These crossings are already in use across the United States, and years of monitoring have produced results that go well beyond photographs of animals passing through them. In some locations, researchers have documented tens of thousands of successful crossings alongside substantial reductions in collisions. The findings have helped make wildlife passages a more established consideration in highway planning.

A Highway Doesn’t Erase an Animal’s Migration Route

Wildlife crossings are generally built where roads interrupt established movement corridors. Animals use these routes to reach seasonal feeding areas, breeding grounds, and other habitats, sometimes traveling along the same paths year after year. When a highway divides those areas, the animals may continue crossing at road level, regardless of how much traffic is passing through.

The challenge for transportation agencies is identifying where a dedicated passage will do the most good. Collision records provide part of the picture, but they don’t necessarily reveal every location where animals are attempting to cross. Wildlife biologists also study migration patterns, habitat connections, and the surrounding terrain before engineers determine where a structure can be built.

Arizona’s State Route 260 offers an example of this work. Researchers examined elk and deer movements in the region east of Payson, using their findings to help identify locations for wildlife passages and associated highway improvements. The Arizona Department of Transportation has continued using wildlife movement research to inform projects elsewhere in the state.

Arizona Department of Transportation: Wildlife Connectivity

Colorado’s Highway 9 Project Provides Years of Evidence

One of the country’s best-documented wildlife crossing projects runs along 10.5 miles of Colorado State Highway 9 near Kremmling, where mule deer migrate through the surrounding landscape.

Completed in 2016, the project brought together two overpasses, five underpasses, and fencing along the highway. The fencing was an important part of the work because it helped direct animals toward the crossings instead of leaving them to enter traffic wherever they approached the road.

Researchers recorded 112,678 successful mule deer passages through the seven structures between November 2015 and April 2020. Elk, moose, pronghorn, black bears, and bobcats were among the other animals documented using the corridor.

The safety findings were equally notable. The project’s final monitoring report documented a 92% reduction in wildlife-vehicle crashes and a 90% reduction in recorded wildlife carcasses. Those results reflect the combined crossing and fencing system, not simply the presence of two bridges.

The study also provided evidence that animals were continuing to move between habitats on opposite sides of the highway. That matters because a project that prevents animals from reaching the roadway but leaves them unable to cross can create another problem. Colorado’s results showed that safer traffic conditions and continued wildlife movement could be achieved together.

State Highway 9 Wildlife Crossings Monitoring Report

Arizona’s Crossings Serve Very Different Animals

The appearance of a wildlife crossing depends heavily on the animals expected to use it. A passage suited to bighorn sheep in an open desert landscape may look quite different from one intended for elk in a forested mountain corridor.

Near Hoover Dam, three wildlife overpasses along U.S. Route 93 were built for desert bighorn sheep. Monitoring by the Arizona Game and Fish Department documented more than 4,300 sheep crossings over two years, demonstrating that the animals were using the bridges to move through the area.

The improvements along State Route 260 addressed a different setting. Elk and deer were a major focus, although researchers eventually recorded a much broader range of wildlife using the underpasses. According to ADOT, six structures accommodated more than 15,000 passages by 16 animal species during seven years of monitoring.

Fencing improvements linking three existing crossings were also associated with a 98% reduction in elk-vehicle collisions over six years.

The Arizona projects help explain why there isn’t one standard design that works everywhere. An overpass can provide a relatively open crossing with natural ground cover, while an underpass makes use of the space beneath a roadway. Smaller passages may also be built or adapted for amphibians, reptiles, and other animals that would not need a full-size bridge.

Arizona DOT: Wildlife Crossings and Environmental Leadership

Wildlife Crossings Are Becoming Part of Interstate Improvements

These projects aren’t limited to smaller highways. In 2024, Colorado completed a wildlife underpass beneath Interstate 70 between Genesee and Lookout Mountain, west of Denver. The $10.4 million project addressed a section of I-70 that had recorded the highest number of wildlife-vehicle collisions east of the Eisenhower-Johnson Memorial Tunnel.

Building the passage required more than digging a tunnel. Crews constructed new bridge structures to carry interstate traffic above the crossing, then added approximately two miles of fencing and wildlife escape ramps along the corridor. The underpass was designed primarily for elk and mule deer, although other animals are expected to use it.

The Colorado Department of Transportation projected that the completed improvements could reduce wildlife-vehicle collisions by as much as 90%. That was an anticipated benefit when the project opened, not a measured result, and it should be distinguished from the reductions already documented on Highway 9.

Colorado DOT: I-70 Genesee Wildlife Underpass

What the Research Tells Transportation Agencies

A successful crossing needs to do two things: keep animals away from moving vehicles and allow them to reach habitat on the other side. Those goals aren’t necessarily achieved by the same structure, which is why wildlife fencing, passage design, and location all receive attention during planning.

Monitoring can also reveal problems that weren’t obvious when construction ended. Colorado’s Highway 9 study, for instance, identified opportunities to improve escape ramps and wildlife guards. Researchers also recommended extending mitigation farther south, where collisions and animal movements at road level were still occurring beyond the fenced corridor.

Results from one location cannot simply be applied to every highway. The animals involved, surrounding terrain, traffic conditions, and placement of the crossings all influence their effectiveness. Still, the findings from completed projects have given highway agencies practical evidence to use when planning future improvements.

For professional drivers traveling these routes, a wildlife crossing may be easy to miss. An overpass can resemble a landscaped embankment, and an underpass may be hidden beneath the roadway. Their purpose becomes clearer in the monitoring results, which show that major transportation routes and established wildlife corridors do not always have to be in conflict.

