Celebrates 20th Anniversary

For Immediate Release – July 21, 2015

NEW PLYMOUTH, ID — is moving out of the age of adolescence. On July 24, the Web’s largest freight matching marketplace turns 20 years old.

Founded as a family business in the basement of Scott Moscrip’s home on July 24, 1995, “The Internet Truckstop” (as it was then known) quickly outgrew its small footprint. In a few short years, Moscrip’s startup occupied several buildings in the small, southwestern Idaho town of New Plymouth.

“ began as a simple idea to solve a complex problem: creating an online space for freight businesses to match loads with trucks, and vice versa,” said Scott Moscrip,’s CEO. “That idea has grown so much over the years, not only in the size of our company but in the breadth of our offerings. We couldn’t be more pleased with that growth.”

Today, is housed in a three-story building encompassing an entire city block of New Plymouth. With satellite offices in Boise, Phoenix, and Chicago, the company currently employs more than 200 people. This March, the company also rebranded as, with an updated site and logo.

“We’re so thankful for our team and our customers – they’ve made us what we are today,” said Moscrip. “And we’re looking forward to the next 20 years.”

About is the largest freight-matching ecosystem in the transportation industry, featuring more than 73 million loads annually. Founded as the Web’s first load board, now offers a variety of technology solutions throughout the supply chain and is recognized as the leading resource for transportation data and trends, including the weekly Trans4Cast and Market Demand Index (MDI). In addition,’s Assurance Division is the largest credit monitoring and reporting entity in the industry, providing critical data to key decision-makers. is committed to raising the bar by providing unmatched quality and excellent customer support.

Health and Fitness – According to Pat

How healthy are you? Eighty-six percent of truckers are overweight today. Do you realize that truck drivers have a life expectancy is 17 years less than the national average? When we are young (and overweight), we don’t believe it will have any negative effect on our longevity. But as we age, being overweight leads to heart disease, cancer, stroke, diabetes, asthma, hypertension, and sleep apnea, among many more conditions. Many crashes involving trucks (when the truck driver is at fault) were because the driver was asleep, had a heart attack, was in diabetic shock or had some other health problem.

Only you can make a difference in your health. For all the high hopes and well-intentioned plans we have, it’s what we actually do each day that really says who we are. Some of us are extremely hard-headed when it comes to making positive changes affecting our health. I know because I am my own worst enemy. I struggled with type 2 diabetes for a number of years and at first I really did try to eat right. As time passed and I felt good and unfortunately I easily slipped back into my old eating habits. Inevitably I became insulin dependent and was forced out of the driver’s seat. Like many other Americans, I have repeated this cycle many times until my most recent heart attack caused serious, long-term damage. Only now have I truly changed my eating habits and created a healthier lifestyle. The stubbornness that I have exhibited regarding making healthy choices has cost me. I would love to say I didn’t see it coming, but that is not true. I share this example because you need to make changes now if you are overweight and not getting exercise. You can’t change the past but you can change your future.

By the way, this is not exclusive to truck drivers. For several years now I have had this nice desk job at and these same struggles are shared by all the desk jockeys in the country. Most of us are sitting down, staring at a screen, and making strange tapping motions with our fingers splayed out in front of us for seven to eight hours a day. The desk drawers are storing sweet snacks and the water fountain isn’t used near as much as the soda machine.

So, whether you are holding a steering wheel in your hands and staring out the window for hours on end or sitting at a desk with keyboard in hand and staring at computer screens for hours you must become more active. Use technology to get you started and to keep you on track. The App Store has numerous offerings that can work to help you on a quest to be healthier. Whatever you do, don’t give up. The master has failed more times than the beginner has ever tried. Smile and have a happy, healthier life.

Author: Pat Dickard, Corporate Trainer

Common sense: Our lives depend on it

Common sense: Our lives depend on it

Do you have any idea what the Mansfield Bar is on a semi-trailer? A little known fact: It is the protective bar added to all tractor-trailers after actress Jayne Mansfield died upon colliding with the back of a truck in 1967.

