Matt Blattel loves the outdoors. Hunting, fishing, camping, he loves it all.

In fact, Blattel’s love of the outdoors goes back to his childhood on a 3,000-acre farm in southeast Missouri. His family raised 1,000 hogs and 1,000 cattle.

“That’s where I began to learn about building,” says Blattel, a regional driver for Baldwin Express who was matched to his job through Drive My Way and absolutely loves what he’s doing.

“I got exactly what I wanted,” he says. “I wanted to be home every weekend, good pay, good miles, newer trucks. And then, I got all of that. I’m ecstatic about it. Once I put in my criteria of what I wanted, Drive My Way started matching me. It was a godsend.”

In addition, Blattel said that Baldwin Express takes care of him, so he finally is able to enjoy the work-life balance he sought for so long.

trucker house

The house Matt Blattel built. He also made the name plate in front and designed the landscaping.

Handy Man

Blattel has had a CDL driver job for 21 years. But, when he’s not trucking, he’s a talented builder.

“I’ve always been somebody who works with my hands,” he says. “I can see something and then go make it. I’ve built things since I was a teenager.”

Blattel, now 46, figures he’s been building things for 30 years. He carves decorative logs for his friends at the holidays. But he’s proudest of his masterpiece: his mother-in-law’s house.

A Strong Foundation

Blattel built the house from the ground up eight years ago, saving his mother-in-law $40,000 in the process.

“I built it completely by myself from start to finish,” Blattel says. “From the foundation and the landscaping to the woodworking, wiring and insulation, you name it, I did it. Also, I even laid hardwood floors throughout the whole house. It makes me feel good to know my mother-in-law has a house that’s exactly what she wants, and I built it from top to bottom.”

It took Blattel a mere seven months to build the house in his spare time. Now his wife wants him to construct a new house for them. “Whatever she wants,” he says. And he means it.

A Talent Deeply Rooted

So where did Blattel learn to do all of this? Building “has always come to me naturally,” he says. “There’s not a whole lot I can’t do. If you tell me I can’t do it, then I’m going to do it anyway just to prove you wrong.”

Blattel picked up his talent for building just by growing up around it. He learned by paying attention.

To other truckers who would like to try their hand at building, Blattel has sage advice: “Overall, don’t be afraid to ask questions, and do it right the first time.”

In summary, it all takes patience, organization and most of all, a clear vision.

“It always starts with that vision, in every aspect of my life,” Blattel says. “I don’t use blueprints. They are all in my head. I research it and see what I gotta do to get it done—and then I do it.”

In addition, the same goes for his job at Baldwin Express. “I couldn’t be happier,” he says.

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Neil GorsuchSupreme Court confirmation hearings for nominee Neil Gorsuch are under way.  And as he faces scrutiny by U.S. lawmakers, truck driver Alphonse Maddin is shedding light on the Neil Gorsuch decision that he just cannot shake. Abovethelaw.com wrote about the case recently, highlighting Gorsuch’s decision making:

The Tenth Circuit decided a case called TransAm Trucking v. Dept. of Labor. The case talked about how Maddin broke down on a freezing Illinois road, at night, out of gas.

abovethelaw.com

‘The frozen trucker’ Alphonse Maddin

He called TransAm. They told him to wait with his load.

He found that the brakes had frozen. The cab of the truck was unheated. He called TransAm again, who told him to wait again. Hours passed. He called TransAm again, explaining that he had symptoms that sound a lot like the early onset of hypothermia. TransAm told him, according to court records, “to either drag the trailer with its frozen brakes or stay where he was.”

After three hours in the cold, Maddin unhitched the trailer and went in search of gas. Eventually, the trailer was secured, and Maddin was fired for violating orders.

Maddin sued, and an arbitrator ruled that his termination was illegal under laws that protect employees from being compelled to operate vehicles in unsafe conditions. Appeals ensued, and the Tenth Circuit sided with Maddin, 2 – 1.

The one dissenter was Neil Gorsuch. In his opinion, Gorsuch wrote:

“It might be fair to ask whether TransAm’s decision was a wise or kind one. But it’s not our job to answer questions like that. Our only task is to decide whether the decision was an illegal one. The Department of Labor says that TransAm violated federal law, in particular 49 U.S.C. § 31105(a)(1)(B). But that statute only forbids employers from firing employees who “refuse to operate a vehicle” out of safety concerns.