Frequently Asked Questions

Are wildlife crossings only built in areas with large animals?

No. Although projects for deer, elk, and bighorn sheep receive considerable attention, crossings can also accommodate smaller mammals, reptiles, and amphibians. Some highway improvements include smaller culverts or adapted drainage structures for these species.

Who pays for wildlife crossing construction?

Funding varies by project and may include federal transportation grants, state transportation budgets, and contributions from conservation partners. Wildlife crossings can also be incorporated into larger highway construction programs.

Do wildlife crossings require maintenance after construction?

Yes. Fencing, vegetation, drainage, and the crossing structures themselves may require upkeep. Agencies also need to address damaged fencing or blocked passages that could prevent animals from using the intended route.

Can wildlife crossings be added to existing highways?

Yes. The I-70 Genesee project is an example of a wildlife passage added beneath an operating interstate. Other projects adapt existing bridges or culverts when their locations and dimensions are suitable.

Are wildlife crossings open to pedestrians or recreational vehicles?

Wildlife-only crossings are designed for animal movement rather than public access. Their purpose and permitted uses differ from recreational trails or ordinary highway overpasses, so a landscaped wildlife bridge should not be treated as a public walkway.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 26, 2026

The post Why Some U.S. Highways Have Dedicated Wildlife Crossings appeared first on Truck Drivers USA.

Participation isn’t limited to drivers with previous competition experience, but there are eligibility requirements that can prevent someone from entering even with an excellent driving record. For those interested in competing, the process starts with confirming their qualifications and registering through the appropriate state association.

Who Can Compete in State Truck Driving Championships?

The American Trucking Associations (ATA) oversees the national competition and establishes eligibility standards that also apply to affiliated state championships.

Under the 2026 rules, contestants generally must have worked continuously for their current employer as professional truck or step van drivers during the 12 months preceding the competition. They must also have performed their regular driving duties during that period, with restrictions on extended time away from those duties.

A driver’s safety record is another major requirement. Contestants must have no disqualifying preventable fleet motor vehicle accidents during the applicable eligibility period. The exact period is governed by ATA rules and the state championship committee, rather than simply being determined by the calendar year.

An accident does not automatically disqualify someone if it is determined to have been non-preventable. However, the carrier must review the incident under ATA guidelines and submit the required documentation for approval through the national eligibility review process.

Drivers must also hold the appropriate license and endorsements for their competition class. Eligibility to represent a state is generally tied to the driver’s CDL or driver’s license state, or the state where they are occupationally based.

Another requirement can be easy to overlook: the driver’s employer must belong to an ATA-affiliated state trucking association. Companies that aren’t members should confirm their membership eligibility before preparing an entry.

The complete accident eligibility rules are available through ATA’s National Truck Driving Championships website.

Choosing a Competition Class

State Truck Driving Championships include several vehicle classes, allowing drivers to compete in equipment configurations that reflect different parts of the trucking industry.

The traditional truck classes include straight truck, three-axle, four-axle, five-axle, sleeper berth, tank truck, flatbed, and twin trailers. Step van drivers compete in a separate class with its own licensing requirements.

The distinction matters because drivers must possess the correct CDL class and endorsements for the equipment they enter. For example, tank truck contestants need the appropriate tank endorsement, while twin-trailer competitors must have the doubles/triples endorsement.

Drivers also need to pay attention to restrictions on returning to the same competition class. Under the 2026 entry requirements, a contestant generally could not enter a class in which they had won at the state or regional level or competed nationally during either of the preceding two years.

That rule can affect experienced competitors who have previously advanced to nationals. It also means the class selected during registration should be checked against the driver’s competition history, not just their current equipment experience.

How to Register for a State Truck Driving Championship

Registration is handled through the state trucking association organizing the competition, rather than through one nationwide application.

ATA publishes a State Truck Driving Championships calendar with event dates, locations, and association contact information. Drivers can use that information to identify the appropriate event and contact the organizer for current registration materials.

State associations establish their own registration deadlines, fees, and administrative procedures within the applicable competition rules.

For example, the Alaska Trucking Association listed a $150 driver registration fee for its 2026 championship, while South Carolina required participating companies to hold association membership and provide a representative to assist with the event. These are examples of state-specific arrangements, not universal requirements.

The registration process typically involves information supplied by both the driver and employer. The company may need to certify the contestant’s employment history, driving record, eligibility, and association membership.

Drivers should also confirm which documents must be submitted in advance. Depending on the association, registration materials may include an entry and release form, licensing information, employer certification, and other required acknowledgments.

Because the company plays a role in confirming eligibility, discussing participation with a supervisor or safety department before the registration deadline can help prevent paperwork problems.

What Happens During the Competition?

A state Truck Driving Championship tests more than a contestant’s ability to maneuver a truck through a course. Competitors are evaluated on their knowledge of transportation safety, their ability to identify vehicle defects, and their precision behind the wheel.

The written examination covers trucking-related knowledge and safety requirements. Drivers then complete a vehicle inspection exercise in which they must identify defects or problems within the conditions established for the event.

The driving portion takes place on a controlled course with exercises designed to measure vehicle handling and accuracy. Contestants must complete the assigned maneuvers while avoiding penalties for mistakes.

These are separate parts of the competition, and strong driving performance alone does not determine the final result. Preparation generally involves studying the official competition materials and becoming familiar with the inspection and course procedures.

For first-time contestants, the written test and inspection portion can be particularly important because they require a different kind of preparation than routine driving experience.

The National Truck Driving Championships follow the same general structure, with competitors completing written, inspection, and driving evaluations.

