Offline access matters, too. Downloading a book before heading out means a weak signal doesn’t interrupt it halfway through a chapter. With Audible, Libby, Spotify, and Everand all offering offline listening, the better comparison comes down to how many books you can get, what happens when you hit a limit, and how much you’re paying each month.

Audible Is Better for Long Books You Want to Keep

Audible Premium costs $14.95 per month and includes one credit each month. That credit can be used on a title from Audible’s full collection regardless of the audiobook’s length or listed price, and the book remains in the account after the membership is canceled.

That makes the credit particularly useful for longer titles. A book with a 30-hour runtime still uses one credit, so there is no need to ration listening time or stop midway through the month. Premium also includes access to Audible’s separate Plus Catalog without using the monthly credit.

Audible Standard costs $8.99 per month and includes one monthly selection, but the terms are different. Access to that selection lasts only while the membership remains active, and unused selections do not roll over.

Both plans support offline downloads. Premium costs more, but the ability to keep credit purchases makes the difference more meaningful for anyone building a collection rather than simply looking for something new to play each month.

Libby Is Worth Checking Before Paying for a Book

A library card may already provide access to thousands of audiobooks through Libby. There is no subscription fee, and borrowed titles can be downloaded to the app before leaving Wi-Fi.

The catch is availability. Libby does not have one national collection because each participating library buys and manages its own digital catalog. Loan periods, hold limits, and the number of books that can be checked out at once also vary by library.

That can make a difference when lining up the next few books before a trip. Available titles can be downloaded and ready to go, but a popular release with a long hold list is not much help when you want to start it today.

For books that are available, however, Libby is difficult to beat on price. It also pairs well with a paid service rather than necessarily replacing one. Borrow what’s available and save the paid subscription for books the library doesn’t have or can’t provide soon enough.

Spotify Is Useful Until a Long Book Eats Up the Monthly Hours

Spotify Premium Individual includes 15 hours of audiobook listening each billing cycle. Eligible Duo and Family plans also include audiobook time for the plan manager.

The limitation becomes obvious with longer titles. Start a 22-hour audiobook with a fresh monthly allowance, and the included hours will run out before the book does. Spotify offers additional listening time, but buying extra hours changes the cost of finishing the title.

Unused audiobook hours also do not carry into the next billing period. For someone already paying for Spotify for music and podcasts, the included time can still be a good way to work shorter audiobooks into the rotation without another subscription.

Before starting a longer book, checking its runtime is worthwhile. Fifteen hours goes much further with a nine-hour thriller than a 30-hour biography.

Everand Gives Frequent Listeners More Monthly Choices

Everand uses monthly unlocks rather than Spotify’s hourly allowance or Audible’s traditional credit model.

Standard costs $11.99 per month and provides one unlock. Plus increases that to three for $16.99, while Deluxe includes five for $28.99. The plans also include a separate collection of books, audiobooks, and podcasts that can be accessed without using an unlock.

The three- and five-unlock options are where Everand becomes more interesting for someone regularly finishing multiple books. There is no need to stretch one monthly selection across the entire billing period when several titles are included in the plan.

There is an important difference from Audible, though. Everand unlocks provide access while the subscription remains active. Audible books purchased with Premium credits stay in the member’s library after cancellation.

Everand supports offline downloads, so several books can be loaded onto a phone ahead of a run rather than depending on cellular service along the way.

How the Audiobook Apps Compare

Which One Gives You the Most Listening for Your Money?

Libby is the easiest place to start because checking the library costs nothing. If the books you want are available, they can be downloaded and queued without adding another monthly bill.

Audible Premium has an advantage with long titles and new releases you want immediately. One credit covers the entire audiobook, and there is no penalty for choosing a 30-hour book instead of one that lasts eight. Spotify works almost the opposite way: its included hours are useful for shorter books, but runtime becomes important as soon as a title approaches the monthly limit.

Everand is more competitive for someone moving through several books a month, particularly at its three- and five-unlock levels. It also works well for anyone switching between ebooks and audio rather than using a service exclusively for listening.

Using more than one app can make more sense than trying to find a single winner. Check Libby first, use Spotify’s included hours when a book fits within them, and save a paid audiobook credit for something unavailable at the library or long enough to make an hourly allowance impractical.

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: September 14, 2026

The post Comparing the Best Audiobook Apps for Truck Drivers appeared first on Truck Drivers USA.

For drivers deciding where to put their fuel stops, here is how the current shower rewards compare.

Love’s Rewards

Love’s awards one shower credit after a purchase of at least 50 gallons of commercial diesel. At Base status, that credit is available for seven days, while Gold members have 10 days to use it.

The bigger benefit begins at Platinum. Drivers who purchase at least 1,000 gallons during the previous month receive free daily showers, while Diamond status begins at 1,500 gallons and includes the same unlimited shower access. Gold falls between the two at 500 to 999 gallons per month.

Love’s therefore becomes especially competitive for drivers who regularly fuel within its network. At Platinum or Diamond, shower access is no longer dependent on making another 50-gallon purchase each time a credit is needed.

Pilot and Flying J myRewards

Pilot and Flying J use the same 50-gallon threshold for a standard shower credit. Each credit is valid for up to 10 days, which gives drivers a longer window than the standard seven-day period offered at Love’s Base tier and TA/Petro.

The program also includes Shower Power for drivers who purchase 1,000 gallons in a calendar month. Once activated, Shower Power provides one free shower per day for the rest of that month and the entire following month.

Standard credits do not stop accumulating when Shower Power is active. A qualifying 50-gallon fill still earns a credit, and that credit can be used for an additional shower after the daily Shower Power benefit has been redeemed.

That combination gives Pilot/Flying J a strong setup for both occasional and frequent customers. A driver does not have to reach a monthly fuel threshold to receive the 10-day expiration period, while those who reach 1,000 gallons can unlock daily showers.