“And, of course, nothing like that happened here. The trucker in this case wasn’t fired for refusing to operate his vehicle…. The trucker was fired only after he declined the statutorily protected option (refuse to operate) and chose instead to operate his vehicle in a manner he thought wise but his employer did not. And there’s simply no law anyone has pointed us to giving employees the right to operate their vehicles in ways their employers forbid.”

When describing Gorsuch’s dissent recently, Sen. Dick Durbin (D-IL) said: “According to [Maddin’s] recollection, it was 14 degrees below. So cold, but not as cold as your dissent, Judge Gorsuch.”

What would you have done in Maddin’s position, drivers? Join our community here and share your thoughts.

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Although Drive My Way is relatively new to the trucking world, there’s one team member so immersed in the business she is considered an institution.

She’s Jamey Wozniak, Drive My Way’s chief matchmaker. If you are a driver or employer who has worked with Drive My Way, chances are you have crossed Wozniak’s path. Simply put, she personifies the brand.

“I am passionate about Drive My Way,” Wozniak says. “Probably because I’ve been with the company since the very beginning. I’ve been part of the problem solving and seen our progress. It’s amazing to see how much we have grown already.”

Making the Match

Jamey working with a driver

As Drive My Way’s chief matchmaker, Wozniak communicates with truck drivers and helps them clarify what they seek in a CDL trucking job. Wozniak’s conversational style puts drivers at ease. It helps that Wozniak truly enjoys what she does.

“Helping someone succeed always makes me feel great,” Wozniak says. “I help drivers work the system a little bit. I give them the tools and show them that you get out of it what you put into it. I’ve been here long enough that I can help drivers maximize their benefit.”

In addition, on the employer side, Wozniak serves as Drive My Way’s account manager. In that role, she helps onboard employers, enabling them to match with drivers and hire them through Drive My Way. Also, Wozniak revels in sharing with employers tips and tricks that help them use Drive My Way’s application to their full advantage.

“As a former employer myself, I respect what they do and how they do it, because I’ve been there,” Wozniak adds.

An Accomplished Businessperson

Drive My Way matchmakerAs the owner of Joe’s Hitch and Trailer, a company that designed and installed custom trailer hitches and truck accessories for the outdoor market, Wozniak nearly doubled the company’s business, to $1.5 million.

“Joe’s was really my baby, the place where I evolved as a business owner,” Wozniak says. “I had my own radio show. Several newspapers and magazines featured me. Overall, I represented the brand.”

Being written about in the local press was a testament to her demonstrated leadership within the industry and as a female entrepreneur. “Overall, I was a woman in a man’s world, and I realized I could do it,” Wozniak says.

The Woman She Is Today

Currently, Wozniak still serves as a woman in a man’s world, but this time it’s trucking. Her direct, friendly personality serves her well at Drive My Way, just as it did at Joe’s. A graduate of automotive school, Wozniak has an affinity for fast cars. She’s a roll-up-your-sleeves, get-down-to-business type of gal who gets her point across with a smile on her face.

Wozniak draws as much from her entrepreneurial success as she does from her background in human resources and recruiting. A former recruiter and human resources generalist at Sony and Helene Curtis, Wozniak also worked her way up to VP of HR for Schindler Elevator. Her HR experience now plays an essential role when Wozniak communicates with recruiters. “Traditional HR and recruiting processes are so cumbersome and time consuming,” says Wozniak. “It’s easy to see what a game changer Drive My Way’s technology is by comparison. Educating recruiters on how our technology can save them time and money is one of my favorite aspects of my job.”

Overall, when Wozniak puts her mind to something, there’s nothing she cannot do. “I’ve been with Drive My Way since the beginning. So, it’s in my heart, it’s part of me,” she says. “I look forward to seeing where we go from here.”

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trucking regulations

President Trump continued his quest of broad regulatory reform, targeting in an Executive Order regulations that stifle job creation, impose unnecessary costs or are simply outdated or ineffective. So writes Overdrive magazine in a news article:

Trump directed all federal agencies, including the Federal Motor Carrier Safety Administration, to establish a team. This team evaluates existing regulations and makes recommendations about regulations that need “repeal, replacement or modification.” In addition, the order refers to the teams as Regulatory Reform Task Forces. Nearly all federal agencies must form a task force, made up of senior agency officials and others.

Also, Trump ordered federal agencies to appoint a “Regulatory Reform Officer” within 60 days.