How State Winners Advance to the National Championships

The route to nationals runs through the state competitions. Drivers who win their respective classes at qualifying state championships earn the opportunity to represent their states at the national event, subject to the applicable eligibility requirements.

The 2026 National Truck Driving & Step Van Driving Championships took place August 11–14 in Pittsburgh, Pennsylvania, bringing together 429 competitors from across the country.

The national competition uses nine vehicle classes, including step vans. Drivers compete for individual class titles and additional recognition, with the overall Grand Champion award among the event’s highest honors.

In 2026, UPS driver Miguel Corral earned the Grand Champion title after qualifying through the Illinois State Truck Driving Championship. His victory illustrates how a state-level win can lead to recognition at the national level.

The next National Truck Driving Championships are scheduled for August 10–13, 2027, in Columbus, Ohio. Drivers interested in that event will need to qualify through the applicable state championship process.

Preparing to Enter the Next Championship

With the 2026 state and national competitions completed, drivers considering their first entry can begin by reviewing the eligibility rules and contacting their state trucking association about the next event.

The association can provide the current registration packet, competition dates, fees, and any state-specific requirements. Employers can help confirm membership status and review the driver’s qualifications before an entry is submitted.

It’s also worth checking the official rules before choosing a competition class, particularly for anyone who has competed in previous years. Eligibility restrictions and the documentation required for an entry should be confirmed using the rules for the upcoming championship.

ATA maintains information about the competition, including state championship contacts and national event details, at ntdc.trucking.org.

For professional drivers who want to put their experience to the test, a state Truck Driving Championship offers an opportunity to compete against others in the industry, demonstrate their skills, and potentially earn a place at the national competition.

Frequently Asked Questions

Can an owner-operator enter a State Truck Driving Championship?

Potentially, but the driver must meet the applicable eligibility rules, including the requirement involving membership in an ATA-affiliated state trucking association. Owner-operators should contact their state organizer to confirm how employer certification and registration requirements apply to their business.

Can a driver compete in a state where they don’t live?

Eligibility can be based on the state where a driver holds a CDL or the state where they are occupationally domiciled. A driver whose work base is in another state should confirm eligibility with the appropriate state championship organizer.

Does a non-preventable accident disqualify a contestant?

Not necessarily. The employer must review the accident under ATA guidelines, and an incident classified as non-preventable must go through the required eligibility review process. A company’s determination alone does not necessarily establish final eligibility.

Do drivers have to compete in the same class of truck they operate at work?

The competition class must be permitted under the applicable rules, and the driver must hold the appropriate license and endorsements. Prior competition history can also restrict which class a returning contestant may enter.

Can family members attend the National Truck Driving Championships?

Yes. ATA made general admission to the 2026 national competition free and open to the public. The awards banquet required separate tickets, so spectators should review the attendance details published for the year they plan to visit.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 26, 2026

The post What It Takes to Compete in State Truck Driving Championships appeared first on Truck Drivers USA.

The partnership began in 2002, bringing Volvo together with a national group of professional truck drivers selected for their safety records, experience, and ability to represent the industry. Since then, America’s Road Team Captains have accumulated approximately 428 million safe driving miles, including 213 million logged by the 92 captains who remain active today.

America’s Road Team’s National Outreach

Established by ATA in 1986, America’s Road Team gives experienced drivers a platform to speak about trucking beyond the cab. Captains visit schools and career fairs, participate in ride-alongs with policymakers and reporters, and testify before lawmakers about issues affecting the industry.

Their outreach has extended well beyond individual appearances. ATA reported that the program has participated in more than 230 safety events since 2019 and reached an estimated 2.5 million people. Although captains are selected for two-year terms, many remain involved afterward, contributing to the program’s growing network of industry ambassadors.

Volvo VNL 860 to Support the 2027 Captains

The newly selected 2027 captains will continue that work aboard an all-new Volvo VNL 860, which will transport ATA’s Interstate One mobile classroom to events across the country. The truck features Volvo’s latest driver assistance and occupant protection technologies, allowing the team to demonstrate developments in commercial vehicle safety during its visits.

Volvo has introduced several safety technologies throughout its history, including electronic stability control and an automatic emergency call system that contacts 911 following airbag deployment. The manufacturer also made integrated side curtain airbags standard on new Volvo trucks built for the North American market.

Peter Voorhoeve, president of Volvo Trucks North America, said the company’s continued support reflects the importance of recognizing drivers who have demonstrated safe driving and leadership throughout their careers.

The 2027 America’s Road Team Captains were introduced during ATA’s Management Conference & Exhibition in Charlotte, North Carolina, where Volvo marked the sponsorship milestone.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 26, 2026

Source: The Trucker

Image Source: Volvo

The post Volvo Trucks Marks 25 Years as America’s Road Team Sponsor appeared first on Truck Drivers USA.

Al Peterman, Chester Rodney England and Harold C. Groendyke will be inducted into the American Trucking and Industry Leader Hall of Fame, with representatives from their respective companies accepting the honors.

All three established businesses remain part of the trucking industry today, although their beginnings were quite different.

Chester Rodney England founded C.R. England in 1920, eventually bringing his two sons into the business. What began as a family operation grew into a nationally recognized trucking company, carrying forward his emphasis on safety, integrity, and community.

Twelve years later, Harold C. Groendyke made the delivery that launched his own trucking business. On July 12, 1932, he hauled kerosene from Borger, Texas, to Beaver, Oklahoma, using a two-axle Ford truck with a 3,000-gallon tank mounted on a homemade chassis. Groendyke Transport subsequently expanded into one of the nation’s largest tank truck carriers.

