Nearly one-third of EV charging attempts fail, report finds

A close-up view of a white electric vehicle charging station with two black CCS plugs labeled 1 and 2, rated at 50 kW, in an outdoor parking lot with cars and trees in the background.

A newly released report by ChargerHelp! shows that while 64% of Americans now live within two miles of an electric vehicle charging station, nearly one-third of charging attempts fail. Despite charging infrastructure showing 98.7% to 99% uptime rates, only 71% of charging attempts actually succeed, according to the 2025 EV Charging Reliability Report.

The report analyzed more than 100,000 sessions across 2,400 chargers. The report argues that instead of focusing on site uptime statistics, the first-time charge success rate (FTCSR) provides a more accurate measure of the driver experience.

“Uptime tells us if a charger is available, but it doesn’t tell us if a driver can actually plug in and get a charge on the first attempt,” said Kameale Terry, CEO of ChargerHelp!, in an interview with FreightWaves. “First-time charge success captures the real driver experience, and by centering on this metric, the industry can close the gap between availability and usability and build the trust needed for mass adoption.”

The complexity of EV charging stems from multiple software systems that must work in harmony, explained Terry, who has nearly a decade of experience in the space.

“Charging stations and electric vehicles are literally computers,” Terry said. “It’s all about these handshakes and how one software understands another software. If you’ve ever been in the software space, then you probably know that sometimes software doesn’t really understand one another.”

When any of these systems sends out firmware or software updates, compatibility issues can arise. As Terry notes, “Sometimes it may create a bit of a wrinkle in that system … maybe the vehicle itself, the battery management system, doesn’t really understand what the charging station is asking of it.”

These technical barriers create real-world problems for EV operators. In one example, a fleet driver might arrive at a station showing a green “available” indicator, only to find that after plugging in, the station fails to initiate authentication or begins the process but returns to the available screen without completing a charge.

Unlike Tesla’s vertically integrated system, most charging infrastructure involves multiple companies developing separate software components for vehicles, hardware, charge management systems, payment processing and connectors. This fragmentation creates interoperability challenges that directly impact consumers.

The report also identified trends in infrastructure aging. Success rates drop from 85% after the first year at new stations to approximately 70% after three years. This often happens because older hardware cannot be upgraded to newer protocols without significant equipment replacement.

“With older stations, some architecturally inside the unit itself cannot be upgraded to the new protocol,” Terry explained. “You would actually have to deploy a new piece of equipment into that unit in order to update it.”

This creates an added wrinkle for site owners using legacy infrastructure. While new vehicles are tested with current charging stations before deployment, they aren’t typically tested with older charging infrastructure, creating potential compatibility gaps.

Another challenge is regulatory oversight limitations. Unlike gasoline pumps, which undergo regular inspections by state authorities, EV charging stations face limited regulatory supervision. While weights and measures departments do monitor publicly deployed charging stations, their focus is primarily on ensuring consumers receive the electrons they’re paying for, not overall system reliability.

“Even if the station isn’t functioning at all, you wouldn’t get your sticker. They’re more so making sure that you’re not cheating the consumer,” Terry explained, adding that private fleet charging infrastructure falls outside this regulatory framework entirely.

The report recommends three key industry improvements: adopting FTCSR as a central metric, implementing preventive maintenance programs rather than relying on short-term hardware fixes, and establishing a collaborative industry approach to standardize protocols and share data.

Despite these challenges, Terry remains optimistic about the future. “It’s a solvable problem,” she said. “Even gas cars, switching from the horse and buggy to gasoline cars … was not an easy thing. But somebody figured it out. We got roadways, we got vehicles, and now we’re inside of this new kind of transition.”

Walmart to build $300M North Carolina fulfillment center

Walmart is ready to build a $300 million fulfillment center in North Carolina that will focus on shipping large items such as patio furniture and lawnmowers directly to customers, as soon as the next day, North Carolina Gov. Josh Stein announced on Tuesday.

The 1.2 million square-foot facility will be located in Kings Mountain, near Gastonia, and is expected to open in 2027, according to a news release from the Department of Commerce.

“As our e-commerce business continues to grow, this new fulfillment center will play a critical role in helping us serve customers faster,” said Karisa Sprague, Walmart U.S.’s senior vice president, supply chain.

