Austin Family Worldwide Logistics

❤️👀I wonder if I can get a "HELLO" from all 50 states, ✋😍😁⭐

1.Alabama
2. Alaska
3. Arizona
4. Arkansas
5. California
6. Colorado
7. Connecticut
8. Delaware
9. Maryland
10. Georgia
11. Hawaii
12. Idaho
13. Illinois
14. Indiana
15. Iowa
16. Kansas
17. Kentucky
18. Louisiana
19. Maine
20. Maryland
21. Massachusetts
22. Michigan
23. Minnesota
24. Mississippi
25. Missouri
26. Montana
27. Nebraska
28. Nevada
29. New Hampshire
30. New Jersey
31. New Mexico
32. New York
33. North Carolina
34. North Dakota
35. Ohio
36. Oklahoma
37. Oregon
38. Pennsylvania
39. Rhode Island
40. South Carolina
41. South Dakota
42. Tennessee
43. Texas
44. Utah
45. Vermont
46. Virginia
47. Washington
48. West Virginia
49. Wisconsin
50. Wyoming
51. * Florida
OTHER COUNTRIES

📌Destination: Paradise
🚛Mode of Transport: Semi truck
🎯Funding: Paid to travel
Average $8,000 a week
Austin Family Worldwide Logistics

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The GPS is taking my drivers to a large toll bill...
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https://www.kmbc.com/article/gps-directions-semi-drivers-stuck-independence/45027669?fbclid=IwAR02_Yu4FtDMTF4hC5eQHRzWEhdmD2qwh3iWc_7iFe7cvifRteWSRU8BVdo

Tight turn, GPS directions causing semi-drivers to get stuck along Independence road South Crenshaw road closed for hours as drivers need towed out of ditch after missing turn

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Is there relief in sight for trucking companies?

A true market shift appears unlikely in the near-term futureWhile LTL rates have climbed somewhat in response to recent events, it is unlikely that this trend will continue long enough — or intensely enough — to effectively shift the balance of power in the market in the near-term future.

It is crucial for carriers to keep that in mind as they enter bid season.

✨️Transactional vs. contractual freight

Shippers continue to have the upper hand entering bid season. Updated contract rates are expected to be relatively low, reflecting that reality. Some carriers are expected to refuse these contracts, fueled by their new sense of optimism.

“We are seeing some carriers decide to risk it on the spot market and not participate in as many long-term bids,” Bezewada said.

According to Jones, that is not a good plan of action. In fact, it could easily lead carriers to their demise.

“Carriers that have relied on transactional business models need to focus all their efforts on converting their businesses to contractual models,” Jones said. “The fact that they have hung in this long, unfortunately, is not going to be enough.”

Jones expects six to 12 more months of sustained market stress for carriers. Relying on the spot market during this time is likely to leave them sitting still, or at least moving freight for rock bottom rates.

For carriers striving to survive this downturn, Jones recommends diversifying the industry verticals they service, in addition to building partnerships that lead to contractual business.

This will allow carriers to pick up more loads during surges across different industries, hopefully padding their bottom lines enough to get them through the leanest seasons.

✨️What does this mean for brokers?

Carriers are in the tightest spot right now, but Jones expects brokers will be hurting more after the next six to 12 months.

“Brokers will start to feel the pressure of decreasing contract rates this year and next year. As the market does change, they will start to feel the sting of relying on transactional business models as well,” Jones said. “It’s really going to come down to who can run sustainable businesses that allow for consistent profit margins.”

The most proactive brokers have responded to market challenges in the same way the most prepared carriers have: by expanding their offerings. The bulk of their efforts have been focused on amping up their tech stacks, allowing them to integrate new, in-demand solutions quickly.

Some of the most popular technologies — like tracking and visibility tools — are becoming table stakes for satisfying shippers. In a market where shippers still have the upper hand, brokers without top-notch tracking options should focus their energies on partnering with a company like Trucker Tools to remedy that issue. Otherwise, those companies risk losing customers altogether. “The market has forced brokers to get scrappy, retaining and growing their revenue by providing differentiated services, largely through their tech stacks,” Bezewada said. “Also, fraud has sprung up and is hitting brokers the hardest as intermediaries between carriers and shippers.”Fraud always increases when companies are their most vulnerable, like during times of market stress.

Brokers should consider adding various fraud prevention tools to their arsenals in order to protect themselves and their customers during this time. Often, brokers will be able to access some of these tools through their existing technology partners. Trucker Tools, for example, plans to roll out a carrier validation tool later this year.