Over the past three decades, the regulation that created the Mansfield Bar has been chipped away so that most trucks are exempted. The height has been raised so high that most new, small cars will go under it. A considerable amount of regulations have been introduced to the trucking industry as a result of a death of a famous person, which attracted national news attention. The result has been a bias against trucks and the trucking industry, plaintiffs’ attorneys finding ways to place the blame on the truck and jurors making decisions based on emotions instead of legalities. Today we find the government, manufacturers, and industry leaders running scared trying to create the perfect truck that can operate without a human driving it.

In 1896 there were only four cars registered in all the United States. Two of them collided with each other in St. Louis. Today there are more than 200 million licensed drivers in the United States. Last year we had more than 13 million accidents with 53,000 deaths. This illustrates the natural order of things. Simply stated, the more automobiles there are on the roads, the more accidents you have to have. Or do you? Dying on the highway is not a natural way to die.

There was a day when the first automobiles were introduced to the public that the operators were afraid of the new machines and treated them with respect and awe of their power. Today folks treat the automobile with no respect of their power and we abuse them in every way possible. A gun is considered a weapon, but the 2,500 pound car is not considered dangerous in any way. Is it even possible to change the way we think about safety on the highways? The drivers in Sweden did when they changed from driving on the left-hand side of the road to driving on the right-hand side. They reduced accidents by more than 50 percent because the whole country started to drive as if their lives depended on it: They took it easy. They refused to fight for the right of way. They kept both hands on the wheel. They kept both eyes on the road. And their minds on what they were doing. They took it easy in every way possible. Today in the United States, we see folks texting, eating cereal, polishing their nails, putting on make-up and even reading the newspaper while driving 80 mph on a congested highway. Maybe we should start driving on the other side of the road.

Technology is trying to keep us safe from ourselves. It lets you know when your automobile is low on oil, the engine temperature, when a door is ajar, your tire pressure and watches the area around you all in an attempt to keep you from hitting another vehicle near you. Forward collisions alert, lane departure warning and many more technological features have been put on vehicles for overall safety. The best prevention is to drive defensively, as if our lives depend on it, because they do.

Author: Pat Dickard, Corporate Trainer


Eight New Technologies Improve Trucking Safety

Eight New Technologies Improve Trucking Safety

By now most everyone is used to the rapid progress of technology and especially any technology relying mainly on electronics. Think of that flip phone that you used to swear by a few years ago. Because transportation equipment has until recently been based on mechanical systems, progress and improvements have been much slower. Now that electronics are spreading like wildfire inside cars and trucks, the pace of change is accelerating significantly. Here are eight technologies that are either already on the market or on the horizon that will significantly improve road safety.

It should be pretty obvious that a brand new truck should be safer than a 15-year-old patched-up one, but let’s look at some different aspects of why:

