Yes. Detention pay can add thousands per year and is often overlooked in pay discussions.

Q: What matters more than CPM?
Total compensation, including miles, detention pay, and bonuses, matters more than CPM alone.

Negotiating truck driver pay is about understanding the full pay structure and asking the right questions before accepting a job. Drivers who take the time to do this consistently earn more over time.

Author: Truck Drivers USA Editorial Team

The Truck Drivers USA editorial team creates practical, driver-focused content covering industry news, regulations, and real-world topics that impact drivers on and off the road. Each article is written to provide clear, accurate information that drivers can use.

Last updated: April 13, 2026

The post How to Negotiate Truck Driver Pay and Actually Increase What You Take Home appeared first on Truck Drivers USA.

If you are required to keep a Record of Duty Status (RODS), you are generally required to use an ELD.

An electronic logging device (ELD) connects to a truck’s engine and records driving time, engine hours, vehicle movement, and location. It replaces paper logbooks with a digital record that can be reviewed during inspections. These devices must meet federal technical standards and be registered for use.

Who has to use an ELD?

Most drivers operating commercial motor vehicles in interstate commerce are required to use an ELD.

This typically includes drivers who:

• Operate vehicles over 10,001 pounds
• Cross state lines or haul freight that is part of interstate commerce
• Are required to maintain Hours of Service logs

This applies to most long-haul drivers and many regional drivers.

Who is exempt from ELD rules?

Some drivers are not required to use an ELD even if they operate a commercial vehicle.

Common exemptions include:

• Drivers who use paper logs no more than 8 days within any 30 days
• Short-haul drivers operating within a 150 air-mile radius who return to the same reporting location within 14 hours
• Driveaway-towaway operations where the vehicle being driven is the load
• Vehicles with engines manufactured before model year 2000

Even with an exemption, drivers may still need to follow Hours of Service limits.

What is the short-haul exemption?

The short-haul exemption allows certain drivers to avoid keeping a full Record of Duty Status.

To qualify, you must:

• Stay within a 150 air-mile radius of your reporting location
• Return to that location at the end of your shift
• Complete your workday within 14 hours

If you go beyond these limits, you must begin recording logs and may be required to use an ELD.

What do ELDs actually track?

ELDs automatically record key data tied to vehicle operation.

They record:

• Driving time when the vehicle is moving
• Engine hours
• Miles driven
• Vehicle location at duty status changes
• Vehicle location at engine power-up and shutdown
• Vehicle location at 60-minute intervals while driving
• Duty status selections made by the driver

Drivers are responsible for selecting the correct duty status, including on-duty, off-duty, and sleeper berth.

How do ELD rules affect your driving hours?

ELDs do not change Hours of Service limits, but they make those limits strictly enforceable.

The main HOS rules include:

• Up to 11 hours of driving after 10 consecutive hours off duty
• A 14-hour on-duty window
• A 30-minute break after 8 hours of driving
• A 60 or 70-hour limit over 7 or 8 days

Because ELDs track driving automatically, once you reach your limit, you must stop driving.

What are personal conveyance and yard move?

ELDs include special driving categories that must be used correctly.

Personal conveyance is off-duty driving for personal use only. It cannot be used to move a load forward or extend available driving time.

Yard move is on-duty, not-driving time used when moving a vehicle within a yard, terminal, or private property.

Misusing either status can lead to violations even if the total hours appear compliant.

Can logs be edited in an ELD?

Yes, but edits are controlled.

Drivers can edit their own logs to correct mistakes. Carriers can suggest edits, but drivers must review and accept or reject those changes. All edits remain in the record, and the original log is not deleted.

What happens if your ELD malfunctions?

If your ELD stops working, you can switch to paper logs temporarily, but you must follow specific steps.

You must:

• Inform your carrier within 24 hours
• Reconstruct your logs for the current day and the previous 7 days
• Continue recording your hours manually
• Ensure the ELD is repaired or replaced within 8 days

Failing to follow these steps can result in violations.

What are supporting documents?

Supporting documents are records used to verify your log entries.

These include:

• Fuel receipts
• Bills of lading
• Dispatch records
• Toll receipts

Carriers must keep these records, and they may be used during audits or inspections to confirm that your logs match your actual activity.

What happens during a roadside inspection?