TA/Petro earnifyPro

TA/Petro moved its professional driver loyalty program from UltraONE and TruckSmart to earnifyPro in July 2026, so some older information about its shower rewards no longer reflects the current program.

Under earnifyPro, a single qualifying purchase of at least 60 gallons earns one credit. Drivers in Gears 1, 2, and 3 can use that credit for a shower, and it expires after seven days. The program allows one credit to be earned per day and a maximum of 10 credits to be held at one time.

MAX Gear adds another option. The same credit can be redeemed for a shower, a meal worth up to $17, or a reserved parking space. For someone who already has a shower available elsewhere, that flexibility keeps the reward from being limited to a single use.

The tradeoff is the higher fuel requirement. TA/Petro requires a 60-gallon fill compared with 50 gallons at both Love’s and Pilot/Flying J.

How the Three Programs Compare

Which Truck Stop Has the Best Free Shower Program?

For drivers who do not concentrate most of their fuel purchases at one chain, Pilot/Flying J has an edge. Its 50-gallon requirement matches Love’s, but every standard shower credit is available for up to 10 days without requiring a higher rewards tier.

Love’s stands out once monthly fuel volume reaches Platinum. At 1,000 gallons during the previous month, free daily showers become part of the tier benefits, with Diamond members receiving the same access. That can make Love’s a better fit for drivers whose regular fuel stops are already concentrated within its network.

TA/Petro requires 60 gallons to earn a credit and gives drivers seven days to use it, putting it behind the other two when comparing standard shower rewards alone. MAX Gear makes the program more versatile, however, because a credit can be used for a shower, meal, or reserved parking instead.

There is no single program that comes out ahead for every driver. Pilot/Flying J offers the longest standard window, Love’s rewards consistent monthly fuel volume with daily showers, and TA/Petro gives its top-tier credits more flexibility. The best value ultimately comes from the program that lines up with where a driver’s fuel purchases already take them.

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: September 14, 2026

The post Best Truck Stop Loyalty Programs for Free Showers appeared first on Truck Drivers USA.

Created in partnership with the University of Denver’s Transportation & Supply Chain Institute, the certification evaluates participating carriers across areas including safety, compensation, benefits, quality of life, equipment, operations and technology.

Driver Feedback Is Part of the Certification

Participating carriers submit company information that is evaluated alongside confidential surveys completed by drivers and independent contractors.

Those surveys examine satisfaction, working conditions, and overall experience with the carrier. The program also considers company policies and metrics covering pay and bonus programs, health and retirement benefits, home time, career opportunities, driver engagement, facilities and equipment.

Carriers that complete the process receive feedback on their application and survey results along with comparisons to industry benchmarks.

TCA For-Hire Carrier Members Can Apply

The program is open to TCA for-hire carrier members, and enrollment must be completed by an employee of the participating carrier.

Enrollment for the 2027 program is open through November 13, 2026. TCA’s current program timeline lists December 4 as the deadline for completed company applications and driver surveys, both of which must be submitted in full for a carrier to be considered for certification.

Carriers interested in participating can learn more and complete enrollment through the TCA Elite Fleet Program website.

Certified Fleets Will Be Announced in January

TCA plans to announce the 2027 certified fleets on January 13, 2027.

The program was introduced in 2025, when 48 carriers earned the inaugural Elite Fleet certification. The designation is intended to recognize North American for-hire carriers that meet the program’s benchmarks for the driver workplace and overall experience.

Recognition Set for TCA’s 2027 Annual Convention

Carriers earning 2027 Elite Fleet certification will be recognized during the TCA Annual Convention, February 28 through March 3, 2027, in Las Vegas, Nevada.

The program is sponsored by TruckRight and Acrisure.

Eligible carriers can find the full program requirements, timeline, and enrollment information at TCAEliteFleet.com.

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: September 14, 2026

Source: The Trucker

Image Source: TCA

The post Enrollment Opens for TCA’s 2027 Elite Fleet Program appeared first on Truck Drivers USA.

Some promotions are limited to NTDAW, which runs September 13-19, while others continue through the end of the month. Available offers range from free food and bonus rewards to discounted DEF and a custom Kenworth giveaway.

Here is what drivers can still take advantage of this September.

OOIDA Drops Membership to $25

The Owner-Operator Independent Drivers Association is offering new and renewing members a one-year membership for $25 through September 30, down from its regular $45 rate.

Drivers can receive the discounted rate by calling OOIDA at 816-229-5791 or signing up online with promo code FIGHT25.

OOIDA also brought its Spirit of the American Trucker tour truck to Truck World in Hubbard, Ohio, September 9-11, where the association sponsored complimentary lunches for professional drivers during the three-day stop.

Pilot Puts a Custom Kenworth and $50,000 Up for Grabs

Pilot’s annual Road Warrior contest is back with a considerably larger prize for this year’s winner. One professional driver will receive a Kenworth W990 customized by the Diesel Brothers along with $50,000 in cash.

Nominations remain open through September 18 for drivers recognized for professionalism, safety, and service, with the winner scheduled to be announced in October.

Pilot is also offering professional drivers three free drinks and a snack each week throughout September through its app at participating U.S. Pilot, Flying J and One9 locations. Select travel centers are hosting additional events with giveaways, samples, and other freebies.

Love’s Rolls Out Weekly Deals and Extra Points

Professional drivers using the Love’s Rewards App can earn double points on in-store purchases and triple points on drink refills throughout September.

During NTDAW, drivers can take advantage of several additional offers, including a Drummies and egg cup deal from September 14-20, buy two, get one free Old Wisconsin Meat Snacks through September 19, and two Subway footlongs for $13.99 through September 19.

A free Little Debbie single-serve item is also available September 16, while buy-one-get-one tacos are scheduled for September 21-27.