Walmart (NYSE: WMT) operates more than 214 stories and Sam’s Clubs in North Carolina, as well as seven distribution centers. The new facility is expected to employ 300 people.

The Commerce Department will provide a job development grant of $4 million over 12 years, contingent on the company creating the number of jobs promised.

Walmart operates 29 dedicated e-commerce fulfillment centers, according to its latest annual report.

It is scheduled to open a fifth “next-generation” fulfillment center in Stockton, California, next year to fulfill online orders on the West Coast.

Write to Eric Kulisch at ekulisch@freightwaves.com.

Click here for more FreightWaves/American Shipper stories by Eric Kulisch.

Amazon opens fulfillment services to Shein, Shopify and Walmart sellers

Walmart to open fifth next-gen fulfillment center in 2026

UVeye expands AI vehicle inspections to heavy-duty fleets

UVeye AI vehicle inspection system scanning a white semi-truck in heavy-duty fleet setup

UVeye has expanded its automated inspection systems to support commercial fleets, including Class 6-8 trucks and buses. The new platform, specifically engineered for the trucking and bus sector, is compliant with CTP AT17 requirements across the U.S. and U.K. This enables an automated 17-point inspection process.

The company, considered a global leader in the AI-powered vehicle inspection space, was founded in 2016 and developed a machine to scan vehicle underbodies. The technology was initially for homeland security applications such as detecting explosives or suspicious materials at checkpoints. By 2017-18, UVeye expanded to broader uses, including automotive manufacturers, fleet operators and logistics companies.

UVeye’s inspection system uses sophisticated camera arrays and LED lights—dubbed “MRI for vehicles”—that capture thousands of high-resolution images of vehicle components within seconds. These images are then analyzed using deep learning algorithms to identify mechanical issues, safety concerns and cosmetic damage.

“We are setting a new standard for inspections,” said Yaron Saghiv, UVeye’s chief marketing officer, in an interview with FreightWaves. “Traditionally, vehicle inspections are a thing that both in the more heavy-duty vehicles, but also any type of vehicle for you as a car owner or at the rental facility or at the auction or at the manufacturer, wherever it is across the life cycle of the type of vehicle, that’s something that traditionally is being done either very manually or randomly.”

The technology’s systems can also identify issues with tires (wear, mismatched sets, compliance issues), underbody components (leaks, cracks, rust, structural damage) and exterior surfaces (scratches, dents, hard-to-spot flaws).

For fleet operators, particularly in the last-mile delivery space, the technology offers cost-saving advantages through more consistent inspections. Amazon, which announced a partnership with UVeye in 2023, is implementing the technology throughout its Prime delivery network to improve safety and vehicle maintenance. The technology is also in use across hundreds of automotive dealerships, including car rental company Hertz and automaker General Motors.

“It gives you a predictive maintenance side to understand the kind of things that could become a problem,” Saghiv noted. “We can stop the vehicle, fix it on the spot or make sure it’s ready to go later on, and then set it on the road. So, ground it and fix it before the issue becomes something much, much bigger.”

The technology also holds promise for autonomous vehicle fleets, namely by providing automated inspection capabilities at autonomous truck ports.

“The autonomous fleet space is super interesting,” Saghiv said. “It definitely fits that model of an autonomous fleet … vehicle drives through a system, gets an inspection report. If something needs fixing, it gets fixed.”

In the electric vehicle (EV) space, additional sensors—including thermal imaging for electric vehicle battery monitoring—are being integrated to expand detection capabilities.

UVeye notes that the heavy-duty platform is currently being built and tested with select partners, with full availability expected in 2026.

The Hidden Cost of Running Cheap Freight – It’s More Than Just the Rate Per Mile

The Temptation of “Cheap” Freight

The spot market can be unforgiving. Some weeks the board looks decent. Other weeks, it’s famine. When freight is tight, brokers know carriers are desperate, and rates reflect it.

That’s when the temptation creeps in: “If I can just cover fuel, at least I’m moving.”

But here’s the truth: cheap freight is almost like a payday loan. It gets you through today, but it makes tomorrow harder.

The immediate hit of cash blinds you to the long-term drag it places on your operation. And for owner-operators and small fleets, those long-term costs are the ones that can break you long term. But what really is cheap freight?