During an inspection, an officer may request your logs.

You must be able to:

• Display your logs on the ELD screen
• Transfer logs electronically through email or web service

If you have supporting documents with you, an officer may also request to review them. Your logs must be current and accurate at the time of inspection.

Where drivers get in trouble with ELDs

Most violations come from small mistakes rather than big misunderstandings.

Common issues include:

• Forgetting to change duty status at the right time
• Misusing personal conveyance to extend driving time
• Running too close to the 14-hour limit without planning ahead
• Not keeping logs current throughout the day

ELDs leave very little room for error. Once your time is gone, you cannot adjust it later, so planning matters.

What are the penalties for ELD violations?

Violations can lead to fines, out-of-service orders, and safety score impacts.

Common violations include:

• Not using an ELD when required
• Falsifying logs or making improper edits
• Missing or incomplete records
• Driving beyond allowed Hours of Service limits

Repeated violations can affect both the driver and the carrier.

Frequently asked questions

What is an ELD?
An ELD is a device connected to a truck’s engine that automatically records driving time and replaces paper logbooks.

Do all drivers need an ELD?
No, but most drivers who must keep Hours of Service logs are required to use one unless they qualify for an exemption.

Can you still use paper logs?
Yes, but only under limited exemptions or during a temporary ELD malfunction.

What is the short-haul exemption?
It allows drivers to operate within a 150-mile radius and complete their shift within 14 hours without keeping a full log.

What happens if your ELD stops working?
You must switch to paper logs, reconstruct recent logs, and have the device repaired within 8 days.

ELD rules are meant to make Hours of Service tracking consistent and enforceable. Once you understand what the device records, how exemptions work, and where mistakes usually happen, it becomes easier to stay compliant and avoid violations.

Truck Drivers USA Editorial Team

The Truck Drivers USA editorial team creates practical, driver-focused content on CDL requirements, safety regulations, pay trends, and daily operations. Each piece is written to provide clear, accurate information drivers can use on the road and in their careers.

Last updated: April 13, 2026

The post What Truck Drivers Need to Know About ELD Rules and Staying Compliant on the Road appeared first on Truck Drivers USA.

For more than a decade, parking has remained one of the most persistent problems tied to freight movement. Lost time searching for a safe place to stop cuts into productivity and adds pressure to already tight schedules. The issue has also been linked to serious safety concerns when drivers are left with no option but to park in unsafe or unauthorized locations.

Longstanding Problem With No Quick Fix

The scale of the problem has drawn attention at the highest levels. The National Transportation Safety Board took the unusual step of backing legislative action after investigating a fatal crash involving a truck parked along a highway shoulder.

“It appears that essentially the same obstacles we were facing two decades ago are the same obstacles we’re facing today,” NTSB member Thomas Chapman said. “It’s a funding issue. I’m guessing in some respects, it might be more than funding. It could be available space, but this is a problem that has been around for a long time, and it’s only getting worse.”

Funding Moves Forward but Gaps Remain

A federal spending package signed in February included $200 million dedicated to expanding truck parking. While that investment marks progress, it does not come close to solving the shortage on its own.

Beyond funding, another challenge continues to slow expansion efforts. Many communities and local decision makers still do not fully understand how truck parking impacts safety, freight efficiency, and local economies. Even when awareness exists, projects can face resistance at the local level.

New Study Aims to Quantify the Impact

The Federal Motor Carrier Safety Administration is now preparing a study designed to put hard data behind what drivers already experience on the road.

On April 6, the agency published a notice in the Federal Register requesting input for a study focused on measuring the real world benefits of adding truck parking capacity.

According to FMCSA, “there is a lack of research on the actual precise monetary benefits of new truck parking spaces.” The goal is to build a clearer picture that can support future decisions and funding efforts.

What Drivers Will Be Asked

The study will gather detailed input on how parking shortages affect daily operations. Drivers will be asked about how often and how long they:

• Park in unauthorized locations
• Shut down early to secure a spot
• Leave planned routes to find parking
• Push hours of service limits while searching for space

This level of detail is intended to capture the real cost of the issue, from lost time to safety risks. The results will be combined with other research to help guide where new parking should be built and how those projects are presented to local communities.

Why Participation Matters

The effectiveness of the study depends on how much real world input it receives. Data collected from drivers will shape how the issue is understood by policymakers, planners, and private investors.