  1. Electronic record-keeping and predictive maintenance software will not only help ensure that all maintenance is done in time, but also predict problems before they occur. For example, tracking of a driver’s gear changing pattern can be analyzed to adjust the maintenance schedule so that there is less risk of a roadside breakdown. Even better, the driving analysis can be used to teach the driver how to better shift gears and reduce fuel consumption and maintenance need.
  1. Automatic Gear-Shifting: Pushing it further, a truck can now shift its gears automatically based on electronic maps and traffic conditions. This can significantly reduce wear and tear on the trucks as well as have a considerable impact on fuel consumption.
  1. Assisted Driving: The major truck (and car) manufacturers are all developing assisted driver technologies that could significantly reduce the number of accidents, driver stress, and also, interestingly, fuel consumption. Tests have been run where a lead tractor/driver takes active driving duties, while a chain of other rigs automatically follow the lead truck at an optimum distance for safety but also close enough to gain from being in the slipstream of the leading truck. This significantly reduces the drag on the followers and increases their miles per gallon.
  1. Fuel Mileage: It feels like fuel consumption has been stuck at around 6 to 7 miles per gallon (18 wheels) forever. Combining several new technologies including some discussed here Daimler just produced a prototype rig achieving 12 MPG (yes, I did a double take when I read this). Although this is not yet a street-legal, production-ready rig, it is tantalizing to think of the impact such an improvement in fuel consumption could have on our industry’s impact on the environment. If you consume half the fuel for a given run, there will be less pollution, and everyone will be safer.
  1. Radar Technology: As now found in newer cars, a 360 degree radar/camera scan of the rig is now available. This can significantly reduce the risk of running over something or someone. Volvo is testing a version where the truck will take over the steering and brakes if the driver fails to heed to the radar’s warnings.
  1. Electronic Logs: We cannot forget those dreaded electronic logs. The theory is pretty simple, if the logs can’t be tampered with, it should significantly reduce the risk of having an overly-tired driver behind the wheel. In practice, we don’t really know how tamper-proof they will really be, but any significant reduction in the percentage of tired drivers on the road should have an impact on overall accident rates.
  1. Conestoga Trailers or Lack Thereof (a pet peeve of mine): As a former owner of a flatbed trucking company, I have personal and direct experience of trying to put an 8-foot tarp over a load in the rain, just to make things interesting. By the time you succeed in climbing on top of an 8-foot load of shaky lumber on top of a 5-foot high truck, you are already stressed out. Then you get a dispatcher calling you on the phone asking why the truck has not left yet.   It is one of the most dangerous things I have a done in my working life … even more dangerous than driving a pickup truck on icy roads in northern Canada. Technology has a simple solution for this, the Conestoga trailer which automatically covers the load with an accordion like cover on rails on the side of the trailer. Unfortunately, the market will not pay for the extra cost of the trailer, so drivers are still at risk.
  1. Automated Driving: The next big thing will be driverless trucks. The question is not if, but when. Safety and economics will be pushing hard for this one. Let’s look at safety first:
  • Safety: For years I used to think that driverless cars/trucks would not happen because the lawyers would go after the manufacturers whenever there would be an accident. But I now realize that it is the insurance companies that will have the last word. From an insurance point of view, they give better rates to the better drivers. So once the Robo-Driver (or whatever it ends up being called) becomes a better/safer driver than the human kind, the insurance rates will start going down for them and put humans at a disadvantage. To quote Tesla’s Founder, Elon Musk, who plans to launch its Robo-Driver for the highway this summer, he sees a point where human drivers will be illegal because they will be considered too dangerous.
  • Economics: This one is pretty obvious. You buy a tractor/trailer combo $125k-$150k. Then you pay a driver $30-50k a year, and all you get for it is 8-10 hours a day of driving 5 days a week for a total of 50 hours. A week has 24×7 or 168 hours. In most cases you rig is idle 100 hours a week because the driver can’t drive it. In comes Robo-Driver who never sleeps and is not limited by logs and now all of a sudden you can run a load from New York to Los Angeles in 2.5 days. Once the Robo-Driver is certified the economic pressure in favor of it will be unstoppable.

So the gradual but rapid integration of electronic and mechanical systems in the trucking industry is now opening the doors for significant improvements in safety that we could only dream about just a few years ago. Many of these improvements even offer a reduction in pollution through increased fuel efficiency. There will be many accompanying benefits for society as a whole. Unfortunately in the long run the driver will likely be seen as the weak link in the chain and be forced to find another occupation.

Author: Louis Biron, CEO of Stratebo Technologies.

A time to honor America’s heroes

Memorial Day

On this Memorial Day—and every day—let us honor the courage, strength, and sacrifice of our brave men and women in uniform. 

Because of you, we have the freedom to choose; we have the freedom to work; and we have the freedom to worship the way we want. 

Let us never forget the brave Americans that have fallen, and those who put their lives in harm’s way everyday to ensure our freedoms.

Thank you for your service and sacrifice! Because of you, we have the right to be free.

DVIR – Don’t Toss Them Just Yet!

We’ve all heard the big news. As of December 2014, commercial motor vehicle (CMV) drivers who cross state lines are no longer required to submit a Driver Vehicle Inspection Report (DVIR)—IF the driver has neither found or been made aware of any defects or deficiencies. This new rule does not apply to passenger-carrying CMV’s.