Austin Family Worldwide Logistics 816-226-6544
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Truck transportation jobs plummet in August
Biggest drop by far since the pandemic likely due to end-of-July layoffs from the closing of Yellow

Truck transportation jobs plummeted in August, according to the Bureau of Labor Statistics, with the likelihood that the demise of Yellow Corp. was largely responsible for sending the employment total down by 36,700 employees.

To put that drop in perspective, in the past 10 years the only month with a larger decline was April 2020, when the economy took the full blow from the start of the pandemic. Truck transportation jobs on a seasonal basis that month dropped 84,500 jobs from March.

Since then, there have only been six months in which truck transportation jobs declined, four of them this year. And those job losses totaled just 16,900 jobs, less than half of those lost in August alone.

The only other month with higher job loss than August was due to a Teamsters strike in April 1994.Ironically, even as truck transportation jobs were plummeting, warehouse jobs stabilized for the first time in months.

Warehouse jobs had declined for seven consecutive months and 10 of the past 11; in the one month in that stretch when jobs didn’t decline, job totals were flat.

The August increase of 600 jobs was the first rise in that number since June of last year. But with a downward revision of the total for June of this year, even the small gain in August could not push the warehouse jobs total above 1.9 million. Jobs in the warehouse sector had not been less than 1.9 million since January 2022, just before the annual revision of the BLS model produced a giant increase in the warehouse jobs estimate.In other highlights from the report:

Not seasonally adjusted jobs in truck transportation, which can often diverge from the seasonal numbers, did not stray far this time around. The job decline in that category was 35,700, just 1,000 jobs fewer than the seasonal report.

Rail employment had held steady between 144,000 and 147,000 jobs for several years. Its increase to more than 150,000 jobs in the past year was seen as significant because as an industry, railroads had been been taking incoming pressure and criticism that they had let too many workers go. It now appears to be at a new normal: Rail jobs in August totaled 150,200, identical to June, and July jobs in between came in at 150,400.

BUT WERE HIRING ALWAYS
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CHEVK US OUT TEXT "TRUCKING" TO 816-226-6544.

AEB comment deadline runs through Sept. 5
AUGUST 21, 2023

Mark Schremmer

The deadline to comment on a proposal to mandate automatic emergency braking systems on heavy trucks is about two weeks away.

In July, the National Highway Traffic Safety Administration and Federal Motor Carrier Safety Administration published a joint proposal that would require AEB systems and electronic stability control systems on new vehicles that weigh more than 10,000 pounds.

The agencies are accepting public comments on the proposal through Sept. 5.

TaxHelpMD
As of Aug. 21, nearly 700 comments had been filed to the agencies through the regulations.gov website.

Many of them come from truck drivers who are opposed to a mandate.

“I think that they should hold off until the system is flawless,” truck driver Timothy Scott wrote. “I have it in my truck, and it is very dangerous. If you are driving down the road, it will detect street signs above the highway and brake. If someone is tailgating you or there is snow or ice on the road, you have a dangerous situation. Once they have perfected it, it will not be a bad thing. Until they do, they should not be mandatory.”

Proposal
The proposal calls for all Class 7 and 8 vehicles – those weighing more than 26,000 pounds – to be required to meet the automatic emergency braking standards three years after the rule takes effect. All Class 3-6 vehicles – those weighing 10,001-26,000 pounds – would be required to meet the automatic emergency braking and electronic stability control requirements in four years. Small-volume manufacturers would have until five years after the final rule took effect.

The proposal would not require existing heavy vehicles to be retrofitted with automatic emergency vehicle technology.

OOIDA’s stance
The Owner-Operator Independent Drivers Association wrote to the agencies in July to inform them about truck drivers’ concerns about the technology.

“While there are many operational concerns about using an AEB system, truckers are especially worried about the potential for false activations,” OOIDA wrote. “As you can imagine, drivers are concerned the 80,000-pound truck they are driving could unexpectedly brake to a complete stop for no reason. In the face of this threat, the best the agencies offer in the (proposal) is ‘some assurance that an AEB system is capable of differentiating between an actual imminent collision and a non-threat.’”

Earlier this summer, NHTSA opened an investigation into false automatic braking on certain Freightliner and Western Star trucks.

There were 18 complaints of false automatic emergency braking activation “without an actual roadway obstacle.” In some instances, the false activation brought the truck to a complete stop in the travel lane. NHTSA did not report any crashes caused by the false braking.

The investigation aims to determine if the alleged defect creates an unreasonable safety risk.

The agencies also acknowledge in the notice of proposed rulemaking that the unintended consequences of false activations “cannot be quantified.”

“For drivers who have years of experience and millions of accident-free driving miles, it is inconceivable that the government would require them to hand over control of their vehicle to a technology that may or may not be able to accurately detect a threat,” OOIDA wrote.