Al Peterman took a different route into the industry. After gaining experience modifying trucks for logging operations, he purchased Fageol Motors in 1939 and established Peterbilt. The manufacturer went on to build heavy-duty, medium-duty, and vocational trucks, with driver feedback continuing to influence its vehicle development.

The induction ceremony will take place at ATHS headquarters, 10380 N. Ambassador Drive in Kansas City. A social gathering begins at 11 a.m., followed by a luncheon at noon and the ceremony at 1 p.m.

Through the Hall of Fame, ATHS recognizes individuals whose contributions shaped commercial transportation and preserves their place in trucking history.

More information about the October 22 event is available through the American Trucking and Industry Leader Hall of Fame.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 26, 2026

Source: The Trucker

Image Source: ATHS

The post Peterbilt, C.R. England and Groendyke Transport Founders Named to Trucking Hall of Fame appeared first on Truck Drivers USA.

For drivers interested in changing careers without leaving the industry, these positions are worth understanding. Some build on skills gained through years of trucking, while others are better suited to people who also have experience in construction, maintenance, or industrial operations. The important distinction is what the employer expects someone to do beyond driving.

Specialized Equipment Operators

Some of the clearest opportunities are with companies that use commercial trucks as working equipment. Hydrovac and industrial vacuum trucks are two examples, and although both use vacuum systems, their purposes and operating requirements are different.

Hydrovac trucks use pressurized water to loosen soil and vacuum equipment to remove it. They’re commonly used on construction and utility projects where crews need to expose underground infrastructure. The operator is responsible for positioning the truck, running the excavation equipment, and coordinating the work at the site.

Industrial vacuum trucks are used to remove liquids, sludge, and other materials from tanks, pits, and industrial facilities. Operators handle hoses and collection equipment, monitor the process, and follow procedures appropriate to the material being removed.

These aren’t positions where the driving ends and someone else necessarily takes over. The person operating the truck may also be responsible for the equipment throughout the job.

The CDL requirement depends on the vehicle, with many straight trucks requiring Class B and certain combination vehicles requiring Class A. Employers may provide training on the equipment, but some positions call for previous experience in excavation, industrial cleaning, or machinery operation.

Drivers looking into these jobs will generally find them advertised as hydrovac operator, vacuum truck operator, or industrial cleaning operator. Those titles are more useful than searching only for conventional trucking openings.

Industrial Tanker Positions

Drivers who already have tanker experience may find another route into specialized work through industrial transportation. In certain operations, the job includes transferring material rather than simply arriving with a loaded trailer and waiting for it to be unloaded.

That can mean connecting hoses, operating pumps, monitoring gauges, or following transfer procedures at a customer facility. The exact responsibilities depend on the equipment and material involved, so two jobs requiring the same CDL endorsement can involve very different work.

The tank vehicle endorsement covers the knowledge required to operate qualifying tank vehicles safely. It doesn’t certify a driver to operate every industrial pump or transfer system. The federal tank vehicle endorsement requirements address vehicle characteristics and handling rather than every piece of equipment used during loading or unloading.

For someone who has worked around pumps or industrial machinery, that experience may be relevant when applying. Others may need employer-provided instruction before performing transfers independently.

The best way to evaluate these positions is to read beyond the license requirements. A job posting that includes equipment operation or product transfer responsibilities is describing a different role from one focused primarily on transportation.

Port Trucking and TWIC Requirements

Not every additional qualification involves learning to operate machinery. Port trucking is an example where a driver may need a credential simply to access the location where the work takes place.

Marine terminals operate under federal security requirements, and drivers who need unescorted access to secure areas of regulated facilities generally must have a Transportation Worker Identification Credential, or TWIC.

The Transportation Security Administration issues the credential after identity verification and a security threat assessment. A TWIC doesn’t replace a CDL, but it allows eligible workers to enter certain secure maritime areas without an escort.

This requirement doesn’t apply to every container-hauling job. Drivers working between inland warehouses may never need the credential, while those regularly entering secure marine terminals may be required to obtain it before starting.

Applicants can find enrollment information through the TSA’s TWIC program. For someone considering port drayage, checking the terminal access requirements before applying can help determine whether obtaining the credential is necessary.

Federal Motor Vehicle Operator Jobs

Drivers who want to continue operating commercial vehicles without working for a traditional carrier can also consider civilian positions with federal agencies. Military installations and other government facilities employ motor vehicle operators to transport equipment, supplies, and materials.

These jobs fall under the federal Motor Vehicle Operator occupational series, 5703. The Office of Personnel Management describes positions involving several types of vehicles, including heavy trucks and tractor-trailers.

The work itself may be familiar, but the application process differs from private-sector hiring. Federal announcements identify the required experience, who is eligible to apply, and any background investigation or other employment conditions.

Some positions are open to the general public, while others have restrictions based on federal hiring eligibility. Working at a military installation doesn’t automatically require military service, but applicants must meet the conditions listed for that particular opening.

Drivers can search USAJOBS for Motor Vehicle Operator positions. Reviewing the assigned vehicle types and qualifications is important because not every opening requires a Class A CDL.

Commercial Driving Combined with Mechanical Work

Another possibility for drivers with a mechanical background is mobile equipment service. Industrial businesses use service trucks to bring technicians, tools, and replacement parts to customer locations where machinery needs maintenance or repair.

The employee may drive the vehicle to a jobsite and then perform technical work on engines, hydraulic systems, or other equipment. In these positions, commercial driving is part of the job, but mechanical knowledge is often the more specialized qualification.

Not every service truck requires a CDL. Some employers use vehicles below commercial licensing thresholds, while others operate larger trucks that require commercial driving credentials.