The officer would head each agency’s regulatory task force.

“Each RRO shall oversee the implementation of regulatory reform initiatives and policies to ensure that agencies effectively carry out regulatory reforms,” Trump’s order states.

The regulatory task forces established by the order seek input from state and local governments. Also, they seek input from businesses, consumers, and trade associations.

According to Overdrive, the American Trucking Associations supports a “judicious” approach “in eliminating or reversing regulations.” Furthermore, periodically review regulations to ensure their relevancy deems useful.

Read the rest of the story here. What do you think, drivers? Would you support a reduction in trucking regulations? Join our community here and share your views with us.

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My, how times have changed! When I started driving in the early 1980s, trucks were so different than they are today. I can recall taking my driving exam. The examiner checked to make sure the lights worked and the truck actually had a seatbelt (the truck was used for tests because it was the only one that had a seatbelt that worked).

When I look back at my career, I marvel at all the ways trucks and truck stops have changed, particularly as more women have entered the trucking business. Here are my 6 favorite ways the industry has changed to accept, accommodate and acknowledge women.

Truck seats

Deb, who worked for a small oil field fleet where my husband, Bob, worked, taught me to drive an old two-stick Mack pulling an unbaffled water trailer. In those days, I had to carry a pillow with me when I knew I was going to drive. I used it to prop myself up. After all, the seat did not move and I could not reach the pedals without it.

It also was an amazing feat to use the mirrors. They were stationary, so we ladies had to adjust our bodies and necks to use them. In other words, we adjusted to the truck—the truck didn’t adjust to us.

But in 2017, within seconds I can adjust our truck seats from my husband’s position (He’s 6’3”) to one that suits me (I’m 5’4”). Even the vents for heating and cooling can be repositioned so that I am comfortable.

Truck hoods

In the 1980s, opening the hood took a supreme effort. A smaller-statured woman could often be seen dangling from the hood ornament trying to leverage her body to get the hood to move. Now with one hand, today’s hoods can be easily opened and closed by men and women alike.

Truck stop showers

While I do not go way back using truck stops, I know they have improved a lot since 2000. To me, the best parts are the showers and laundry rooms. Most of the truck stop chains have upgraded their showers to include better lighting and homey touches such as flowers and nice pictures on the walls. Many of the upgraded showers include lights in the shower as well as nice benches that make it a lot easier for women to see and shave our legs.

Bob and I favor the TA/Petro truck stops because they have in all their showers two bath towels, one hand cloth and one small towel, as well as a towel for the floor. The showerheads have been updated to the bigger showerheads, too, which make showering a blissful experience at times.

Truck stop public restrooms

Most notably, restrooms now have homey touches such as pictures and flowers. They often are decorated for the holidays, too. Many restrooms also have added a soap dispenser that has an abrasive cleaner for when we ladies have had our hands in oil and grease. Men have had this additional soap dispenser for years, but it is a recent addition to ladies restrooms.

It seems to be a humorous dichotomy, having the feminine decorating touches on one hand and the abrasive soap to get our hands cleaner on the other. But both are needed improvements.

Truck stop laundry rooms

In trucking’s earlier days, many of the smaller truck stops did not have laundry rooms. If they did, they consisted of one washer and dryer crammed into a small closet. Today, however, it is pretty common to see front-load washers and dryers, a table to fold clothes on and even a bar for hanging clothes.

The best upgrade is the ability for drivers to use our debit cards and receive a text alert when the washer or dryer is done. No longer must we carry quarters around or save every quarter we get back in change in a little baggy to be taken in with the laundry soap. We are able to start our clothes, set up the text alert and enjoy a nice meal while we wait.

Truck stop lighting

The lighting is a lot better in the truck stop parking areas today. That has made it safer for all, especially for women walking alone. I see women in all areas of trucking and they are getting the job done. We might not all do the job the same way, but we all reach the same goal: We move freight. I cannot think of a better way for women to make a living than what we are doing in trucking right now.

Linda Caffee is a team driver for Caffee Enterprises and president of Trucker Buddy International. She has worked as a full-time truck driver since 2005 and is an avid blogger. Follow her at Team Run Smart, The Onspot Blog and Expediters Online.

March is Women’s History Month. Drive My Way is proud to highlight women in the trucking industry who inspire and lead by their example. Join our community here to get these and all of Drive My Way’s stories in your newsfeed.