TA Gives Drivers More Ways to Enter September Sweepstakes

TravelCenters of America is running its Every Driver Counts Sweepstakes throughout September, with entries tied to qualifying purchases made with an EarnifyPro account.

A single fill of at least 60 gallons of commercial diesel earns an entry, as does purchasing a Rapid, Premium, or Ultimate Oil Change or placing a work order of at least $500 at a TA Truck Service Center.

Sixteen prizes are available. Two grand-prize winners will each receive 50,000 EarnifyPro points, valued at $500, while the remaining prizes include TA and RFK Racing die-cast collectibles.

Sheetz Cuts Bulk DEF to $1.99 a Gallon

Sheetz has lowered bulk DEF to $1.99 per gallon through September 30 at 55 locations across its seven-state footprint that offer bulk DEF at the truck diesel dispensers.

Additional promotions are available at locations with high-flow truck diesel. Drivers can receive a free commercial diesel hat while supplies last, and customers purchasing high-flow diesel can get a free half-size sub.

Pumping 100 gallons of high-flow diesel also qualifies customers for one free eligible made-to-order item or beverage. That offer continues through October 27 and is limited to one redemption per day. The additional offers require a My Sheetz Rewards membership.

RaceTrac Adds Weekly Food and Drink Freebies

RaceTrac is giving professional drivers several recurring offers through September 30 through its Rewards program and app.

Each week, eligible drivers can receive one free pizza slice, one free fountain drink, and one free 16-ounce Reign, Bang, NOS, or Full Throttle energy drink. Members can also earn double loyalty points on fuel throughout the promotion.

C.H. Robinson Marks NTDAW With Carrier Recognition

C.H. Robinson is recognizing drivers and carriers during NTDAW under its “Built to Move” campaign. Employees at locations around the country assembled carrier swag bags with handwritten thank-you notes and items for the road, which are being distributed to drivers at C.H. Robinson facilities during the week.

The company will also recognize 17 Carrier of the Year winners at a September 17 ceremony in Minneapolis. Recipients range from one-truck owner-operators to fleets operating hundreds of trucks.

More Than One Week of Driver Deals

While several offers coincide directly with NTDAW, many continue well beyond September 19. OOIDA’s membership discount, Pilot’s weekly app offers, TA’s sweepstakes, Sheetz’s bulk DEF price, and RaceTrac’s driver promotions all remain available later in the month.

Requirements vary by promotion, with some offers tied to rewards accounts, apps, participating locations, or qualifying purchases. Checking those details before stopping can help drivers make sure an offer is available where they plan to redeem it.

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: September 14, 2026

Source: Overdrive

The post Truck Driver Appreciation Deals, Giveaways and Events Available This September appeared first on Truck Drivers USA.

There is no single nationwide formula that determines whether an individual truck will be inspected. States use different roadside screening systems and selection procedures, while inspectors can also identify vehicles based on visible defects or established inspection-selection criteria.

Behind many of those decisions, however, is a federal tool designed to help enforcement determine where inspection resources may be most useful.

ISS Helps Prioritize Carriers for Inspection

FMCSA’s Inspection Selection System, or ISS, is used at roadside inspection locations to help enforcement personnel identify and prioritize motor carriers for safety inspections.

For carriers with sufficient safety data, the system draws on FMCSA safety information, including roadside violations and state-reported crashes. ISS then assigns an inspection value from 1 to 100 along with one of three recommendations: Inspect, Optional or Pass.

An Inspect recommendation represents the highest inspection priority, while Optional falls into the next level. A Pass recommendation indicates that available safety information does not suggest inspection resources should be prioritized toward that carrier.

Those recommendations are not guarantees. A Pass does not give every truck operated by that carrier an automatic bypass, just as an Inspect recommendation does not mean every vehicle will receive a full inspection each time it encounters enforcement.

ISS is one source of information used in the selection process, not the entire process.

Carriers With Limited Inspection History Can Still Receive Attention

A carrier does not need a long history of violations to receive a higher inspection priority.

FMCSA uses a separate ISS calculation when there is not enough safety information available to evaluate a carrier through the usual process. That calculation considers the size of the carrier and how many inspections it has received during the previous two years.

The purpose is to encourage inspections that provide enough information to eventually evaluate the carrier based on its actual safety performance.

That means a newer carrier, or one with relatively little roadside inspection history, can receive an Inspect recommendation because FMCSA needs more information about its operations rather than because the carrier already has a poor safety record.

Electronic Screening Adds More Information Before the Truck Arrives

ISS becomes one part of a larger decision at locations using electronic screening.

FMCSA’s e-screening framework allows participating states to identify an approaching commercial vehicle, retrieve information about the carrier and vehicle and determine whether it should stop or bypass the facility.

The information considered can extend beyond safety history. Electronic systems may check operating credentials and other compliance information, while locations equipped with weigh-in-motion technology can screen vehicle weight before the truck reaches a static scale.

The technology used to identify a truck also varies. Electronic screening can involve transponders and other wireless systems, and some locations use license-plate or USDOT-number readers as part of their roadside setup.

Once the available information has been checked against the state’s screening criteria, the truck can receive instructions to continue or pull in.

As a result, a carrier’s safety record may favor a bypass while another issue, such as a credential or weight concern, still results in the truck being directed into the facility.

Random Selection Is Still Part of the System

Even when the safety information, credentials and other electronic checks are clear, a bypass is not guaranteed.

FMCSA’s electronic-screening model specifically includes random inspection selection. A vehicle that would otherwise qualify to continue can still receive instructions to stop because it was selected randomly.

That helps explain why a driver who routinely receives bypasses can suddenly be called in without any known change to the carrier’s safety record.

It also means drivers should be careful about drawing conclusions from a single pull-in. Being directed to a station does not by itself indicate that a carrier’s ISS recommendation has changed or that enforcement has identified a violation.