Job titles such as mobile equipment technician, field service technician, and service truck operator can help narrow a search. Applicants should check both the vehicle requirements and the technical experience expected, since these positions aren’t interchangeable.

A driver who previously worked as a mechanic or maintained heavy equipment may have a useful combination of qualifications. Someone without that experience would need to look for an employer offering the appropriate technical training.

Choosing a Specialized Position

The opportunities that make the most sense depend on what a driver already knows how to do. Someone with construction experience may be better prepared for hydrovac work, while a driver familiar with pumps and industrial facilities might be interested in tanker or vacuum truck operations.

Port trucking and federal driving positions present different considerations. The additional requirements are more closely tied to facility access or employment eligibility than to operating machinery.

Before pursuing a credential or training program, it’s worth checking actual job openings to see which qualifications employers require at hiring and which they provide training for. That can prevent spending money on something that isn’t needed for the positions available.

A CDL remains the starting point for these careers, but it isn’t always the qualification that determines who gets hired. Understanding the work beyond the driver’s seat is what helps narrow the search to positions that genuinely match a driver’s experience.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 23, 2026

The post Specialized Truck Driving Jobs That Require More Than a CDL appeared first on Truck Drivers USA.

Mixed loads can present challenges that aren’t immediately obvious during loading. Fresh produce may have conflicting storage requirements, some products can absorb odors from nearby cargo, and food shipments may need additional protection against contamination. These differences help explain why shippers sometimes require specific loading arrangements or restrict what can travel in the same trailer.

Apples, Lettuce and an Unexpected Produce Problem

Lettuce can develop brown spots during transportation even when the reefer has maintained the correct temperature. One possible cause is ethylene exposure, particularly if the shipment includes apples, which release the gas naturally as they ripen.

The condition is called russet spotting. It affects the appearance of lettuce and can reduce its marketability without the leaves necessarily showing the kind of decay associated with a refrigeration failure. Broccoli is also sensitive to ethylene, although its response is different: exposure can accelerate yellowing.

These reactions are well documented in produce handling research. The UC Davis Postharvest Research and Extension Center identifies ethylene sensitivity as one of the factors that must be considered when storing and transporting fresh commodities.

There isn’t a federal rule prohibiting apples and lettuce from sharing a trailer. Produce shippers instead consider the amount of ethylene released, the sensitivity of neighboring products, ventilation, packaging, and transit time when deciding which commodities are suitable for a mixed shipment.

The Temperature Problem with Mixed Reefer Loads

Some freight combinations create problems before the trailer leaves the dock because the products require entirely different temperatures.

Frozen vegetables must remain frozen, while fresh lettuce is typically held just above freezing. Putting both in a conventional single-temperature trailer would leave one product outside its intended conditions, regardless of which setting was chosen.

The problem can be less obvious with fresh produce. Bananas and tomatoes are vulnerable to chilling injury at temperatures that suit many leafy vegetables. The damage may affect ripening or become noticeable after delivery, so the condition of the produce at pickup doesn’t necessarily reveal the risk.

Multi-temperature equipment allows certain products to travel in separate compartments, but it isn’t needed for every mixed load. When commodities have overlapping storage requirements, a shared environment may be suitable. The important consideration is the actual handling specification for each product, not simply whether both are classified as refrigerated freight.

Raw Poultry Beside Packaged Food

A refrigerated trailer carrying raw poultry and ready-to-eat products presents a concern that temperature control cannot resolve on its own.

If poultry packaging leaks, the liquid can contaminate other products or their packaging. Foods intended to be eaten without additional cooking are particularly sensitive to this kind of exposure, which is why packaging integrity and the placement of different products matter.

That doesn’t make every shipment containing both types of food illegal. The FDA’s sanitary transportation requirements allow for appropriate protective measures, including separation, isolation, and packaging, rather than imposing a universal ban on raw and ready-to-eat products sharing a vehicle.

The distinction matters because two food shipments can require the same refrigeration temperature but very different precautions against contamination.

Coffee, Strong Odors and Freight Quality

Coffee can absorb odors from its surroundings, making it vulnerable to contamination that has nothing to do with a leaking package. Its quality may be affected by exposure to strong-smelling products, particularly when packaging does not provide an adequate barrier.

Odors left inside equipment can be a concern as well. A trailer may be empty and free of visible residue yet retain a smell from an earlier shipment that makes it unsuitable for certain food products.

Shippers often address these situations through equipment specifications, including requirements for clean, odor-free trailers or restrictions on previous cargo. These aren’t necessarily federal prohibitions against particular products traveling together; they’re conditions intended to protect the quality of the shipment.

For food-grade bulk trailers, the consequences of previous cargo can extend beyond odor. Residue remaining after unloading may contaminate the next commodity, which is why cleaning records and cargo history can be important when assigning equipment.

Grocery Freight and Household Cleaners

Packaged groceries and household cleaning products may be headed to the same distribution center, but loading them together still requires attention to contamination risks.

A damaged container of cleaning solution can affect nearby food or its packaging. Some cleaning products also fall under hazardous materials regulations, which may establish additional loading restrictions depending on their classification.

There is no general federal prohibition against transporting all household cleaners alongside packaged groceries. Instead, the requirements depend on the products involved, their packaging, and the precautions needed to protect food from contamination.

A grocery shipper may also impose its own restrictions on particular cleaning products or require additional separation. Those instructions can be stricter than the minimum legal requirements, particularly when the company has established specific product-handling standards.

What Makes a Load Acceptable?