Public comments on how the study will be conducted are due May 6. To submit a comment, click here or go to Regulations.gov and enter Docket No. FMCSA-2025-0787.

A Chance to Influence What Comes Next

Parking shortages are not new, and neither are the challenges tied to solving them. What may change is how the issue is documented and presented moving forward.

By contributing feedback, drivers have an opportunity to put real experiences into the data being used to guide future decisions.

The post Federal Push to Address Truck Parking Shortage Turns to Driver Input appeared first on Truck Drivers USA.

This year’s event will take place June 25 through June 27 at Bristol Motor Speedway, a venue widely known as “The Last Great Colosseum.” The location is no stranger to large-scale events, hosting everything from major racing series to football matchups and concerts. It also features one of the largest outdoor center-hung four-sided video screens in the world, along with an on-site campground for attendees.

Those planning to enter will want to move quickly. Early registration gives participants access to a reserved parking space and the ability to choose a preferred judging time, according to event organizers.

Sign-ups will stay open until 4 p.m. Central on June 26, or until the field reaches its 125-truck limit, whichever comes first.

The competition continues to draw attention across the trucking world, known for highlighting both appearance and the work behind the wheel. According to a news release, SuperRigs remains one of the industry’s premier events, bringing together the best-looking and hardest-working trucks on the road.

Participants this year will be competing for more than just recognition. The event will award over $25,000 in cash and prizes across more than 20 categories, including the top honor of Best of Show.

In addition, 12 drivers will earn a spot in the 2027 Shell Rotella SuperRigs Calendar, a feature that has become a goal for many entrants over the years.

The event is open to the public and designed to be family-friendly, offering a chance for attendees to get up close with custom rigs and meet the people behind them.

Winners in each category will be selected by a panel of judges, while the Shell Rotella team will determine which trucks make it into the annual calendar.

With limited entry spots and added incentives for early sign-up, this year’s show is expected to fill quickly as anticipation builds for Bristol.

The post SuperRigs Heads to Bristol as Registration Opens for 44th Annual Show appeared first on Truck Drivers USA.

Perfect Your Yard Arrival Timing

Arriving too early for your appointment slot guarantees a long wait. Most yards operate two-hour receiving windows, so call dispatch 30 minutes out to confirm your exact time. Time your approach to hit the first 15 minutes of that window. Park nearby if you run ahead and use that time productively.

Industry logistics surveys show drivers who sync arrivals this way reduce waits by 45 percent. That shifts typical three-hour delays into 30-minute unloadings that keep your whole day flowing smoothly.

Monitor Yard Congestion Live Through Apps

Trucker Path and TruckYards provide real-time updates from drivers already in line. Check these apps 10 miles from your drop to spot trouble early. A red flag showing over 20 trucks waiting means find another route. Green status with fewer than five trucks signals smooth entry.

Operational data confirms that yards with fewer than five trucks waiting cut idle time by 75 minutes per stop. Connect these apps to your ELD so smart routing decisions automatically improve your on-time delivery scores.

Turn Drops Into Immediate Backhauls

Deadheading home empty after delivery wastes fuel and miles. While approaching the receiver, text or call about available outbound loads matching your trailer type. Many shippers prefer releasing freight to drivers already on site rather than scheduling separate pickups.

Transport Topics reports shippers offer 20 percent more backhauls to drivers, confirming availability during drops. This practice transforms yard waiting into paid running miles. Build a contact list of 10 regular yards for quick coordination.

Pre-Clear Paperwork With Receiving Clerks

One mile from the gate, call the receiving clerk using the contact info from your load documents or the DAT load board. Provide your load number, shipper name, and piece count immediately. This pre-logging eliminates paperwork delays at the check-in window.

ATRI driver surveys found 68 percent of yards process these pre-notified trucks 45 minutes faster than walk-ins. Keep the call under two minutes with just the essential details for maximum impact.

Book Off-Peak Drop Windows Whenever Possible

Most yards see heavy congestion from 7 to 10 AM and 10 PM to midnight. The 2 PM to 4 PM window often runs lighter after lunch rushes end but before evening shifts gear up. Work with dispatch to schedule repeat customers during these quieter periods.