In announcing the new rule, U.S. Transportation Secretary Anthony Foxx boldly announced, “professional truck drivers will no longer have to comply with a burdensome daily paperwork requirement. …” However, the new rule has fine print that both drivers and carriers should read closely, and apply to their individual circumstances, before tossing out this long-standing reporting tool.


It has always been, and still is, the responsibility of a CMV driver to report vehicle defects. The Interstate Commerce Commission (ICC) first suggested a formal inspection report in 1939, and the DVIR as we know it has been required since 1952.

On Dec. 18, 2014, the Federal Motor Carrier Safety Administration (FMCSA) finalized the new DVIR rule culminating a three-year process of reducing burdens on the motor carrier industry. The December announcement responded to President Obama’s 2011 call for Regulatory Review and Reform initiatives, removing information collection burdens without adversely impacting safety.

Current safety regulations require drivers employed by motor carriers to prepare a written report at the completion of each day’s work, on each vehicle operated, that lists any defect or deficiency discovered by or reported to the driver which would affect the safety of operation of the vehicle or result in its mechanical breakdown. This report must be submitted to the employing motor carrier so that repairs can be made. Regulations now require drivers to file the DVIR at the end of each tour of duty, even if there are no vehicle defects to report. The new rule announced in December 2014eliminates the need to file a no-defect DVIR, except for operations involving passenger-carrying CMVs.

It’s been argued that the no-defect DVIR imposes a substantial time and paperwork burden on the trucking industry, with no discernible safety benefit. The FMCSA estimates that non-passenger-carrying CMV drivers spend approximately 46.7 million hours each year completing no-defect DVIRs, time which could be dedicated to other purposes. The agency also estimates that the monetized value of this time is currently $1.7 billion per year, which is the estimated benefit that would result from the adoption of the rule.

In 2012 the FMCA eliminated the DVIR requirement on most ocean vessels, citing economic loss. But additional concerns were raised regarding the likelihood of DVIRs with actual defects becoming buried in the bureaucracy of no-defect reports, which constitute 96 percent of all DVIRs. With Secretary Foxx’s announcement, such relief now extends to all interstate motor carriers.

Before implementing the rule, the FMCA received comments from other government agencies, including Canada, motor carriers, individual drivers, trucking industry and related associations, and advocacy groups.


First, the new rule does not remove the inspection requirement. It only removes the inspection report requirement. Drivers remain responsible for inspecting their vehicles for defects and deficiencies. As such, the DVIR form may continue to serve as a valuable checklist to ensure safety for the next driver. Before poo-pooing this difference, consider the new rule’s phasing, “or been made aware of any defects or deficiencies.” Even though a report is no longer required if no defects are found, this new language can potentially hold drivers accountable for defects that could have been found. Also, “been made aware” is a vague term that can cause a driver more harm that good if the new rule is used as an excuse to stop inspecting altogether. Think, “Hey, so-and-so mentioned that tire problem to you, so it was your problem to report.”

Indeed, the National Transportation Safety Board (NTSB) commented that under the new rule “drivers may be less likely to conduct inspections, and less likely to detect and document vehicle problems.” The NTSB maintains that DVIRs are simply a good safety procedure on which the next driver of a vehicle can reasonably rely. In fact, the American Moving and Storage Association (AMSA) has stated that many of its members will continue to privately require DVIRs, regardless of the new rule, because they consider DVIRs to be a critical component of preventative maintenance.

First, the FMCSA notes in the Final Rule that pre- and post-trip inspections are still very much required. Second, CMV drivers must still submit a DVIR to report defects or deficiencies that were found or reported to them. Third, motor carriers are not prohibited from continuing to privately require no-defect DVIRs from its drivers, and there’s no limit to what drivers may report as a safety-related defect. The FMCSA continued that the system of “reporting by exception” is similar to aviation and Coast Guard regulations. Finally, the pre- and post-trip inspection lists are still very much alive, along with all the other elements of an inspection, repair, and maintenance program.

The FMCSA strongly emphasizes that, under this rule, “the absence of a DVIR serves the same function as the previous no-defect DVIR, i.e., the driver is not aware of any safety defect. This does not mean that the next driver should not perform a pre-trip inspection – and it certainly does not indicate that the driver may skip a post-trip inspection that would form the basis for a driver-vehicle inspection report required under § 396.11(a).”