Inspectors Are Not Limited to What the Screening System Says

Electronic screening does not replace what enforcement personnel can see on the road.

FMCSA’s guidance for state motor carrier safety programs recognizes both established inspection-selection criteria and visible defects as ways commercial vehicles are identified for inspection.

That leaves room for an inspector to direct attention toward a truck when there is an observable reason to do so, regardless of whether electronic information would otherwise make the carrier a lower inspection priority.

This is also one reason the process can differ between locations. A fixed facility with electronic identification and weigh-in-motion equipment has different screening capabilities from a roadside inspection operation without the same technology.

The underlying goal remains the same: use available information and enforcement resources to identify commercial vehicles and carriers that warrant a closer look.

States Do Not All Screen Trucks the Same Way

FMCSA provides national safety information and supports the systems states use to exchange commercial vehicle data, but roadside enforcement remains a state and local function.

The agency’s Innovative Technology Deployment program specifically supports states in using safety and credential information to determine which commercial vehicles should be pulled in and which can bypass.

The equipment behind those decisions continues to vary. Some sites rely primarily on carrier identification and safety information, while newer projects are combining several screening technologies.

For example, FMCSA has funded an e-screening project at Maine’s Pittsfield Weigh Station that includes license-plate and USDOT readers, weigh-in-motion equipment and flat-tire detection. A separate South Dakota project on Interstate 90 is intended to expand electronic screening so compliant carriers can bypass the weigh station.

Those projects illustrate why a driver’s experience can change from one state, corridor or inspection site to another. The data available to enforcement and the technology used to evaluate it are not identical everywhere.

A Pull-In Does Not Tell You Why You Were Selected

From the driver’s seat, there may be no way to know which part of the process resulted in a particular instruction.

The carrier’s ISS information may have contributed. The truck may have been selected randomly, a credential may have required verification, weight screening may have triggered the stop or an inspector may have identified a visible reason to take a closer look.

That also explains why trucks from the same carrier do not necessarily receive the same instruction every time they encounter a weigh station.

ISS is designed to help prioritize inspection resources, while electronic screening gives states additional information to use before a truck reaches an inspector. Neither creates a permanent pass for carriers with stronger safety records.

The result is a selection process that can combine federal safety information with state screening criteria and conditions involving the individual vehicle. The green light or pull-in signal a driver sees is simply the final instruction from a process that may have started well before the truck reached the station.

Frequently Asked Questions

What do the ISS recommendations mean?

FMCSA assigns Inspect, Optional or Pass recommendations. Under the documented ISS algorithm, values from 75 to 100 correspond to Inspect, 50 to 74 to Optional and 1 to 49 to Pass.

Can a driver look up a carrier’s ISS value?

ISS values are not available to the general public. FMCSA states that a motor carrier can access its own ISS information by signing into the FMCSA Portal.

Can a carrier with a Pass recommendation still be pulled in?

Yes. An ISS recommendation is only one component of inspection selection. Electronic-screening systems can use additional criteria, and FMCSA’s screening model allows random selection.

Can a carrier be prioritized because it has very little inspection history?

Yes. FMCSA uses an insufficient-data calculation for carriers without enough information for the normal safety-based ISS calculation. Carrier size and the number of inspections during the previous two years are among the factors considered.

Can weigh-in-motion affect whether a truck is directed into a station?

At locations equipped with the technology, yes. Weigh-in-motion systems can screen a commercial vehicle’s weight while it is approaching the facility, allowing a potential weight issue to be identified before the truck reaches a static scale.

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: September 11, 2026

The post Why Some Trucks Get Pulled in for Inspection While Others Get the Bypass appeared first on Truck Drivers USA.

Temperature alone can account for a meaningful difference. Bridgestone’s commercial truck tire guidance notes that truck tires can lose about 2 PSI for every 10-degree drop in temperature, while Michelin gives an example in which a 40-degree decrease lowers pressure readings by roughly 6 to 8 PSI.

For a loaded tractor-trailer, however, knowing why the number changed is only the beginning. The cold reading still matters because inflation pressure determines how much load a tire can properly support.

What an Overnight Temperature Drop Does to the Reading

Consider a truck parked when the temperature is 65 degrees and sitting overnight as the temperature falls into the 30s. Even without an air leak, the pressure measured the next morning can be several PSI lower than it was the previous afternoon.

The change happens as the air inside the tire cools and contracts. If temperatures rise later in the day, the pressure will move upward again, and driving creates an additional increase as the tire generates heat.

This is why comparing yesterday’s warm tire reading with this morning’s cold reading can give the impression that more air has been lost than actually escaped from the tire.

That does not mean a driver should disregard the lower number. Bridgestone recommends checking commercial tires cold, which it defines as after the vehicle has been parked for at least three hours or driven less than a mile at moderate speed. The cold measurement is the useful baseline because it has not been elevated by operating heat.

A Tire That Looks Fine Can Still Be Below Its Target

A noticeable pressure change is not always obvious during a walkaround. Commercial tires carry high pressures and substantial loads, and appearance is not a reliable way to determine whether the inflation level is correct.

Bridgestone specifically warns that kicking or thumping a tire will generally reveal little beyond whether it is completely flat. An accurate pressure gauge is needed to determine what is actually happening inside the tire, including the inside tire of a dual assembly.

This becomes particularly relevant after a cold night. A tire that was already a few PSI below its intended cold pressure can lose several more PSI from the temperature change. What looked like a minor difference the day before can therefore become a more significant underinflation issue by morning.

The correct target also depends on the application. Commercial tire inflation has to account for the load being carried, and the maximum pressure printed on a tire’s sidewall should not automatically be treated as the correct operating pressure for every tractor or trailer.

Underinflation Changes How the Tire Carries the Load

The concern is not the lower number on the gauge by itself. It is what happens when a tire is asked to carry its load without enough inflation pressure.