Cargo compatibility is generally addressed during shipment planning, when shippers and carriers determine the equipment, handling conditions, and loading arrangements required for the freight. Drivers aren’t ordinarily expected to establish produce compatibility standards or independently evaluate the chemical properties of products inside sealed shipments.

That doesn’t mean every combination is simply a matter of customer preference. Certain hazardous materials are subject to mandatory segregation rules, and covered food shipments must meet sanitary transportation requirements. Other limitations come from the shipper’s product specifications, which can be more restrictive than federal law.

A trailer can therefore be suitable for one mixed shipment but unacceptable for another containing similar products. The determining factors may include the length of the trip, the packaging used, the refrigeration equipment, or the previous cargo carried in the trailer.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 23, 2026

The post Cargo Combinations That Can Ruin a Truckload Before Delivery appeared first on Truck Drivers USA.

Drivers must be employed by a TCA member carrier to qualify, and their employer must submit the nomination. The association is looking for candidates whose accomplishments extend beyond their work behind the wheel, including those who have taken leadership roles within their companies or contributed to their communities.

Love’s Travel Stops and Cummins are sponsoring the awards, which will be presented during TCA’s Annual Convention in Las Vegas, Nevada, February 28 through March 3, 2027.

Jose Samperio, Cummins’ vice president and general manager of North America on-highway, said the program provided an opportunity to recognize drivers who consistently demonstrated professionalism, safety and dedication. Love’s Senior Vice President of Sales Jon Archard also expressed the company’s support for honoring those whose commitment to safety and service distinguished them within the industry.

Member carriers can review the eligibility requirements and submit nominations through the TCA Professional Drivers of the Year Awards website before the December 4 deadline.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 23, 2026

Source: The Trucker

The post TCA Opens Nominations for 2027 Professional Drivers of the Year appeared first on Truck Drivers USA.

Brand was recognized alongside the Trucking Association Executives Council Task Force and Conversion Interactive Agency during ATA’s Management Conference & Exhibition in Charlotte, North Carolina, on October 19.

Sponsored by Great West, an Old Republic Company, the award recognizes individuals and organizations whose work promotes the trucking industry’s professionalism, commitment to safety, and contributions to communities.

Steve Brand Recognized for Safety and Industry Involvement

Brand has spent 30 years with FedEx Freight after beginning his career with seven years of over-the-road driving. His accomplishments include serving as a current America’s Road Team Captain and a member of the FedEx Freight Road Team.

He has also competed twice in the National Truck Driving Championships and received several individual honors, including the 2024 Ohio Driver of the Year award and recognition as a 2026 TA Petro Citizen Driver.

Beyond his driving record, ATA highlighted Brand’s involvement in community events and trucking outreach programs. His activities have included Dayton Touch a Truck, Share the Road, Safety Drive for a Cure, and Make-A-Wish fundraisers.

Brand also hosts the Truckers’ Voice podcast and serves as a Truckers Against Trafficking Ambassador, using those roles to share industry experiences and promote awareness of issues affecting professional drivers.

Trucking Association Task Force Honored for Industry Report

ATA also recognized the Trucking Association Executives Council Task Force for its work developing Trucking Resurgence: The Fight for Fairness and Safety.

The report outlined industry concerns and proposed responses involving fraud, safety enforcement, and regulatory compliance. According to ATA, the task force sought to address practices involving carriers, brokers, and electronic logging device providers that it identified as harmful to legitimate trucking businesses and public safety.

The association credited the group with bringing forward recommendations developed through grassroots industry involvement.

Conversion Interactive Agency Recognized for Workforce Development

The third recipient, Conversion Interactive Agency, was honored for its work supporting trucking recruitment, workforce development, and industry engagement over more than three decades.

According to ATA, the agency’s initiatives have generated nearly five million driver leads and helped facilitate more than 56,000 hires. Its work has also included efforts to introduce new workers to trucking career opportunities and support connections between carriers and prospective employees.

The recognition reflected the agency’s contributions to the industry’s workforce and its efforts to communicate trucking career opportunities to a broader audience.

ATA Highlights Industry Ambassadors

The Mike Russell Trucking Image Award recognizes contributions that extend beyond day-to-day business operations, including community outreach, safety advocacy, and efforts to improve public understanding of trucking.

Nikki Thomas, ATA’s vice president of industry affairs, said the 2026 recipients demonstrated different ways individuals and organizations could contribute to the industry’s reputation.

“The Mike Russell Award recognizes the individuals and organizations who take ownership of trucking’s story and share it with authenticity, passion, and purpose,” Thomas said.

She added that the honorees’ work demonstrated the importance of sharing positive stories about trucking and its role in the United States.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 23, 2026

Source: Truckers News

Image Source: ATA

The post FedEx Freight Driver With 4.9 Million Safe Miles Among ATA Image Award Winners appeared first on Truck Drivers USA.

The latest federal wage data shows that Wyoming truck drivers earn slightly more than the national median, although the statewide figure only tells part of the story. Cheyenne reports higher typical wages than Casper, and the difference becomes even more pronounced among the highest-paid employees. A closer look at the regional figures provides a more useful picture of trucking pay across Wyoming.

How Much Do Truck Drivers Make in Wyoming?

Wyoming’s median annual wage for heavy and tractor-trailer truck drivers is $60,310, equivalent to $28.99 per hour, according to May 2025 federal estimates. The national median is $58,640, putting Wyoming approximately 2.8% higher.

The statewide figures also show that Wyoming exceeds the national wage benchmarks at both ends of the reported distribution.

Source: U.S. Department of Labor CareerOneStop Salary Finder, May 2025 Occupational Employment and Wage Statistics.