Journal of Commerce operational analysis shows that off-peak scheduling delivers 1.8 fewer wait hours weekly. Review next week’s loads every Sunday night to swap appointments into optimal windows.

Claim Every Minute of Detention Pay

Federal regulations under 49 CFR Part 395 require detention pay after two hours of unpaid wait time. Log every delay exceeding 30 minutes in your ELD with timestamped photos of the truck line. Compile weekly totals and submit to dispatch every Friday.

Overdrive magazine carrier audits confirm 40 percent of drivers successfully recover $200 to $400 weekly using this photo-documented approach. A simple spreadsheet tracking date, yard location, and duration strengthens every claim.

CDL A local truck drivers gain immediate control over yard delays with these six strategies. Start with the app checks or dispatch timing calls this week. Consistent use builds steadier schedules, bigger paychecks, and more predictable home time.

The post Quick Tips Local Truck Drivers Can Use to Skip Long Yard Waits appeared first on Truck Drivers USA.

Based in Arlington, the organization continues to recognize individuals who advance the industry through leadership, performance, and day-to-day contributions that keep freight moving.

“Part of WIT’s mission is to recognize women for their career accomplishments, their meaningful impact on the success of their companies, and their contributions to the industry at large,” said Jennifer Hedrick, CAE, WIT president and CEO. “These 75 professionals exemplify the mission, vision, and values of the Women In Trucking Association and truly are impressive women to watch in our industry.”

How the List Is Selected

The recognition comes from the editorial team at Redefining the Road, the official magazine of WIT. Honorees are chosen based on their character and what they have accomplished over the past 12 to 18 months.

According to Brian Everett, group publisher and editorial director, the program has recognized standout professionals in trucking for nine years. Over that time, it has grown into a benchmark for identifying leaders across all corners of the business.

A Look at Where These Leaders Work

This year’s group reflects just how broad the trucking industry really is. The women recognized represent motor carriers, third-party logistics providers, equipment manufacturers, private fleets, technology companies, and professional service firms.

Their roles cover a wide range of responsibilities, including:

• Corporate management
• Operations and fleet oversight
• Sales and marketing
• Human resources and driver support
• Safety and compliance
• Technology and engineering
• Professional driving and maintenance

For drivers and industry stakeholders, that range matters. It shows how many different roles come together to keep trucks moving safely and efficiently every day.

2026 Top Women to Watch in Trucking

The full list of honorees for 2026 includes:

• Ana Maria Arce, senior manager corporate sustainability & governance, Bridgestone.
• Allison Athey, vice president, vocational sales, Daimler Truck North America.
• Jessica Bareford, director, sales training & enablement, Estes Express Lines.
• Sophia Bernard, member partner, Taylor Nelson Slattery Bernard PL.
• Molly Borkgren, enterprise account executive, 3PL, XPO Inc.
• Gina Bowker, PDC manager – Renton, PACCAR Parts.
• Lesley Boyd, vice president, operations & dedicated implementation, Lew Thompson and Son Trucking.
• Shahera Brailey, engineering manager, senior, International.
• Lori Brooks, vice president, marketing & customer experience, ArcBest.
• Wanda Brooks, compliance manager, R.E. Garrison Trucking Inc.
• Maggie Burns, director – national accounts west, Old Dominion Freight Line.
• Stacia Capponi, vice president of client services, Conversion Interactive Agency.
• Kate Chauvin, senior director of client operations, Ancora Training.
• Alison Cochran, assistant chief engineer, Peterbilt Motors Company.
• Lisa Cook, district sales manager, ThermoKing.
• Eileen Dabrowski, founder & CEO, Apex Tide Consulting.
• Heike Dasilva, group director of national sales, Ryder System Inc.
• Tammy Deschler, field operations & safety specialist, YMX Logistics.
• Rachael Doyle, executive vice president, client services, Fleetworthy.
• Tamara Draeger, CEO, Cannonball Express Transportation.
• Alicia Echols, director, safety & compliance, Bennett Heavy & Specialized LLC.
• Lisa Fingard, vice president – HR, TransX Ltd.
• Shaneka Fredrick, director II, operations, J.B. Hunt Transport Services Inc.
• Michelle Gentile, vice president – vehicle supply, Penske Truck Leasing.
• Amber Harbold, regional terminal manager, Quality Carriers Inc.
• Melinda Herrera, district health & safety manager SOCAL, UPS.
• Allison Hughes, contractor relations manager, Bennett Motor Express LLC.
• Natalie Jackson, senior tractor technician, J.B. Hunt Transport Services Inc.
• Chelsey Johnston, director, HR, XPO Inc.
• Shanna Kearns, vice president of corporate accounting, Peach State Truck Centers.
• Tysha Kendall, driver, tractor-trailer, WM.
• Jessie Kilgore, customized solutions manager, FedEx Freight.
• Lori Kincannon, CRO, McKinney Trailers.
• Kimberly Knight, president & CEO, Kim’s Trucker Services LLC.
• Maribeth Knueve, senior vice president of sales & marketing, Marten Transport Ltd.
• Renee Krug, CEO, Transflo.
• Julie Lawson, credit & risk manager, Direct Traffic Solutions.
• Michelle LeBlanc, CEO & founder, Drop & Hook.
• Andrea Lewis Browne, supply chain manager & quality manager, Great Dane.
• Shantel Lockett, vice president, controller, Trimac Transportation.
• Keinna McKnight, senior vice president of HR, Clean Harbors.
• Rhonda McKown, group technical safety engineer, Ryder System Inc.
• Gerri McLamb, director of transportation, Performance Foodservice – Virginia.
• Donna Miller, senior vice president, Liberty Career Finance.
• Tracey Miller, director of recruiting, Tri-National Inc.
• Amy Molski, national sales manager, Echo Global Logistics.
• Maeve Mueller, IT security & governance, Bridgestone.
• Jaime Oglesby, on-site trainer (lead driver), TA Dedicated.
• Liz Ormond, senior director, parcel transportation, Walmart.
• Maegan Ortega, HR director, Kenworth Truck Company.
• Lisa Paul, executive vice president, transportation practice leader, Alliant Insurance Services Inc.
• Katy Payne, operations manager, Truck Drivers USA.
• Brigid Plamondon, key account manager, C.H. Robinson.
• Kristyn Popejoy, director of NA materials, Peterbilt Motors Company.
• Angela Prill, vice president – intermodal network management, Schneider.
• Michelle Randazzo, CFO, Daimler Truck North America.
• Becky Reynolds, transportation manager, Dot Transportation.
• Christa Rugova, senior director, business support services, PLM Fleet.
• Nicole Sapienza, managing member, Coastwide Marine Services LLC, Evans Network.
• Susan Scott, senior key account manager, Circle K Pro.
• Shelley Sheagley, senior vice president, products, Aurora Parts.
• Shayna Sweet, manager of dealer services & operations administration, Fleet Advantage.
• Samantha Thompson, vice president, customer success & fleet telematics, Penske.
• Lesley Veldstra Killingsworth, vice president of pricing & market strategy, Polaris Transportation Group.
• Rachel Wagner, senior project engineer – vehicle programs, Kodiak AI.
• Becki Wagoner, vice president of strategic innovation & technology, May Trucking Company.
• Mandy Wells, vice president, finance, Great Dane.
• Katie White, vice president, labor, employment, ethics & compliance counsel, RXO.
• Melissa Wiesheier, district manager, WM.
• Amanda Worthen, director of driver employment, Roehl Transport.
• Cassie X. Lee, director of national accounts – Kenworth, PACCAR Financial Corp.
• Tiffini Young, VP of customer service & planning, Bay & Bay Transportation.
• Jessica Yurko, director of marketing, The Evans Network of Companies.
• Holly Zandstra, CFO, Weller Truck Parts.
• Rebecca Zeman, functional lead, enterprise transformation, International.

Why This Matters for the Industry

For drivers, fleet managers, and decision makers, recognition like this highlights the people shaping how the industry operates today. From safety programs to fleet efficiency, from driver training to technology, these roles influence what happens both on the road and behind the scenes.

This year’s program is sponsored by XPO Inc., and those recognized will be featured in an upcoming edition of Redefining the Road magazine as well as online here.

The post WIT Names 2026 Top Women to Watch in Trucking appeared first on Truck Drivers USA.

Plenty of guys do this successfully when they know the numbers and timeline upfront. You end up with steady miles and control over your schedule.