An underinflated tire deflects more as it rolls. That additional flex creates heat inside the tire and places greater stress on its structure. Bridgestone warns that continued operation in that condition can contribute to tire deterioration, while improper inflation can also affect handling, tread wear and fuel economy.

That relationship between pressure and load is why simply assuming the tire will “warm back up” on the highway is not a good substitute for checking its cold inflation.

Pressure will rise once the truck starts moving, but that increase is the result of heat generated during operation. It does not change the fact that the tire began the trip below its appropriate cold setting.

In fact, the normal rise in pressure while driving creates another situation drivers need to avoid.

Don’t Correct a Cold-Pressure Problem by Chasing Hot PSI

After an hour on the road, the same tire that showed a lower pressure in the morning may be reading considerably higher. That does not mean it suddenly gained more usable inflation than it needed.

Truck tires naturally heat during operation, and the pressure increases along with that temperature. Bridgestone specifically advises against bleeding air from a hot tire to bring it back to the recommended cold number because doing so can leave the tire underinflated once it cools.

This distinction becomes useful on days with large temperature swings. The cold reading establishes whether the tire started at the appropriate pressure. The higher reading later in the day reflects operating conditions and should not be treated as though it were directly comparable.

Instead of reacting to every change throughout the day, drivers can pay more attention to patterns that do not fit the temperature change.

One Tire Losing More Than the Others Deserves a Closer Look

When the entire truck has been sitting in the same cold air, similar tires may show comparable pressure decreases. A single tire that falls much farther than the others is a different situation.

Temperature and an air leak can also occur at the same time. Bridgestone notes that truck tires naturally lose some pressure over time even without an obvious puncture, while valve components and tire damage can create additional losses.

A tire that repeatedly needs air, continues falling while surrounding tires remain stable or shows a substantially different morning reading should not automatically be blamed on the weather.

Dual assemblies make those differences particularly important. If one tire is running at a different pressure from its mate, the pair will not be operating under identical conditions. Checking the inside dual rather than judging the pair from the outside is therefore part of understanding whether the overnight change is simply temperature-related or something that needs attention.

Large Temperature Swings Make the Cold Check More Useful

Truck drivers do not have to wait for winter to see meaningful pressure changes. A warm fall afternoon followed by a near-freezing night can be enough to produce a noticeable difference, and a driver covering several states may encounter an even larger temperature swing between where the truck was loaded and where it stops for the night.

Automatic tire inflation systems can compensate for some of those changes, but they do not make pressure checks irrelevant. Michelin notes that an automatic system may add air when colder weather pushes pressure below its calibrated setting. If temperatures later increase, the tire can then end up above the original target, which is one reason the manufacturer still recommends periodically checking cold pressure even when an inflation system is installed.

The goal is not to keep every tire at exactly the same gauge reading through every temperature change. It is to know the correct cold inflation for the truck’s tires and load, then recognize when a reading fits the weather and when it points to something more.

An overnight pressure drop across several tires may simply reflect a cold front moving through. One tire consistently falling farther than the rest is telling a different story. Knowing the difference can help drivers address an inflation problem before a loaded tire spends hours generating additional heat on the highway.

Frequently Asked Questions

How much can truck tire pressure change when the temperature falls overnight?

Bridgestone states that truck tires can lose approximately 2 PSI for every 10-degree temperature decrease. Michelin gives a similar commercial example, estimating a 6 to 8 PSI reduction after a 40-degree drop. Actual readings can vary with the tire and conditions.

Why does tire pressure increase again after the truck starts moving?

Tires generate heat as they operate. As the tire and the air inside warm, inflation pressure rises. That is a normal operating change and is why manufacturers recommend using a cold reading as the baseline.

Should air be released if a truck tire is above its cold target after driving?

No. Bridgestone advises against bleeding pressure from a hot tire to reach its cold specification. Doing so can leave the tire underinflated when it cools.

Can cold weather cause a tire pressure monitoring or inflation system to react?

Yes. Michelin notes that some automatic inflation systems can add air after colder temperatures lower PSI beneath the system’s calibrated setting. Drivers should still verify cold pressure according to the tire and fleet’s maintenance requirements.

How can a driver tell whether low pressure is from temperature or a leak?

Temperature generally affects tires exposed to the same conditions in a similar direction. A tire that loses considerably more pressure than comparable positions, repeatedly requires additional air or continues dropping after temperatures stabilize warrants further inspection rather than assuming weather is responsible.

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: September 11, 2026

The post Why Semi-Truck Tire Pressure Changes After a Cold Night appeared first on Truck Drivers USA.

The firm reviewed 30 Spotify road-trip and driving playlists, selected the 50 songs that appeared most frequently and compared their tempos in beats per minute. Faster tracks ranked higher based on research that has explored connections between high-tempo music and changes in attention and driving behavior.

For truck drivers who may spend hours listening to music behind the wheel, the results offer an interesting look at how the soundtrack inside the cab can interact with the demands of the road.

Five Songs Topped the Ranking

Ed Sheeran’s “Shape of You” took the top spot in the Trujillo Gonzalez Law Firm analysis at 192 beats per minute. The song appeared on 24 of the 30 playlists reviewed and had accumulated more than 5 billion Spotify streams.

Oasis followed with “Wonderwall” at 173 BPM, while “STAY” by The Kid LAROI and Justin Bieber ranked third at 169 BPM.

The five highest-ranked songs were:

1. “Shape of You” by Ed Sheeran: 192 BPM
2. “Wonderwall” by Oasis: 173 BPM
3. “STAY” by The Kid LAROI and Justin Bieber: 169 BPM
4. “Rebel Yell” by Billy Idol: 166 BPM
5. “One Way Or Another” by Blondie: 162 BPM

The remainder of the top 10 included “Happy” by Pharrell Williams, “Hey Ya!” by Outkast, “Don’t Stop Me Now” by Queen, “Mr. Brightside” by The Killers and “Locked out of Heaven” by Bruno Mars.