The median is the midpoint of the wage distribution, not an average salary. The 10th percentile represents the lower end of reported wages, while the 90th percentile shows earnings near the upper end. Neither figure establishes a standard starting salary or a guaranteed rate for experienced employees.

These estimates cover heavy and tractor-trailer truck drivers working as employees across multiple industries. They do not separate earnings by freight type, years of experience or individual carrier.

Truck Driver Pay Across Wyoming’s Regions

Cheyenne reports the highest median among Wyoming’s metropolitan areas, while Casper falls slightly below the statewide midpoint. Rural Wyoming’s wages sit between the two, with relatively little difference between the eastern and western regions at the median.

Source: U.S. Bureau of Labor Statistics, May 2025 estimates, available through CareerOneStop.

Cheyenne Truck Driver Salaries

Cheyenne’s median annual wage of $63,540 is $3,230 above the statewide figure and $4,830 higher than Casper’s.

The city sits where Interstate 80 and Interstate 25 meet, connecting southern Wyoming with freight routes extending into Colorado, Nebraska and other neighboring states. Those highway connections support transportation activity that reaches well beyond the immediate metropolitan area.

Cheyenne also has the highest reported upper-end wages in the state. Its 90th-percentile annual figure is $98,710, compared with $84,670 statewide.

According to BLS, the Cheyenne metropolitan area employed approximately 1,060 heavy and tractor-trailer truck drivers in May 2025. The occupation had a location quotient of 1.64, meaning its share of local employment was 64% higher than the national concentration.

The area’s mean annual wage was $68,250, another indication of the earnings represented across its trucking workforce. That average is different from the $63,540 median and should not be used interchangeably.

Although the upper-end figure approaches $100,000, it does not identify which companies or types of freight account for those wages. It also does not mean positions offering that compensation are readily available to every applicant.

Casper Truck Driver Salaries

Casper’s median annual wage is $58,710, placing it just above the national midpoint but below Wyoming’s statewide median.

The city serves central Wyoming, with transportation activity supporting commercial freight and industries that include energy and construction. The equipment and qualifications required for these assignments can differ, although the occupational wage estimates do not identify the compensation paid by individual industries.

Casper’s 90th-percentile annual wage is $77,520. Compared with Cheyenne’s $98,710, that represents a difference of $21,190 at the upper end of the wage distribution.

The gap is notably larger than the difference between their medians. It suggests that higher-paid positions have a stronger influence on Cheyenne’s wage distribution, although the published data cannot establish the specific reasons.

For someone considering employment in Casper, the regional median remains a useful reference. It should be compared with the actual terms of a position rather than treated as a limit on what a local employer might pay.

Truck Driver Pay in Rural Wyoming

Wyoming’s nonmetropolitan wage estimates cover communities outside the Cheyenne and Casper metropolitan areas. The state is divided into eastern and western regions for this purpose.

Eastern Wyoming reports a median annual wage of $60,460, compared with $59,130 in western Wyoming. The $1,330 difference is relatively modest, particularly compared with the gap between Cheyenne and Casper.

At the 90th percentile, eastern Wyoming reaches $84,670, while western Wyoming reports $78,470.

These figures describe broad labor markets rather than individual towns. A position based in Gillette, Rawlins, or Rock Springs may involve different employers, equipment, and routes, so the regional median should not be interpreted as a local wage guarantee.

Trucking Jobs and Pay Structures in Wyoming

Wyoming’s trucking activity reflects the state’s highway freight network and the transportation needs of industries such as agriculture, energy, and construction. Those operations require different equipment and working arrangements, which can influence how positions are compensated.

A regional truckload position may pay by the mile, with earnings tied to the rate and number of paid miles completed. Local operations may use hourly compensation, while specialized assignments can include additional requirements involving equipment, cargo securement, or endorsements.

Federal wage estimates do not establish a reliable Wyoming-specific pay premium for tanker, flatbed, refrigerated, or other freight categories. They provide an overall occupational benchmark rather than separate salary figures for each type of trucking work.

Individual job listings offer a more detailed picture of compensation arrangements. On the Truck Drivers USA Wyoming jobs page, advertised positions include regional refrigerated routes, dedicated dry van operations, and flatbed work.

For example, a Wyoming listing from JBS Carriers advertises annual earnings of $68,000 to $85,000 for a regional position based in Cheyenne. Another listing from System Transport for a regional flatbed position based in Rawlins advertises a broader annual range of approximately $57,752 to $104,468.

Those are employer-advertised figures for specific opportunities, not verified average earnings or statewide salary estimates. Job availability and compensation terms may change, and the stated range should be evaluated alongside the position’s qualifications, schedule, and pay structure.

Comparing Truck Driver Pay Offers in Wyoming

Wyoming’s wage data can help establish whether an advertised salary is above or below the typical earnings reported in a particular region. It cannot determine how much a specific position will pay over a full year.

That distinction is particularly important for mileage-based compensation.

A position paying $0.65 per mile would generate $1,625 in mileage pay during a week with 2,500 paid miles. At 2,000 paid miles, the same rate would produce $1,300. The calculations are illustrative, but they show how mileage availability can affect earnings even when the pay rate remains unchanged.

Additional compensation can also change the comparison. Stop pay, detention pay, layover compensation, and performance incentives may contribute to total earnings, depending on the carrier’s pay program.

For hourly positions, the scheduled hours and applicable overtime rules matter. The federal occupational wage estimates include certain incentive payments but exclude overtime premium pay, so an employee’s total compensation may differ from the published figures.