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behind-the-wheel training

If you think that new truck drivers need more behind-the-wheel training and more hours behind the wheel, you’re not alone.

An Overdrive magazine poll shows that most of the magazine’s readers share that sentiment, believing that entry-level driver training should include a significant number of hours behind the wheel.

Overdrive Editorial Director Max Heine wrote about the poll in an opinion piece.

The Federal Motor Carrier Safety Administration and industry stakeholders in a negotiated rulemaking committee originally set that at 30. But the agency has since withdrawn that requirement from the final training rule. Instead, trainers are supposed to assess the trainee’s performance to see if it’s adequate.

One of two main objections to the 30-hour minimum is that no data clearly ties accidents to lack of behind-the-wheel training. Studies are under way that might provide that data, but in the meantime, why not opt on the side of caution? If studies later prove there is no correlation, revisit the rule.

Heine compared the disparity to a student who skips many classes, then performs well on tests after cramming for them.

He asserts: But his level of mastery won’t compare to that of the student who’s attended all classes and done all the homework and reading. Mastery of driving a heavy-duty truck, like mastering most things in life, requires baptism by immersion, not sprinkling.

The article cites a report from the AAA Foundation for Traffic Safety that shows people aged 19 to 24 are more likely than other drivers to text while driving and are less likely to support restrictions on distracted driving.

Heine asserts that more hours behind the wheel could enlighten new drivers on what it takes to drive a truck safely.

What do you think, drivers? Do people new to CDL driver jobs need more hours behind the wheel before their training is through? Join our community here and share your thoughts.

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We don’t have to tell you that trucking is a tough job. Life on the road has its benefits, but there are drawbacks. TheJobNetwork.com published a helpful story about why drivers leave CDL trucking jobs for other careers. Here are the top 6 reasons truckers get out of the trucking business.

1. Pay and Perks

Roughly half of drivers surveyed say that making more money was their number one consideration when leaving one job for another. Also, Benefits are a huge consideration. 34% of truckers surveyed succumb to the lure of better health coverage.

2. No Time at Home

This is another big factor—roughly 41 percent of drivers say more time at home becomes a huge priority. Even if money is a major motivating factor for most people who do leave, only about 20% leave for that reason. Overall, time at home is often much more of a factor.

3. Not Jiving with a Supervisor

People leave people—not companies. Therefore, if a driver doesn’t mesh well with his supervisor, that can be a very difficult situation to sustain. Personalities are important and finicky, but the workplace is surprisingly about relationships. Make these work, and drivers often stick around.

4. Dispatch Dissatisfaction

If a driver is not getting dispatched or scheduled the way they prefer, it can be a huge annoyance. However, a lot of this can be solved with new computer technologies that streamline the process.

5. Not Getting Paid Fairly

Perhaps a driver didn’t get paid for detention time or other “duties.” If not, it can really drive an employee to frustration—even quitting—especially if it happens multiple times per month.

6. Over-regulation

Service rules for when a driver is allowed to drive, sleep, etc. can really put a cramp in a trucker’s style. Single rules don’t always universally make things better for truckers. When these get too onerous, even experienced veteran doctors can turn tail and leave—and the profession suffers.

Overall, these are just the main reasons drivers leave CDL trucking jobs. Sometimes truckers just want to retire or leave the transportation industry for something else. What would make you leave your job, drivers? Connect with us here and share your thoughts.

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The accomplishments of one woman who has a CDL trucking job

“I got a message from my boss that said ‘Hey, you made the billboard,” recalls J.B. Hunt driver Jodi Edwards with a laugh. “The company had put my picture on a billboard to advertise people coming to work for them. I thought that was pretty cool.”

A 20-year veteran woman truck driver and trainer with J.B. Hunt, Jodi Edwards is living her dream. And with more than a million safe miles under her belt, she’s as accomplished as she is enthusiastic about her career. After all, J.B. Hunt has even put her face on a billboard. It doesn’t get any bigger than that.

At J.B. Hunt, Edwards is a star, and she’s earned many accolades throughout her driving career. She’s on the Women in Trucking Image Team. She was part of a panel discussion at the Women in Trucking Accelerate! Conference in November. She was even a Woman in Trucking Member of the Month.

All of the awards are gratifying, Edwards says. But she’s proudest of her Million Mile Award.