Gain Road Time and Nail Your Credentials

Log at least one year as a company driver before chasing owner-operator trucking jobs. That builds your safety record and lane smarts, which insurers reward with lower rates. A single violation can bump premiums by 50 percent or more.

Secure your Class A CDL with endorsements for the freight you want, like tanker or hazmat. Entry-Level Driver Training through FMCSA-approved schools runs $200 to $500 and preps you for the skills test every state now demands.

Draft Your One-Page Business Plan

Target 2,500 to 3,000 weekly miles at $1.50 to $2.00 per mile after fuel for $8,000 to $12,000 monthly gross. Single-truck setups often clear $150,000 year one with consistent owner-operator trucking companies.

Account for truck payments at $1,500 monthly, insurance $700 to $1,200 per month, fuel 25 percent of revenue, and maintenance $0.15 per mile. Update weekly and cut freight that misses your profit line.

Form Your Business and Secure Legal Authority

Sole proprietorship starts cheaply at under $50. LLCs cost $100 to $500 by state and guard your personal assets better.

Apply for a free USDOT number at FMCSA, then an MC authority for $300. Tack on UCR at $59 minimum for one truck, BOC-3 agent $50 to $100, and free IFTA signup for fuel taxes. Total stays under $1,000.

FMCSA audits new entrants in 12 months, so keep logs spotless.

Break Down Startup Costs Precisely

Line up $15,000 to $25,000 cash before dispatching one truck aside. Used semis go $40,000 to $80,000, trailers $20,000 to $30,000. Insurance averages $8,000 to $15,000 yearly with 25 percent down.

Add ELD $20 monthly, load boards $35 to $150, and three months’ reserves $5,000 to $10,000. First year totals $110,000 to $190,000 when done right.

Get Insurance and Financing Sorted

Quote $1 million liability for interstate, though owner-operator trucking companies often require $2 million. Clean records land $8,000 annual through specialists.

Banks want 10 to 20 percent down at 5 to 7 percent over five years for a $60,000 truck. Dealers approve quicker at higher rates. Provide insurance to FMCSA before activating the authority.

Lease-On or Go Independent

Lease to carriers for quick loads and 70 to 90 percent linehaul pay. Perfect for steady owner-operator truck jobs while you stack cash in regional lanes.

Going independent brings higher rates through load boards, though you handle dispatch yourself. Try leasing six months first, then strike out solo to land the best owner-operator jobs.

Set Up Operations Gear

ELD for hours rules cost $20 to $50 monthly. Drug consortium runs $100 to $200 yearly.

IRP plates match state miles, and IFTA files quarterly fuel taxes. Follow FMCSA’s new entrant checklist for audit success.

Grab Loads and Keep Growing

DAT and Truckstop boards match freight fast. Hit shippers direct at stops for 5 to 10 percent better pay.

Hold the cost per mile under $1.20 daily for profit. Repeats turn good runs into reliable owner-operator truck jobs. Search ‘owner operator trucking jobs near me’ today to get your operation started.

The post How to Start Your Owner-Operator Trucking Business From Scratch appeared first on Truck Drivers USA.

Inspection Summary

From January 1 through February 14, CVED officers conducted 6,455 commercial vehicle inspections. These inspections resulted in 653 drivers being placed out of service and 752 vehicles being removed from operation. Inspectors also recorded 49 oversize violations and 278 overweight violations. Maintaining compliance with regulations remains critical for drivers and fleets to stay on the road safely.

Human Trafficking Awareness Campaign

During the week of January 12 to 16, ISP CVED participated in the Commercial Vehicle Safety Alliance Human Trafficking Awareness Campaign. Officers used this initiative to identify potential risks and support safe operations across the trucking industry.

Winter Storm Response

Between January 25 and 28, CVED personnel responded to the aftermath of a severe winter storm. During that time, officers investigated 131 vehicle crashes and answered 2,342 calls for service. These efforts were beyond their normal duties, demonstrating the division’s commitment to public and driver safety even under challenging conditions.

Maintaining Compliance

These results emphasize the importance of proactive compliance for all truck drivers. Staying current on vehicle maintenance, weight limits, and safety standards can prevent being placed out of service and protect drivers’ ability to operate efficiently.

The post Indiana State Police Shares Early 2026 Commercial Vehicle Enforcement Results appeared first on Truck Drivers USA.