Breaking Down the Real Costs

When you look at a load paying $1.35/mile, you’re not just evaluating revenue vs. diesel. You’re committing your truck, time, and business leverage. Let’s break it down.

1. The Time You’ll Never Get Back

Every load eats your Hours of Service. A full day on a cheap load is a full day you can’t use for something better.

Example:

You accept a 500-mile load at $1.35/mile = $675 gross.
Fuel cost (at 6.5 mpg, $3.76/gal) = $290.
Net before maintenance/insurance = $385.

That’s an 11-hour day for less than $400.

Now let’s say you had waited 12 hours and deadheaded 150 miles to a stronger market. You pick up a 600-mile load at $2.15/mile = $1,290 gross. Even after fuel and the deadhead cost, you net close to $850.

One day was worth double the other. Cheap freight didn’t “get you moving.” It borrowed from tomorrow’s opportunity in essence.

2. The Equipment Wear You Don’t See

Your truck doesn’t care what the load pays. Every mile turns tires, burns oil, and stresses components. The cost of wear and tear doesn’t shrink just because the rate is bad.

Tires: ~3–4¢ per mile.
Maintenance reserves: 15–20¢ per mile.
Depreciation: 20–25¢ per mile.

On a 500-mile load, you’re quietly spending another $150–$200 in equipment cost. When you subtract that from the $385 net above, your true profit is barely over $200. That’s not covering future repairs, it’s delaying them.

3. The Reputation You Build Without Knowing It

Every time you say “yes” to a cheap rate, you train the broker what you’re willing to haul for. It sets a precedent. And in this industry, reputation moves fast.

In reality, the broker’s notes in their TMS don’t say “saved my week.” They say “will haul for $1.35.”
Next time they post, they’ll call you first — not to reward you, but to anchor you at that price.

Before long, your phone rings plenty. But every call is junk freight that doesn’t feel worth it.

4. The Cash Flow Illusion

Cheap freight may sometimes feels like it’s helping cash flow. You see a deposit hit the factoring account, fuel covered, bills paid.

But here’s the math some small carriers don’t run:

Scenario A – Cheap Freight All Week

5 loads, 500 miles each, $1.35/mile = $3,375 gross.
Fuel/maintenance/depreciation = $1,700.
Net = $1,675 for 2,500 miles and 5 full days of work.

Scenario B – Smart Freight + Deadhead

3 loads, 600 miles each, $2.15/mile = $3,870 gross.
Add 300 miles deadhead = $240 cost.
Total expenses = ~$1,850.
Net = $2,020 for fewer miles, fewer days, and less wear.

The cash flow looked good in Scenario A —factoring invoices hit daily. But Scenario B put $345 more in your pocket with less risk. Cheap freight gave you activity, not profitability.

The Psychological Trap

Running cheap freight isn’t just about numbers. It creates a mindset trap.

You start to believe that covering fuel is good enough.
You convince yourself that “a moving truck is better than a parked one.”
You stop negotiating as hard because you don’t think you have leverage.

The result? You run your business like a hamster wheel — always moving, never getting ahead.

When (and Only When) Cheap Freight Makes Sense

Let’s be fair. There are rare times cheap freight may be a necessary evil:

Cash Crunch: If you’re days away from missing fuel or insurance payments, running a cheap load might buy you breathing room.
Repositioning Strategy: Sometimes you take a weak load out of a dead market to get into a stronger one, but only if the math works better than deadheading.
Backhaul Balance: If the outbound was high-paying, a cheap backhaul may still average out profitably — as long as the numbers don’t drag your weekly rate below breakeven.

But these are exceptions, not rules. If you find yourself relying on cheap freight weekly, you don’t have a freight problem — you have a business strategy problem.

How to Break the Cycle

1. Know Your Breakeven to the Penny

If you don’t know your cost per mile (all-in, not just fuel), you’re negotiating partially without full context. If your breakeven is $1.85/mile and you’re hauling $1.35/mile, you’re literally paying to move freight.

2. Stop Playing Every Market Blind

Markets shift daily. Tools like SONAR, Truckstop, or even free load board trendlines give you insight into which lanes are hot. Don’t wait until you’re stuck — plan your next move before you unload.