More time to comment?
On Aug. 3, the Commercial Vehicle Safety Alliance asked the agencies to extend the comment period 30 days.

“CVSA applauds the agencies for seeking public comment on this critical issue, and we look forward to providing comments to the agency on behalf of CVSA and the Commercial Vehicle Brake Manufacturers Council,” the group wrote. “However, 60 days is not adequate time to prepare and approve comments on such a complicated and important issue. CVSA and CVBMC are working to develop comments in response to the proposal and would like the opportunity to collaborate with other entities that will be commenting, to ensure all issues and concerns are addressed and our organizations can provide NHTSA and FMCSA with comments that will contribute to a comprehensive, well-informed, science and data-based notice of proposed rulemaking.”

As of Aug. 21, the agencies had not announced a ruling on CVSA’s request. Until then, the deadline will remain Sept. 5.

How to comment
To submit a comment on the notice of proposed rulemaking, go to regulations.gov by Sept. 5 and enter Docket Nos. FMCSA-2022-0171 or NHTSA-2023-0023. There is no need to file comments to both agencies. You also can go to FightingforTruckers.com, where OOIDA has made it easy for truck drivers to provide feedback to the agencies. LL

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NHTSA launches campaign to remove drunk drivers from roadways
As we near Labor Day, the National Highway Traffic Safety Administration is increasing efforts to remove drunk drivers from the roadways.

Austin Family Worldwide Logistics
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For more info click LEARN MORE or call Kate at
(630) 382 - 8333

Honoring International Day of the World's Indigenous Peoples
This World Indigenous People’s Day, we’re celebrating the amazing Indigenous communities who we’re proud to work with and support through our Experiences, which are underpinned by the United Nations Sustainable Development Goals (UN SDGs).

Experience Lakota Country’s Indigenous culture at Oglaga Lakota Living History Village. Visit the Alaska Native Heritage Center to learn all about Alaska’s ancestral past. Meet the colorful Mi’kmaq people and see their wonderful art in Nova Scotia. Or enjoy a picnic lunch with a Local Specialist at the Chaco Culture National Historical Park Visitor Center in New Mexico.

Join us and connect with real members of these Indigenous groups for a genuine and enriching cultural exchange.

Discover the Oglala Lakota Living History Village in South Dakota

Connect with history at this Indigenous-run organization in Pine Ridge Reservation, South Dakota. Displays of living quarters take you back to the 1800s, and you’ll learn about the local culture and customs through dancing, crafts, and storytelling. Featured on our National Parks and Native Trails of the Dakotas tour, your visit also advances UN SDG 10 - Reduced Inequalities and 11 - Sustainable Cities and Communities.

Visit the Alaska Native Heritage Center in Anchorage

In this living cultural center in Anchorage – and the only statewide cultural and education center dedicated to celebrating all cultures and heritages - you’ll come to know some of Alaska’s Native cultures such as Iñupiaq, Haida, Alutiiq and Yup’ik. Experience life-sized village sites, immersive educational programs and authentic exhibitions that provide meaningful engagement. A highlight of our Majestic Alaska tour, your visit also supports UN SDG 11 - Sustainable Cities and Communities.

Explore the Millbrook Cultural & Heritage Center in Nova Scotia

As you explore Nova Scotia you’ll learn about the legends & traditions of the Mi'kmaq people during a visit to the Truro Power Center. This is a thriving development owned by the Millbrook First Nation, and any money spent here goes towards future generations of Millbrook Mi’kmaq. Experience this on our Enchanting Canadian Maritimes tour and support UN SDG 10 - Reduced Inequalities and 11 - Sustainable Cities and Communities.

Picnic at the Chaco Culture National Historical Park in New Mexico

Stop at the Chaco Culture National Historical Park Visitor Center for a picnic lunch with Kialo Winters, your Navajo guide. He’ll share the history and traditions of Chaco Culture and the Navajo way of life by giving an Indigenous perspective to these tribal lands. Our Southwest Native Trails tour will take you there and you will also help advance UN SDG 10 - Reduced Inequalities and 11 - Sustainable Cities and Communities.

SemaJ' Hadley Travel Agent
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News Today:

Schneider National announced Tuesday after the market closed it has acquired dedicated carrier M&M Transport Services for an undisclosed sum.

Massachusetts-based M&M Transport operates a fleet of 500 trucks and 1,900 trailers out of 12 locations in the Northeast, Midwest and Southwest. The company’s account list includes Fortune 500 retail and manufacturing companies.

Financial terms of the transaction were not disclosed. The deal is expected to be immediately accretive to earnings.