Another nuance is that motor carriers operating in Canada will need to comply with Canadian national, Provincial and Territorial requirements that require the previous post-trip DVIR. Drivers will need to prepare and to carry a copy of their previous day’s post-trip DVIR, regardless of whether there are defects to report.


  1. Drivers must continue to prepare and submit DVIRs on any vehicle for which a defect or deficiency has been observed by or reported to the driver.
  2. Watch your destination because, like Canada, there is no change in the DVIR rule. In Canada, drivers must continue to maintain the previous post-trip DVIR, and carry a copy of their previous day’s post-trip DVIR, defects or not.
  3. Motor carriers remain responsible for reviewing DVIRs and taking appropriate action to either fix the problem or document that no repairs were made because the carrier determined that the problem did not relate to the safe operation of the vehicle.
  4. FMSCA will continue to use SMS to identify carriers with poor maintenance programs.
  5. Motor carriers may continue to privately require their own drivers to prepare no-defect DVIRs. Those who haven’t may consider integrating an electronic system to improve efficiencies.
  6. Although the federal rule applies primarily to trucking between states, any U.S. state receiving Motor Carrier Safety Assistance Program (MCAAP) grants must comply with the federal rules anyway. So, even if drivers are not leaving their state, they could still very well be governed by this rule.
  7. As a best practice, drivers may choose to continue using DVIR’s as a useful checklist.


The new DVIR rule, while removing costly administrative burdens, has nuances that may affect drivers and motor carriers in different ways. It is highly recommended to resist the rumors and independently consult with an expert — either FMCSA representative, attorney, or trade association — to determine how the new rule will impact one’s particular circumstances. The new rule can be found at

The author, Satveer Chaudhary, is a 15-year licensed attorney and frequent contributor on trucking issues, including Canada border crossing and other challenges to commercial drivers. He can be contacted at or (612) 206-3721.

Author: Satveer Chaudhary, is a 15-year licensed attorney and frequent contributor on trucking issues, including Canada border crossing and other challenges to commercial drivers. He can be contacted at or (612) 206-3721.

Hello my name is


We’ve met before. In fact, for the past 20 years, Internet Truckstop® has been connecting you to the best freight in the industry. And while we started out as “just a load board,” we’ve grown into something much bigger.
We want our brand to reflect that growth. So, starting today, you’ll notice a new name and a fresh coat of paint. But don’t worry – we’re still the same trusted partner you’ve relied on to move your business, and your freight, further down the road.
From the new, we just want to say, “Thank you.” We’re looking forward to the next 20 years.

Coming Down the Pike cont.

A look at rules and mandates expected in 2015

This is the second post of this series. The first post covered: ELD Mandate and Safety Fitness Determination. You can view that post here.

Speed Limiter Mandate

The speed limiter mandate, a join rule between the FMCSA and the National Highway Traffic Safety Administration, was projected to be sent to the White House’s Office of Management and Budget in early February. The OMB is expected to clear the rule in May and the FMCSA is projected to publish the rule the same month.

The rule would require the installation and use of speed limiters (or governors) on heavy trucks. FMCSA has not said what the governed speed would be, but there has been talk of a maximum speed of 68 mph.

CDL Drug and Alcohol Clearinghouse Rule

FMCSA expects its final rule on the CDL Drugs and Alcohol Clearinghouse Rule on Oct. 30.

The rule would create a repository and require employers to conduct pre-employment searches for all new CDL drivers and annual searches on current drivers based upon that person’s driving record. Regulated truck and bus companies, medical review officers, substance abuse professions and private, third-party USDOT drug and alcohol testing laboratories would be required to record information about a driver who fails a drug and/or alcohol test, refuses to submit to a drug and/or alcohol gest and successfully completes a substance abuse program and is legally qualified to return to duty.

Each CDL holder would need to provide his or her consent before an employer could access the clearinghouse. A driver who refuses to provide the information could still be employed but could not occupy safety-sensitive positions, such as operating a commercial motor vehicle.