3. Learn to Say No

This is the hardest discipline. A day parked may feel like wasted revenue, but it’s often less damaging than a day wasted hauling garbage. Sometimes, the word “No” is a profit strategy.

4. Diversify Relationships

If every load you haul is off the open board, you’re always at the mercy of brokers’ leverage. Build direct shipper relationships or partner with a core set of brokers who know you won’t run for pennies.

FAQs

Q: Isn’t some revenue better than none?

Not if the “some” costs you more in time, wear, and lost opportunity than it gives you in cash. If your breakeven is higher than the rate, you’re paying to work.

Q: How do I know if a backhaul is worth it?

Look at the round-trip average. If you get $3.00/mile outbound and $1.20/mile back, you’re still averaging $2.10/mile. That can work. But if the outbound is weak too, you’re just averaging low.

Q: Can cheap freight build relationships with brokers?

Not the way you think. Brokers remember you for the price you accept, not for “helping out.” If you build a relationship, build it on reliability and professionalism — not desperation.

Q: Should I ever accept below breakeven?

Only if the math proves it positions you for higher freight within hours — not days. Anything longer is gambling with your business.

Final Word

Cheap freight is a silent killer. But, cheap freight is also subjective from owner to owner. It doesn’t take you out in one shot — it bleeds you slowly, mile by mile, until you wake up wondering why you’re broke even though your wheels never stopped turning.

For owner-operators and small fleets, the path forward isn’t about chasing every load. It’s about knowing your worth, running your numbers, and having the discipline to say no when the math doesn’t work.

Because here’s the truth: profitability isn’t about being busy. It’s about being smart.

And if that means parking the truck today so you can run stronger tomorrow? That’s not weakness. That’s ownership.

Freight Seasons Explained – Planning Around Produce, Retail, and Construction Cycles

Why Seasons Matter More Than You Think

One of the first lessons small carriers learn the hard way is that freight doesn’t move the same every week of the year. You might be booked solid in April and struggling for a load in September. That’s not bad markets — that’s seasonality.

In trucking, freight follows people’s habits. When consumers spend more, freight spikes. When farmers harvest, reefer demand jumps. When construction season kicks in, flatbeds get busy. And when it slows, you either planned for it or you get stuck hauling whatever you can find.

Owner-operators who survive don’t fight the seasons. They ride them.

The Big Three Seasons Every Carrier Should Know

While there are dozens of micro-seasons, three dominate the calendar for small carriers: produce, retail, and construction. Let’s break them down.

1. Produce Season – Reefer and Van Time

Timeline: April – July (peaks vary by region)

Who Benefits: Reefer carriers, some dry vans

Produce is the most obvious freight season in America. When fruit and vegetables come out of the ground, they have to move fast. Shippers aren’t negotiating over pennies when lettuce is wilting.

Florida starts the wave with citrus, melons, and vegetables.
California kicks in with strawberries, lettuce, and leafy greens.
The Southeast (Georgia, Carolinas) brings peaches and tomatoes to name a few.
Later, the Midwest rolls with corn and soybeans.

Rates Jump:

Reefer spot rates can swing 30–50¢ higher per mile in peak season. Vans also benefit, since capacity gets pulled into reefers, leaving more dry freight to cover.

The Catch:

Produce season is tough on equipment and drivers. High stop counts, tight schedules, and heavy pallets of perishable freight mean breakdowns cost more.

2. Retail Season – Back to School and Holidays

Timeline: July – Late October (and sometimes further)

Who Benefits: Dry van carriers

Retail runs on calendars too — just not weather, but shopping. The biggest surges happen before back-to-school and the holidays.

Late Summer: Retailers stock shelves for school supplies, clothing, electronics.
September – October: Pre-holiday imports flood ports and warehouses.
November – December: Final mile surges into distribution centers for last minute holiday and Christmas.

Rates Jump:

Dry vans see an uptick here, especially out of port cities and warehouse hubs like Los Angeles, Savannah, Chicago, and Dallas.

This freight is competitive. Big box carriers and mega fleets have contracts sewn up. Small carriers live in the spot market overflow.

3. Construction Season – Flatbed and Specialized Surge

Timeline: March – October (longer in the South, shorter up North)

Who Benefits: Flatbed, stepdeck, heavy haul

When the ground thaws, the cranes rise. Construction projects kick in across the country — roads, bridges, housing, commercial builds. That means steel, lumber, pipe, rebar, roofing, equipment, and aggregates all start moving heavy.