The ranking used tempo as its primary measure, so appearing near the top does not mean a song has been proven to cause unsafe driving. Instead, the analysis draws on previous research examining whether faster music can influence behavior behind the wheel.

Research on Music and Driving Is More Complicated

Studies have found connections between music and changes in driving performance, but the results do not support a simple rule that a certain BPM automatically makes someone drive faster or lose focus.

Research has shown that the effect can change with the driving environment, volume, tempo and complexity of the task. Music may help with alertness in some situations while creating additional mental demand in others, particularly when conditions already require more concentration.

That distinction is important when looking at the Trujillo Gonzalez Law Firm ranking. BPM provides a straightforward way to compare songs, but it is only one factor that can affect how music influences someone behind the wheel.

Long Hours Behind the Wheel Add Another Consideration

The relationship between music and driving can also change as time behind the wheel adds up.

Research examining music during long-distance driving found differences between slow, medium and fast tempos. Medium-tempo music produced the best balance between fatigue and attention, while fast music helped reduce fatigue but was associated with poorer attention after extended driving. Very slow music presented a different problem by contributing to fatigue over time.

That makes the issue especially relevant to professional drivers. A playlist that works well during an open stretch of interstate may feel very different when traffic becomes heavier, weather changes or the route moves through construction or an unfamiliar area.

Volume can add to the effect. Research reviews have found associations between louder music and changes in driving speed, providing another reason not to focus exclusively on the BPM of an individual song.

What This Means for a Truck Driver’s Playlist

The Trujillo Gonzalez Law Firm analysis does not mean drivers need to remove “Shape of You,” “Wonderwall” or any of the other songs from their playlists.

The more practical takeaway is to pay attention to how the cab environment fits the road at that moment. High-energy music at a comfortable volume may not present the same distraction on an open highway as it could while navigating heavy traffic, poor weather or a complicated delivery location.

When the workload outside the windshield increases, lowering the volume, switching what is playing or turning the music off altogether can remove one source of competing stimulation.

Truck drivers spend enough time behind the wheel that music will naturally remain part of the job for many of them. The Trujillo Gonzalez Law Firm ranking offers a different way to look at familiar driving playlists, while the broader research suggests that tempo is only one piece of a much more complicated relationship between music, alertness and attention on the road.

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: September 11, 2026

Source: The Trucker

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Nominations opened September 8 for the 2027 Best Fleets to Drive For program, which evaluates for-hire trucking companies across the United States and Canada based on the workplace experience they provide for company drivers and independent contractors.

Current drivers and independent contractors have through October 31 to submit a nomination, and it only takes one eligible nomination for a fleet to enter the process.

Drivers Start the Nomination Process

Best Fleets to Drive For is produced by CarriersEdge and is entering its 19th year. Unlike programs where companies simply enter themselves for an award, the process has to begin with someone currently driving for the fleet.

Eligible carriers must operate at least 10 tractor-trailers under their own authority and provide for-hire transportation in the United States or Canada. There is no fee for a fleet to participate and no association membership is required.

Once a carrier has been nominated, the company decides whether to continue with the evaluation.

What Happens After a Carrier Is Nominated

Participating fleets complete an extensive questionnaire covering the programs and policies that shape the driver’s experience. The evaluation looks at compensation, benefits, human resources, operations, performance and recognition, career development and work-life balance.

CarriersEdge then conducts an interview with the company to review its responses. Drivers and independent contractors are surveyed separately, giving the people working for the fleet an opportunity to weigh in on their experience.

Those results are evaluated alongside company information and other performance measures to determine which carriers receive recognition.

The driver survey is an important part of that process because a nomination alone does not make a company a Best Fleet. In the 2026 program, 108 fleets were nominated, 48 became finalists, and 4,498 driver surveys were completed before the winners were selected.

Recognition Goes Beyond the Top 20

The 2027 program will recognize a Top 20 along with Fleets to Watch and qualifying Best Fleets Hall of Fame carriers.

Hall of Fame status is reserved for companies with a sustained record in the program. A fleet can qualify after being named a Best Fleet for 10 consecutive years or seven years with at least one overall award, and Hall of Fame companies must continue to requalify.

The 2026 program included carriers from across the United States and Canada, ranging from smaller operations with fewer than 100 drivers to fleets with much larger workforces.

For drivers, that means the program is not limited to the industry’s biggest names. Smaller eligible carriers can be evaluated alongside larger operations based on the programs and working conditions they provide.

Nominations Close October 31

Drivers and independent contractors interested in recognizing their current carrier can submit a nomination through the Best Fleets to Drive For website through October 31.

After nominations close, participating fleets move through the questionnaire, interview and driver-survey portions of the process. The 2027 Top 20, Hall of Fame and Fleets to Watch are scheduled to be announced in January.

Overall winners will be selected from the qualifying fleets later in the program.

For drivers who believe their carrier deserves consideration, the nomination is simply the starting point. The larger evaluation that follows looks more closely at how the company approaches pay, benefits, communication, development, operations and the day-to-day experience of the people behind the wheel.

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: September 11, 2026

Source: Truckers News

The post Drivers Can Now Nominate Their Carrier for the 2027 Best Fleets to Drive For appeared first on Truck Drivers USA.

The latest available wage data puts the median for heavy and tractor-trailer truck drivers in Alaska at $70,100 per year, or $33.70 per hour. The statewide average is $69,520 annually, giving drivers a useful benchmark before looking more closely at where wages differ.

What Truck Drivers Earn Across Alaska

Alaska’s wage range shows how much earnings can vary within the occupation. Drivers at the 25th percentile earn about $60,500 annually, while the 75th percentile reaches $78,060. At the upper end, the 90th percentile is $90,610.