Schneider (NYSE: SNDR) said the deal puts its dedicated segment close to 6,500 trucks and $1.5 billion in annual revenue. The unit generated $1.2 billion in revenue (excluding fuel surcharges) with nearly 5,900 trucks last year.

“This is an exciting opportunity to leverage the best of both companies and use our complementary capabilities to deliver enhanced value to our customers and stakeholders,” said Mark Rourke, Schneider president and CEO.

M&M transport will continue to operate under its current banner as a subsidiary of Schneider.

Last year, Schneider acquired dedicated carrier Midwest Logistics Systems in a $263 million deal. The company had 900 tractors and $170 million in annual revenue (excluding fuel surcharges) at the time.

“Now, as a wholly owned subsidiary of Schneider, M&M Transport will continue to leverage our strengths while capitalizing on Schneider’s broad capabilities and resources to support continued growth and the consistent, reliable service that our customers expect from M&M Transport,” said Mark Warsofsky, M&M Transport’s founder.

Scopelitis, Garvin, Light, Hanson and Feary served as adviser to Schneider. G2 Capital Advisors was the sole financial adviser to M&M Transport.

3 tips to boost your CSA scores

Best practices that carriers can implement now and in the futurecompliance,” said Josh Lovan, industry business adviser at J. J. Keller & Associates Inc., trusted industry safety and compliance experts.

Ultimately, clean inspections improve CSA scores, which is always the goal.

Are changes to BASICs on the horizon?

It’s important to acknowledge that in February, the FMCSA proposed changes to the SMS. These changes “aim to better identify the companies needing the most intervention, and also will help companies better understand how to use this data to influence safer behavior,” according to the FMCSA.

Included in these possible updates is the reorganization of BASICs, which would be called “safety categories.”

J. J. Keller recapped the following eight potential changes proposed by the FMCSA:

Creating new safety categories. This includes moving the controlled substances/alcohol category into the unsafe driving factor and splitting the vehicle maintenance category into two to create the “vehicle maintenance: driver observed” category.
Segmenting of the driver fitness category by straight and combination vehicles as well as the HM compliance category by cargo tank and non-cargo tank carriers.
Consolidating 973 violations into 116 groups.
Simplifying severity weights from a scale of 1-10 to 1-2.
Creating proportionate percentiles to prevent abrupt changes to percentile rankings.
Raising intervention thresholds in the driver fitness and HM compliance categories, which have the lowest crash risks out of the categories.
Focusing on recent violations. Companies without at least one roadside inspection in the last 12 months won’t be subject to scores in certain categories.
Updated utilization factor to account for current trends in average vehicle miles driven per average power unit.
A final rule still has not been issued by the FMCSA on whether, or when, these changes will take effect. However, the window for comments on the proposed changes closed on May 16.“vehicle maintenance: driver observed,” drivers have even more reason to consistently practice thorough pre-trip inspections. The potential new category will emphasize violations that should have been caught by a driver in a pre-trip inspection or walkaround. This will help motor carriers and enforcement officers identify sources of vehicle maintenance issues and potentially unsafe driving behavior.

3. Encourage safety and maintenance collaboration.

Is your maintenance department involved with safety? If a driver receives a roadside violation involving maintenance, how often does the safety team discuss these issues with the maintenance team? All too often, safety departments and maintenance departments don’t communicate enough, but discussing maintenance violations can help companies identify training issues and prevent repeat reoccurrences in the future.

If brakes were serviced, and then a few weeks later there was a brake violation, for example, this indicates there was an issue with the maintenance team that should be addressed.

“A safety department must collaborate with maintenance to reduce safety violations, but many safety and maintenance teams do not meet often enough to discuss CSA. During my tenure in the industry, my safety team spoke with the maintenance department every week about reducing roadside violations. My CSA scores drastically improved after only three months,” Lovan said.

Final thoughts

While diligent efforts to prevent violations are the best thing a company can do to maintain positive CSA scores, violations are bound to occur at some point, especially among larger companies with many drivers.

In some circumstances, however, a carrier may believe a violation may not be valid. Carriers can use the DataQs system to request corrections be made on violation reports, an important tool in managing CSA scores.

Leverage a fleet management system, like J. J. Keller Encompass, to manage and track FMCSA requirements for your vehicles and drivers. It will help you improve CSA scores by keeping you on top of vehicle plate renewals, drivers’ hours of service, vehicle inspections and more. Talk with a compliance specialist about a free 60-day trial.

Tags: compliance, CSA BASICs, CSA scores, FMCSA, JJ Keller & Associates, JJ Keller Encompass, safety compliance
FMCSA

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There's more ways to skin a cat you have a CDL lets rent a truck till you can buy one✨


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