Rates Jump:

Flatbed capacity gets tight. In the South, where building is almost year-round, it’s less dramatic but steady. In the Midwest and Northeast, the rush is shorter but intense.

How Seasonality Hits Your Bottom Line

Let’s look at the math for a small 5-truck fleet.

In April–June, your reefers run 2,500 miles/week each at $3.00/mile = $37,500 gross per week.
By August, rates fall back to $2.40/mile on the same miles = $30,000 gross.

That’s a $7,500 weekly swing. Over a month, that’s $30,000 lost revenue if you don’t adjust lanes, equipment mix, or expenses.

This is why planning matters. Small carriers without season strategies burn cash chasing spot market loads while bigger players position ahead of it.

How to Plan for Freight Seasons

Know the Calendar

Don’t wait until July to “discover” harvest season. Keep a seasonal calendar for produce, retail, and construction cycles in your respective market.
Watch the Ports and Crops

Port volumes, USDA crop reports, and retail inventory indexes are free tools. They tell you weeks in advance where capacity will tighten.
Reposition Early

Don’t wait until the board is hot. Deadhead or book in advance into strong markets before the surge. By the time everyone sees it, rates are already dropping.
Diversify Equipment or Partners

If you’re van-only, maybe partner with reefer carriers during produce to get overflow freight. Be creative. If you’re flatbed, lock in recurring construction contracts before the season starts.
Stack Cash During Peaks

High season profits aren’t for new chrome. They’re to cover you when the troughs come. Build reserves.

FAQs

Q: Can I run year-round without worrying about seasons?

Yes — if you’re on contracted freight. But for spot-market carriers, ignoring seasons means you’ll always chase leftovers while others grab the cream.

Q: Which season is most reliable for small carriers?

Retail is the most consistent if you’re van-only. Produce is lucrative but volatile. Construction pays well but requires labor and flatbed experience.

Q: What about January–February?

That’s usually the dead zone. Retail is over, produce hasn’t started, construction is frozen up north. Best play is to cut costs, run regional freight, and wait for March.

Q: Do seasons overlap?

Yes. Late summer often has produce and retail spikes happening together. That’s when vans and reefers both tighten, and rates bump across the board.

Q: How do I predict regional shifts?

Follow weather, crops, and imports. If California droughts hit lettuce, that shifts reefer demand east. If imports jam East Coast ports, Atlanta and Charlotte become hot spots.

Final Word

Seasonality isn’t a problem. It’s an opportunity — if you plan for it.

The carriers who struggle are the ones who treat every week the same. They get blindsided when produce dies, when retail slows, or when snow shuts down construction. The ones who win are the ones who study the calendar, move their assets ahead of time, and ride the cycles instead of fighting them.

At the end of the day, trucking is like farming. You plant, you harvest, and you endure the winters. If you know when the harvests come — whether it’s peaches in Georgia, back-to-school laptops, or steel beams in Pittsburgh — you don’t just survive the year. You profit from it.

So don’t just haul freight. Haul seasons. That’s where the money is.

Deadhead Decisions – When It’s Smarter to Run Empty Than Chase a Low-Paying Load

The Old Rule vs. the New Reality

If you’ve been around trucking long enough, you’ve heard the phrase: “Any load is better than an empty trailer.” That’s old-school thinking. And in today’s market, it’s often flat-out wrong.

Because here’s the truth: deadhead isn’t the enemy. Cheap freight is.

Running empty feels painful because you see the fuel burning without revenue coming in. But chasing the wrong freight at the wrong price is worse — it locks up your truck, wastes your hours, and often digs you into a deeper hole.

So the question isn’t whether to deadhead. The question is when it makes you money to say no.

The Math Behind the Empty Mile

Let’s start with the numbers.

Say your truck averages 7.0 mpg and diesel is at $3.76/gal (today’s DOE average). That means each mile you run empty costs you:

1 gallon per 7 miles = $0.54 per mile.

So a 100-mile deadhead burns $54 in fuel. That’s your hard cost. Throw in wear and tear — let’s call it another $0.20/mile — now you’re at about $74 total cost for that 100 miles.