“That’s a heck of an achievement,” Edwards says. Edwards attributes her stellar safety record to J.B. Hunt’s strong safety culture and the Smith safety system the company uses. J.B. Hunt drivers go through Smith System safety training every two years.

The system focuses on creating distance between yourself and other vehicles on the road.

“You want to have so many seconds of distance between you and what’s in front of you,” Edwards says. “They want you to know what’s in front of you and to keep space around you all the time. It gives you time to react and make changes, to slow down, stop or find a way around the problem. For myself, I keep as much of a space cushion around my truck as I can. I try not to travel in packs because if someone is going to screw up, it gives me time to stop.”

When she earned her Million Mile Award, J.B. Hunt awarded Edwards with a plaque, a watch, a $5,000 bonus and patches for her uniform. It made her feel special. “When you have these milestones, they really make a big deal of it,” Edwards says. “They really go above and beyond.”

Working on and off the road

Edwards runs intermodal for J.B. Hunt. She’s seen the division grow from three drivers 19 years ago to 35 drivers today. She runs from 4 a.m. to 2 p.m. While her son is 23 years old now, the schedule long gave Edwards the flexibility to be a hands-on mom.

“When my son was in school I could go to all his baseball games, wrestling matches and basketball games,” she says. “For me, when I need to do something for my family, I talk to my boss and I’m good to go. At J.B. Hunt, they know you by name. That’s important to me. It’s a great company to work for. That’s why I’ve never wanted to go anywhere else.”

Advice for other female drivers

While Edwards is an unofficial ambassador for J.B. Hunt through her love of her job, she also is quick to support fellow women drivers whenever she has the opportunity. To women just starting out, she recommends finding a highly rated trucking school.

“Have them teach you something,” she says. “Always be safe but allow yourself to enjoy it, too. Don’t put yourself in a position where you’re by yourself in a dark parking lot. Take care of what you got to take care of in the light of day. If you’re going to do it, do it right. And find yourself a good company you can stay with. Because it’s not just a job, it’s a career.”

It certainly is for Edwards. She plans to stay with J.B. Hunt until she retires.

“I’m happy here,” she says.

In honor of Women’s History Month. Drive My Way is highlighting women in the trucking industry who inspire and lead by their example. Join our community here to get these and all Drive My Way’s stories in your newsfeed.

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It’s Fat Tuesday. While the debauchery, bead throwing and revelry of Mardi Gras is renowned, lesser hailed are the workers who clean up New Orleans’ streets after the parties and parades have ended. One website, BestofNewOrleans.com, is giving these workers their due, however, with a great story on those who clean up after Mardi Gras has ended Here are some of the story’s highlights. We thought those of you with CDL trucking jobs might relate.

After the parades end, an army of men and women dressed in safety-orange reflective vests and clutching plastic rakes takes to the streets, neutral grounds and sidewalks to pick up the vestiges of the party.

Within three hours, nearly all of the refuse is cleared away. Except for the beads hanging from tree branches, power lines and traffic poles, the surfeit of garbage disappears — abandoned chairs, couches, food scraps, foam cups, cigarette butts, beer cans, bottles and all the odds and ends synonymous with the city’s Carnival celebration.

However, this cleanup effort isn’t limited to the parade route. Come Fat Tuesday, revelers wreak havoc on their livers as well as the streets. Before noon, the city’s historic core is filled with costumed carousers and an enormous quantity of garbage. Hand Grenades, Hurricanes, and Huge Ass Beers fuel the chaos. The melee carries on until midnight.

This year’s 10-day Carnival season cleanup force is made up of 600 men and women and 114 pieces of equipment, including seven front-end loaders and 30 garbage and dump trucks.

Overall, these often overlooked and underappreciated laborers pick up between 50 to 100 tons of trash. They work late into the evening to erase nearly all signs that a parade passed along the miles-long route.

Trailing behind the last Uptown parade of the evening is a fleet of sanitation vehicles and a large crew of workers. A mighty vehicle called a flusher leads the way, carrying around 3,000 gallons of water and spraying the streets at high pressure from jets attached to the truck’s front bumper (the water helps weigh down the garbage). Behind it is a band of rakers, dozens of men and women on foot using plastic rakes to push trash into the center of the street. Then comes a front-end loader, a tractor more commonly seen on large construction sites, that plows down the line of garbage, consolidates it, scoops it up and drops it into a dump truck that drives behind.

Jarmal Coates is in his first year on the crew and enjoys the work.