Wyoming’s lack of an individual state income tax is another consideration when comparing positions across state lines. Federal income and payroll taxes still apply, and the absence of a state income tax does not necessarily make one offer more advantageous than another.

The most meaningful comparison uses the wage benchmark for the relevant region alongside the actual compensation terms of the position. Cheyenne’s higher median and upper-end earnings make it worth examining, but the details of the job determine what an individual employee can expect to earn.

Frequently Asked Questions

Do you need a Wyoming CDL to accept a trucking job in the state?

Not necessarily. A valid CDL issued by another state generally allows a qualified driver to operate commercially in Wyoming. Drivers who establish Wyoming residency must transfer their out-of-state CDL within the timeframe required by the Wyoming Department of Transportation.

Can a Wyoming-based truck driver work for a carrier headquartered in another state?

Yes. A trucking position can be based in Wyoming even when the employer’s headquarters are elsewhere. The driver’s home terminal, assigned routes and employment arrangements may differ from the carrier’s corporate address.

Are additional endorsements required for Wyoming tanker jobs?

A tanker endorsement is required when operating a commercial vehicle that meets the federal definition of a tank vehicle. A hazardous materials endorsement is also required when transporting hazardous materials in quantities that require placarding, subject to applicable regulations.

Does Wyoming require commercial drivers to carry tire chains?

Wyoming can impose chain requirements or other travel restrictions during winter conditions. Requirements depend on the posted restriction and roadway conditions, so commercial drivers should check current information through WYDOT 511 before traveling affected routes.

Where can truck drivers check Wyoming road closures before accepting a route?

The Wyoming Department of Transportation provides road conditions, closures, restrictions, and travel advisories through WYDOT 511. This information is particularly useful for routes crossing Interstate 80 and other highways affected by winter weather.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 22, 2026

The post How Wyoming Truck Driver Pay Compares Across the State appeared first on Truck Drivers USA.

While some responses were short and painfully familiar, others described experiences that would make just about any truck driver shudder.

The Appointment That Doesn’t Exist

Ray Thomas recalled hearing, “This load isn’t due here till next Monday, it’s Friday dude!” An unexpected change in the delivery date can leave a driver with a loaded trailer and no immediate opportunity to unload.

Daniel Howland shared a different scheduling problem: “We changed your appointment time. And you are now late.” He said he had encountered that situation five or six times during his 17 years of driving, making an appointment change particularly frustrating when the driver wasn’t responsible for it.

The Wrong Place at the Wrong Time

Christine Durso shared a particularly unfortunate destination mix-up: “This is Springfield, MA. Not Springfield, MO.” The difference between those two locations is considerably more than a missed turn.

Alma Stapleton offered another geographic surprise: “This load goes to Vancouver BC, Canada, not Vancouver, Washington.” Although the destinations share a name, they’re on opposite sides of an international border.

Dan Croson described arriving at an address only to hear, “That’s the billing address, you’re supposed to deliver it somewhere else, call your broker.” Even reaching the address listed on the paperwork doesn’t always mean the delivery has reached its intended destination.

The Unloading Delay Nobody Wants to Hear

Gregory Easton’s response was simple: “We’re running a little behind today.” Robert Green took the warning a step further with, “Hope you brought lunch it’s gonna be awhile.”

Mike Garrison pointed to a different reason unloading might stop altogether: “Forklift is broke down.” Without the necessary equipment, a receiver may be unable to handle freight even when a dock is available.

Aaron Klein described hearing, “We’ll call you when we have a door and there’s 150 doors with no trucks in them.” His response captured the frustration of waiting for a dock assignment while looking at rows of apparently empty doors.

When the Freight Isn’t Wanted

Al Libby recalled a particularly unwelcome response after a long haul: “After 2000 miles…‘I didn’t order that.’” The distance already traveled made the rejection an especially memorable delivery experience.

Don Taylor offered another unexpected announcement: “We cancelled this order 4 days ago.” Learning that a shipment had been canceled before arrival can leave a driver waiting for further instructions about what happens to the freight.

Kim Smart shared an even more concerning situation involving perishable cargo: “We’ve rejected your whole load of fresh fruit.” A rejected shipment of produce presents additional challenges because the condition and remaining shelf life of the freight can affect the available options.

The Unexpected Work at the Dock

Rebecca Hunter’s response involved an unexpected unloading instruction: “I need you to break that down into small pallets !!!!!” What appeared to be a straightforward delivery suddenly involved additional freight handling.

Leah Maddox described a much longer series of instructions. She was told to drop an empty trailer, hook to a loaded trailer, move it away from the dock, return to the empty trailer, back it into position, and reconnect to the loaded trailer before securing the freight and collecting her paperwork.

Her response illustrated how a receiving appointment can involve far more trailer movement than originally expected.

The Receiving Office Has One More Surprise

Michael OMcpheron offered a phrase that could make anyone wonder what was coming next: “You ain’t going to believe this but…..”

Richard Horne shared another unsettling check-in response: “This load doesn’t exist in our database.” Julia Wojdacz described a related problem when a receiver’s computer system went down, preventing the facility from checking in the load.

A missing record or unavailable computer system can interrupt a delivery before unloading even begins, regardless of whether the truck arrived at the scheduled time.

The TDUSA community’s responses showed just how quickly an ordinary delivery can become a memorable story. No haunted warehouse is necessary when a few words at the receiving window can send the entire schedule in an unexpected direction.

Have a receiving-office horror story of your own? Join the conversation with other professional drivers in the Truck Drivers USA Facebook community.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 22, 2026

The post Receiving Dock Horror Stories: Truck Drivers Share the Scariest Things Receivers Have Said to Them appeared first on Truck Drivers USA.