At first glance, that looks bad. Why run for negative revenue? But now compare it to taking a 300-mile load at $1.25/mile.

Gross pay: $375.
Fuel burn (loaded, slightly lower mpg at 6.5): $173.
Net after just fuel: $202.
Subtract tolls, time, wear, and now you’re maybe at $150–$160 for a full day’s work.

That cheap load just tied up your truck for the same money you could have saved running empty 100 miles into a stronger market.

Lesson: Deadhead has a price tag. But so does wasting a day on a garbage rate.

Deadhead as an Investment

Think of deadhead not as “losing money,” but as buying access to a better lane.

Example:

You’re in Memphis and the only loads showing are running south at $1.35/mile. But you know from SONAR data that Atlanta has outbound paying $2.20–$2.40/mile today.

Deadhead Memphis → Atlanta: 380 miles.
Cost: ~$205 in fuel + wear.

Now you catch a 600-mile load out of Atlanta at $2.30/mile = $1,380. After expenses, you’re netting $850–$900.

If you had stayed in Memphis and taken that $1.35 freight? You’d gross $810 on the same 600 miles, net closer to $350–$400.

In that scenario, that decision to deadhead wasn’t “wasted miles.” It was a $500 swing in your pocket. Does it work this way every time? No. But you need to put all options on the table when it comes to moving your truck, especially in this market.

The Time Factor

Miles are only half the equation. The bigger cost of chasing cheap freight is time.

Your HOS clock doesn’t care how much you’re being paid. Once you burn those 11 driving hours, they’re gone. If you give them away to a bad-paying load, you can’t get them back.

That’s where deadhead becomes strategic. By running empty, you’re preserving your hours for freight that deserves them.

Think of it this way:

Would you rather “make” $300 today and lose the chance at $1,000 tomorrow? Or spend $150 today and set yourself up to gross $1,200 tomorrow?

Smart carriers think in weeks, not just days.

Situational Examples

Let’s break this down into real-world scenarios:

Scenario 1: The Trap Load

You’re in Oklahoma City, and a broker offers a 700-mile load to Denver at $1.40/mile.
Looks like $980 gross. But Denver is notorious for weak outbound freight. You’ll likely deadhead out anyway — maybe 500 miles back to Kansas City or Dallas.
Net result: you burned two days for less than $400 in your pocket.

Smarter Move:

Skip the Denver trap, deadhead 200 miles to Dallas, grab $2.05 outbound freight, and turn a $1,200+ gross instead.

Scenario 2: Short-Hop False Economy

Broker offers you a 180-mile load at $450 flat. On paper, $2.50/mile looks decent.
But it ties up half your day with 3 stops, slow receivers, and city traffic. Net is closer to $1.60/mile.

Smarter Move:

Deadhead 90 miles to a better and more dense market, book a 500-mile load at $2.10/mile, and net higher for less hassle in this case.

Scenario 3: The Long Game

You’re in Chicago and take a $1.70/mile run into rural North Dakota.
Once there, freight is almost non-existent. You burn another 600 miles just to reposition.

Smarter Move:

Deadhead 100 miles out of Chicago into Indiana or Wisconsin and pull $2.30/mile freight that keeps you inside a stronger network.

When Deadhead is Dangerous

All this said, let’s be real: deadhead isn’t always smart. Here are a few circumstances where deadhead is NOT the right thing to do.

1. When You’re Cash-Strapped

If you don’t have the liquidity to absorb the upfront cost, deadhead can dig you deeper into the hole. That’s when factoring, quick pay, or running marginal freight might be necessary just to keep wheels turning.

2. When You Misjudge the Market

Deadheading assumes you’ll find better freight where you’re going. If you’re wrong — and the load board doesn’t deliver — you just doubled your loss. This is why market knowledge is king.

3. When Safety Slips

Running extra miles tired just to chase “better” freight can get you in trouble. Don’t let strategy push you into unsafe driving.

Tools That Help Decide

Small carriers don’t have the luxury of endless trial and error. You need tools to make these decisions with confidence.

SONAR, Truckstop, etc: Watch lane rates daily. Know where the freight is moving before you commit.
ELD + Fuel Reports: Track your real cost per mile, not just averages. Know what every empty mile truly costs you.
Network Planning: Build regular lanes with repeat brokers and shippers if you have acquired direct business. The fewer “random” loads you chase, the fewer deadhead gambles you face.