“It ain’t like it affects your Mardi Gras spirit,” he said. “I still get to see the parades. And when you’re cleaning up, you still see everybody partying. You still get that vibe, you know?”

In addition, Ronald Jackson is a veteran of Mardi Gras cleanup crews. He worked for the Department of Sanitation for 24 years and cleaned the parade routes just as long. “You see a lot of different things when you come out to the parade,” Jackson said. “Meet a lot of different people, because people come from all over the world for Mardi Gras.”

Jackson clocks in to his regular shift at 6 a.m., but the cleanup can keep him out well past midnight. In years past, the city’s Mardi Gras festivities produced more than 907 tons of trash. The enormous amount of debris produced by “the biggest free party on earth” costs $1.5 million to pick up, the story states.

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Dressed for Success

Rick Ash is an owner operator with more than 3 million accident-free miles to his name. In the 29 years he’s had a CDL trucking job, he’s never been late picking up or delivering a load.

Being on time is part of the sharp image he strives to maintain every day on the job. It’s also why he makes a point to dress in a crisp button-down shirt, slacks and a tie every day.

“Polished shoes are part of it, too,” he says. ”I keep shoe polish and a shoe brush in the truck at all times.”

Ash made the change in wardrobe six years ago, and he hasn’t looked back.

A combination of things prompted him to dress for success initially. “People I know were already doing it and had mentioned how much better they were treated,” Ash says.

“I’ve always been someone who’s been concerned and aware of the image of the truck driver,” he continues. “We play a most vital part in the ability of the average American to be able to live their life the way they want to. All necessities come by truck, and I think we’re looked at not always positively because of the way we’re portrayed in the media.”

Ash started to see that dressing professionally could be an important yet simple way to counteract all that negativity.

He does often notice a difference in the way people treat him when he’s looking sharp.

“When I’m making a delivery, they tend to think I’m a salesperson,” he says. “Other drivers, too, I probably get more reaction from them than anything else. They ask, ‘Why are you all dressed up?’ My reply is usually ‘Why not?’ It’s good because it starts a discussion.”

Cynthia Ward, a company driver for Knight Refrigerated, knows the discussion, too. She’s been dressing up ever since she began trucking two years ago, and she loves every minute of it.

Adding something extra

“I get told all the time ‘You don’t look like a truck driver,’” she says. “I ask them what a truck driver is supposed to look like. They say, ‘They wear flip-flops and you can smell them from a mile away.’ And I say, ‘Well, my CDL says I’m a truck driver, so I guess not all truck drivers look like that.”

Ward prides herself on adding a little extra flair to her appearance every day. That includes hair, makeup, nails and wardrobe. If it seems like a lot of effort to go to when she may not see many people in a day, Ward has a strong rebuttal.

Cynthia Ward’s nails

“I’m representing the company,” she says. “It doesn’t matter if I never get out of out of the truck. Nobody wants to see a slob driving down the road. And when I take a few minutes to present myself, there’s a little pep in my step and I feel better about myself.”

Both Ash and Ward take a lot of pride in their work and their appearance.

That pride carries them through the day. Ash runs the health pavilion at the Great American Trucking Show in Dallas, Texas (follow him at OnRamptoHealth.org), and he has received several awards during his career. The way he dresses makes him feel all the more positive about being a truck driver.

“There are a lot of things that go into having a positive image,” he says. “It’s the way you look, the way you conduct yourself, thanking people for their hard work. And it’s not just at the shippers and receivers. I’m somebody who wants to present a positive image wherever I am.”

Wardrobe on wheels

Cynthia Ward’s wardrobe

Ward, who has converted her top bunk into a wardrobe, notes that people she encounters through her trucking job treat her with respect when she’s dressed up. She says it’s no coincidence.

“People treat you like you present yourself,” she says. “If nobody sees me all day, I see me. I want to take pride in myself. When you dress up, you feel better all day long. You walk with a straighter step because you know you look good.”

It’s not expensive either, Ash adds. He buys all his shirts, slacks and ties at discount stores and is still able to look the part. “I go to JCPenney and get a button-down for 20 bucks,” he says. “I pay $9.99 for my ties at Walmart, so I’m not spending an arm and a leg. I would recommend dressing up. If you’re driving livestock for a living you probably wouldn’t dress up, but otherwise, why not?”

It feels great when you take pride in what you do. In what other ways does your pride in trucking shine through? Join our community here and tell us about it.

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