Those figures should not be treated as starting salaries or guaranteed earnings. They represent drivers working for different employers, at different experience levels, and across multiple types of trucking jobs.

Location adds another layer to that range. Anchorage accounts for a large share of the state’s transportation employment, but its average wage is actually slightly below the statewide figure.

Anchorage Truck Driver Pay

In May 2025, the Anchorage metropolitan area had an estimated 1,620 heavy and tractor-trailer truck driver jobs. Average earnings were $32.48 per hour, equivalent to about $67,560 annually.

Anchorage’s role as a major freight and distribution center creates opportunities involving local deliveries, regional freight, and work supporting industries elsewhere in the state. Individual compensation can still land well above or below the area’s average depending on the assignment and employer.

Heading north to Fairbanks changes the wage picture again, with current estimates showing higher typical earnings.

Fairbanks Truck Driver Pay

Heavy and tractor-trailer truck drivers in the Fairbanks North Star Borough average $34.78 per hour, while the median reaches $36.81. Annualized at a full-time schedule, that median is roughly $76,560 before overtime or other compensation is considered.

The region also serves freight moving throughout Interior Alaska and farther north. Some positions may involve longer distances, different schedules, or operating conditions that are not comparable with a local job based in Anchorage.

Higher wages are not limited to Fairbanks, either. Looking beyond Alaska’s two largest employment centers shows why drivers should compare the location of a job instead of relying solely on the statewide median.

Truck Driver Pay Outside Anchorage and Fairbanks

Alaska’s balance-of-state data shows an average wage of $34.13 per hour for heavy and tractor-trailer truck drivers, with a median of $34.66.

At the upper end, the 90th-percentile wage reaches $48 per hour. That figure does not mean jobs paying that rate are widely available across rural Alaska, but it does show the earning range found outside the state’s largest population centers.

The paycheck also needs to be considered alongside the realities of the position. Distance, time away, housing arrangements, seasonal schedules, and access to services can change the value of an offer considerably, particularly when work is based in a remote location.

Why Some Alaska Trucking Jobs Pay More

Geography is only one factor separating a $60,000 position from one approaching or exceeding $90,000. The work itself can have just as much influence.

Jobs requiring additional qualifications, specialized equipment, difficult operating conditions, or less conventional schedules may carry different compensation than standard freight positions. Alaska also has trucking work connected to oil and gas, mining, construction, freight distribution and other industries that depend on moving equipment and supplies over considerable distances.

Those industries continue to support employment across the state. Alaska’s transportation, warehousing, and utilities sector had 1,200 more jobs in July 2026 than a year earlier, while oil and gas employment increased by 800.

Industry growth does not guarantee higher wages in an individual career, however. Drivers comparing opportunities still need to determine exactly how an advertised salary is earned.

Compare the Pay Structure, Not Just the Salary

A job advertised at $80,000 is not automatically a better offer than one advertised at $70,000. The more useful comparison is what a driver has to work, haul, and give up to reach that number.

Start with the compensation structure. Determine whether the job pays hourly, by the mile, on salary, or through a combination of methods, then find out how overtime, loading, unloading, waiting time and other work are compensated. When an advertisement lists a wide earnings range, ask what separates drivers near the bottom from those consistently reaching the upper end.

Schedule can change the equation just as quickly. Higher annual earnings may come with extended shifts, seasonal work, more time away, or a rotation that does not fit what a driver wants.

Benefits can narrow the gap between two offers as well. Health coverage, retirement contributions, paid time off, and bonuses all have value that will not necessarily appear in the advertised annual salary.

How Alaska Pay Compares with the Rest of the Country

Alaska’s $70,100 median is considerably higher than the national median of $58,640 for heavy and tractor-trailer truck drivers. That puts the state more than $11,000 above the national benchmark.

Cost of living is an important part of that comparison. Housing, groceries, utilities, and other expenses can be higher in parts of Alaska, while costs also vary substantially from one community to another. Alaska does not impose an individual state income tax, which is another difference drivers may want to consider when comparing take-home pay with jobs elsewhere.

For drivers already living in Alaska, the regional wage figures provide a more useful comparison than the national number alone. Someone considering a move to the state has an additional calculation to make because a higher salary does not automatically translate into more disposable income.

Finding the Right Alaska Truck Driving Job

Current wage data shows that Alaska can offer strong earning potential for truck drivers, but the best-paying opportunity on paper is not necessarily the best fit.

A driver comparing positions in Anchorage, Fairbanks, or elsewhere in the state should look at the entire job: base compensation, realistic annual earnings, schedule, freight, benefits, time away, and the conditions attached to the work.

The statewide median provides the benchmark. Understanding what sits behind an individual offer is what determines whether that opportunity actually measures up.

Frequently Asked Questions

How many heavy and tractor-trailer truck drivers work in Alaska?

The latest occupational employment estimates put employment at approximately 3,420 statewide. That figure represents people employed in the occupation rather than everyone in Alaska who holds a commercial driver’s license.

Does Alaska have a state income tax on wages?

No. Alaska does not impose an individual state income tax. Drivers comparing jobs in different states may want to account for that when estimating take-home pay.

Does higher truck driver pay offset Alaska’s cost of living?

Not automatically. Expenses vary considerably by community, particularly between larger population centers and remote areas. A relocation decision should compare expected earnings with housing, food, utilities, and other costs in the specific area where the driver would live.

Are Alaska truck driving jobs available year-round?

Many are, but some transportation needs are affected by construction seasons, resource development, and other industries with changing workloads. Drivers considering a position should confirm whether the advertised earnings are based on steady year-round work or a schedule with seasonal fluctuations.

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: September 10, 2026

The post How Much Do Truck Drivers Make in Alaska? Pay, Regional Wages and Job Factors appeared first on Truck Drivers USA.