FAQ

Q: How much deadhead is too much?

There’s no magic number. For most carriers, 10–15% deadhead is manageable. Anything over 20% consistently means your freight mix is broken.

Q: Should I always avoid loads into weak markets?

Not necessarily. If the inbound rate is strong enough to cover the outbound reposition, it can still work. Example: $3.00/mile into Denver can justify a 400-mile deadhead back out.

Q: How do brokers view deadhead?

Brokers don’t care about your empty miles. That’s your math to run. But smart brokers know carriers who plan deadhead well are more reliable long-term partners.

Q: Is it better to run light (partial loads) than empty?

Sometimes. But partials often mean more stops, more delays, and more headache. Unless the rate makes sense and timing aligns, deadhead can be cleaner.

Final Word

Deadhead isn’t always wasted. It’s strategic. It’s a tool. And like any tool, it can either make you money or cost you money depending on how you use it.

The carriers who win in this market aren’t the ones chasing every posted load. They’re the ones who treat their truck like a business asset, not a slot machine.

When you understand your cost per mile, study your markets, and think in weeks instead of days, deadhead becomes less about burning fuel — and more about buying your way into profit.

So next time you stare at the load board and wonder whether to haul that $1.35/mile junk freight or run empty into the next city, remember this: sometimes the smartest money you’ll ever make is by saying no.

Creating Driver Bench Strength – Recruiting and Training Before You Actually Need Them

Why Driver Bench Strength Matters

In football, coaches don’t wait until the quarterback gets hurt before they look for a backup. They keep one warming the bench, learning the system, ready to go. Small fleets need to think the same way.

Because here’s the truth: drivers leave. They get burned out, find a better deal, move closer to home, or just disappear mid-load. If you don’t have a pipeline ready, you’re scrambling for job boards while your truck collects dust in the yard. And every day that truck sits, you’re losing money you can’t get back.

Big fleets can absorb turnover. You can’t. One driver gone in a 5-truck operation is 20% of your capacity. Two gone? That’s almost half of your business.

The Cost of Waiting Until You’re Desperate

Here’s how it plays out for many small fleets:

Truck payment: $2,200/month.
Insurance: $1,500/month.
Fixed overhead: $1,000/month (permits, ELD, office costs, etc.).

Total = $4,700/month before you turn a wheel.

Now imagine a driver quits. That truck sits for 30 days while you run ads, screen applicants, and onboard. That’s $4,700 gone — not including the lost revenue from freight you couldn’t haul. If the truck usually grosses $20,000/month, you just took a $25,000 hit.

That’s why bench strength isn’t about “being prepared.” It’s about protecting your margin.

Building a Driver Pipeline

Bench strength starts long before a driver applies. It starts with how you position yourself in the market.

1. ABR: Always Be Recruiting

Don’t just post ads when you’re desperate. Keep a steady presence:

Post about your company culture on social media.
Share real driver testimonials.
Keep your Indeed or Tenstreet page live year-round.
Collect applicants even if you’re not hiring.

Pro tip: Create a simple Google Form on your website for “Future Driver Opportunities.” Capture names, CDLs, endorsements, and experience. That way, you’re building a contact list long before you need it.

2. Build Relationships with CDL Schools

CDL schools are constantly graduating drivers. You may not be able to hire a rookie tomorrow (insurance often says no), but if you keep in touch with instructors, you’ll know when strong candidates are available.

3. Keep a “Silver Medalist” File

Not every applicant makes the cut today, but some might be perfect later. Keep their info, notes on why they weren’t a fit, and revisit them when a seat opens.

Training Before They Touch the Keys

Recruiting is half the battle. Training is where you create real bench strength. A driver on your roster who doesn’t know your system isn’t backup — they’re liability.

Here’s how to build training into your process:

1. Create a Driver Playbook

Document the essentials:

How you book loads and how to submit paperwork.
Communication expectations with dispatch.
Safety policies.
Breakdown and accident protocols.
Fuel card and fueling rules.

Every new driver gets the same playbook. No guessing. No “I didn’t know.”