Federal safety regulations require that truck and bus companies that employ CDL drivers conduct random drug testing programs. Carriers must randomly test 10 percent of their CDL drivers for alcohol and 50 percent of their CDL drivers for drugs every year.

In addition to the random testing, companies are further required to perform drug and alcohol testing on new hires, drivers involved in significant crashes and whenever a supervisor suspects a driver of using drugs or alcohol while at work.

Driver Coercion Prohibition Rule

A final rule prohibiting the coercion of drivers by shippers, receivers and brokers is expected to be published in September.

The rule would prohibit motor carriers, shippers, receivers and brokers from attempting to force drivers to operate commercial motor vehicles in violation of certain provisions of the Federal Motor Carrier Safety Regulations, including drivers’ hours of service limits, commercial driver’s licenses regulations, drug and alcohol testing rules and hazardous materials regulations.

The Notice of Proposed Rule Making includes procedures for drivers to report attempted coercion of a driver to violate commercial rules and rules of practice the FMCSA would following in response to report of coercion. It also describes penalties that may be imposed entities found to have coerced drivers, which would include fines of up to $11,000 per incident.

The burden of proof for coercion, however, would fall on the driver. An act of coercion, however, would not absolve a driver of his or her responsibility to obey the rules.

The proposal includes procedures for drivers to follow if they want to report coercion. Complaints would be filed with the agency administrator in the state where the allegation occurred.


Author: Larry Hurrle, Editor

Coming Down the Pike

A look at the rules and mandates expected in 2015

This is a two part post, to view the article in full, please visit the IT Magazine.

In a never-ending saga, those involved in the transportation industry are seemingly under a continuous bombardment of information coming down the pike about rules and regulations that are planned and will shake up the way the industry performs.

2015 will be no different. This year there are five rules the Federal Motor Carrier Safety Administration has set for final publication sometime within the year. Those include:

  • Electronic Logging Device mandate
  • Safety fitness determination rule
  • Speed limiter mandate
  • CDL drug and alcohol clearinghouse rule, and
  • Driver coercion prohibition rule

All five of these rules and/or mandates are set for publication sometime in 2015. Here’s a look at the five rules and mandates expected in 2015:

ELD mandate

In one way or another, the FMCSA has been dealing with some sort of rulemaking concerning electronic logging devices, electronic onboard recorders or automated onboard recording devices for nearly three decades.

A final ruling dealing with AOBRDs was originally issued in 1988, before the EOBR final rule was issued in April of 2010. That rule was vacated by the U.S. Court of Appeals in August 2011, which set into action meetings and listening sessions to make the rule right. In March 2014, the ELD Supplemental Notice of Proposed Rulemaking was published and harassment survey results were published and put into the docket for rulemaking in November 2014.

The projected final rule is expected to be published Sept. 30, but the rule which would require all commercial motor vehicles to carry and use and electronic logging device would not officially be effective until two years after the publication — meaning the mandate would go into effect in late 2017.

Safety Fitness Determination

FMCSA has proposed to amend its regulations to adopt revised methodologies that would result in a safety fitness determination, which would determine when a motor carrier is not fit to operate commercial motor vehicles based on the carrier’s performance in relation to the FMCSA’s five BASIC (Behavioral Analysis and Safety Improvement Categories) categories, an investigation and a combination of on-road safety data and investigation information.

The Department of Transportation has projected a June 17 publication date for the safety fitness determination rule. The intended effect is to reduce crashes caused by CMV drivers and motor carriers, which result in death, injuries and property damage on U.S. highways by more effectively using FMCSA date and resources to identify unfit motor carriers and remove them from the roadways.

The FMCSA will determine what interventions (if any) it will take against the carrier or driver based on the carrier’s or driver’s score when compared to predetermined thresholds.

The safety fitness determination is intended to replace the present system of rating carriers following a compliance review. Three safety fitness determinations will be used. They include “continue to operate (no interventions),” “marginal (subject to one of the seven interventions),” and “unfit (correct immediately or cease operations).”

Author: Larry Hurrle, Editor