For drivers, the most effective approach is layered security. Physical protection still matters, but it works best alongside careful stop planning, control of shipment information, and quick verification when something about a load changes unexpectedly.

Make the Trailer Harder to Access or Move

Standard trailer hardware provides limited protection against someone specifically targeting freight. High-security rear-door locks can create an additional barrier, while air-cuff and landing-gear locks can make it more difficult to move equipment without authorization.

The FBI includes these devices among its cargo-theft prevention recommendations, particularly for trailers that will be left unattended or dropped. Which equipment is appropriate depends on the trailer, freight, and carrier requirements, but the objective is the same: create multiple obstacles rather than relying on a single point of security.

Seals serve a different purpose. They can provide evidence that the trailer has been opened, which makes accurate seal numbers and inspections important. Damage, a missing seal, or a number that no longer matches the shipping documents should be handled according to company procedures instead of being treated as a routine replacement.

Plan the First Stop Before Leaving the Shipper

The first miles after pickup deserve particular attention because organized theft crews can surveil shipping facilities and follow freight they intend to target.

When possible, drivers can reduce unnecessary exposure by taking care of fuel, food, and other routine stops before loading. Carrier instructions and available parking will ultimately determine what is practical, but immediately parking a high-value load after leaving the shipper can create an avoidable opportunity.

Awareness matters during this part of the trip as well. A vehicle that continues to appear through several turns, exits, or route changes may warrant notifying dispatch, particularly when other circumstances seem unusual. Drivers should not confront anyone they suspect of following them.

Treat Parking as Part of Load Security

Not every legal parking space provides the same level of protection for loaded equipment. Lighting, visibility, controlled access, surveillance, and regular activity can all influence how exposed a trailer is while the driver is away from it or in the sleeper.

The FBI has identified truck stops, parking lots, roadside parking areas, and drop lots among the locations where cargo theft occurs. That makes parking decisions especially important when a trailer will remain unattended for an extended period.

Where the property and parking rules allow it, positioning can provide another barrier. A trailer backed close to a fixed object or otherwise positioned so the rear doors are difficult to reach can limit access. It should only be done where the truck remains legally parked and can leave safely.

Dropped equipment requires additional consideration because the tractor is no longer there to provide another layer of protection. Landing-gear locks and other carrier-approved devices can help prevent someone from simply connecting another tractor and leaving with the trailer.

Verify Changes Before the Freight Changes Direction

Some of today’s cargo theft does not involve breaking into a trailer at all. Strategic cargo theft relies on deception, including stolen carrier identities, fraudulent pickups, compromised accounts, and false instructions used to redirect legitimate freight.

That changes what drivers need to watch for. A last-minute destination change, request to meet someone away from the scheduled receiver, or instruction to deliver to an unfamiliar warehouse should be confirmed through established carrier channels before the load changes course.

The source of the message matters as much as the instructions themselves. Calling a number contained in a suspicious text or email only confirms the information with the person who sent it. Verification should go back through a known dispatcher, company contact, or other approved communication channel.

Limit Who Knows What Is on the Trailer

Shipment information can be valuable to someone trying to identify a worthwhile target. Cargo type, origin, destination, and planned stops should not be shared unnecessarily, particularly through public social media posts.

Documents inside the cab deserve the same discretion. Bills of lading and other paperwork can reveal details about the freight and its movement, so they should not be left openly visible when the truck is unattended.

Drivers should also be cautious when unfamiliar people ask detailed questions about a load. There is rarely a reason for someone outside the shipment to know exactly what is being hauled, where it came from, or where it is going.

Check Security After the Truck Has Been Unattended

Locks and seals are most useful when changes are noticed quickly. After returning to a loaded truck, drivers can look for damage around the doors, locking hardware, seals, and other areas that could indicate attempted access.

The same applies to the tractor and connection points when equipment has been left unattended. Anything that looks different from when the truck was parked deserves attention before departure.

If something appears compromised, reporting it immediately gives the carrier an opportunity to determine the appropriate response. Moving the truck or opening the trailer before receiving instructions can complicate documentation of a suspected theft or attempted entry.

Cargo Security Works Best in Layers

There is no single device or parking strategy that can prevent every cargo theft. The threat now ranges from traditional trailer break-ins to organized groups using legitimate-looking communications to take control of entire shipments.

For drivers, that makes several smaller safeguards more effective when they work together. A secured trailer is harder to access, a carefully planned stop reduces exposure, controlled shipment information gives thieves less to work with, and verified instructions make it more difficult to redirect freight through deception.

Those layers cannot eliminate the risk, but they can make a load considerably harder to steal without asking drivers to treat every mile of a trip as a security emergency.

Frequently Asked Questions

Are some loads more likely to be targeted than others?

Yes. Theft patterns change with resale demand, availability, and the ability to move stolen goods quickly. Food and beverages, electronics, household goods, apparel, and other easily resold products have all appeared among frequently targeted categories in recent cargo-theft reporting.

What is strategic cargo theft?

Strategic theft uses fraud or deception to obtain freight rather than simply stealing it from a parked trailer. Schemes can involve identity theft, fraudulent carriers, fictitious pickups, compromised accounts, or unauthorized changes to legitimate shipments.

Does a trailer seal prevent cargo theft?

A seal is primarily a tamper-evident measure rather than a high-security locking device. It can help identify unauthorized access, which is why the seal number and condition should be monitored according to the requirements of the shipment.

What should a driver do if cargo appears to have been stolen?

The driver should follow the carrier’s incident procedures and notify law enforcement as directed. If the situation presents an immediate threat to personal safety, the priority is getting to a safe location and contacting 911 rather than confronting anyone involved.

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: September 10, 2026

The post How Truck Drivers Can Better Protect Loads from Cargo Theft appeared first on Truck Drivers USA.