2. Shadowing and Ride-Alongs

If possible, bring a new driver in for a 1–2 day orientation. They see how loads get booked, what areas you run, and how you expect communication. It’s cheaper to pay for two days of expectation setting than two weeks of fixing mistakes later.

3. Small Test Assignments

Before handing over the keys full-time, assign short, controlled loads. Have them run 200–300 mile trips and debrief after. It’s a safer way to test reliability before throwing them into a 1,200-mile haul.

The “Bench” Doesn’t Always Mean Full-Time Hires

Bench strength doesn’t always mean you’re paying drivers to sit around. For small carriers, that’s not realistic. Here are smart ways to build a bench without breaking the bank:

1. Part-Time or Seasonal Drivers

Many retired drivers or part-timers are willing to cover holiday rushes, vacations, or temporary surges. Build relationships with them. They may not want full-time, but they’ll gladly fill a gap. Companies like Relay On Demand offer these types of back fills.

2. Leased Owner-Ops

Keeping a couple of leased O/Os in your network provides flexibility. If a company driver leaves, you can lean on them temporarily or long term if it fits better.

3. Driver Referral Network

Encourage your current drivers to bring in friends. Even if you’re not hiring today, a referral network builds trust and gives you a head start when you need someone fast. Incentive it by offering referral bonuses.

The Culture Factor

Recruiting and training are mechanical. Retention is cultural. If your culture stinks, your bench will stay empty because word gets around fast.

Here’s what keeps drivers willing to wait for an opening:

Transparency: Be upfront about home time, pay, and freight. Don’t sell lies.
Respect: Drivers want to feel valued, not like seat-warmers.
Consistency: Even if freight is tight, be consistent with communication and pay.

If drivers feel respected, they’ll recommend you to others. That’s how you build a real bench — not through ads, but through word-of-mouth.

Bench Strength Is More Than Drivers

Think broader. Bench strength also means:

Dispatch backup: Can someone else cover if your dispatcher is out?
Maintenance backup: Do you have shops in your network that can step in?
Admin backup: Who handles compliance if your go-to person quits?

The more you spread knowledge, the less you rely on any one person. That’s operational insurance.

FAQs

Q: How do I afford to keep extra drivers on the bench?

You don’t have to. Bench strength can be a network of drivers you have built up conversations with, or even pre-screened candidates ready to onboard fast. The key is preparation, not payroll.

Q: What about insurance requirements for new drivers?

Yes, insurance can block rookies. That’s why you build relationships early and work with your agent to understand requirements. Sometimes one or two years of experience is enough — keep those drivers in your funnel. Remember, the key word is recruiting….

Q: What’s the best way to test a driver’s reliability?

Give them a short-haul load with clear expectations. Watch communication, punctuality, and paperwork. A driver who fumbles a 200-mile load won’t handle a 1,200-mile run.

Q: How long should a new driver train before solo?

At least a couple of days shadowing, plus a few short runs. The goal isn’t perfection — it’s making sure they understand your system and expectations.

Final Word

Bench strength is what separates stable fleets from fragile ones. If you wait until you’re desperate, you’ll take whoever shows up — and that’s how you end up with bad hires, broken freight, and trucks parked.

But if you build a pipeline, train backups before they’re needed, and foster a culture where drivers want to stay, you’ll never miss a beat when someone walks away.

In football, games are won with the players on the bench as much as the starters. In trucking, your profits are the same way. Build your bench now — because once that truck is parked, it’s already too late.

WEX OTR Summit unveils digital fueling tools and AI-driven vision

SAN ANTONIO — WEX Inc. is hosting its over-the-road (OTR) Summit from Wednesday through Friday, bringing together more than 150 trucking industry leaders to explore the future of fuel management, payments, and technology innovation.

With the theme “The Road Ahead,” the summit features keynotes, product roadmaps, and panels spotlighting fraud prevention, payments modernization, and the role of artificial intelligence in freight.

At the summit, WEX (NYSE: WEX) also announced a new collaboration with Trucker Path to expand access to truck-safe navigation tools. Trucker Path is a transportation network company specializing in online and mobile services for the trucking industry.

The partnership will give select WEX fleet customers discounted access to Trucker Path for Fleets, a navigation app powered by more than one million monthly users that helps drivers avoid low overpasses, plan efficient routes, and access real-time parking.

Portland, Maine-based WEX is a provider of payment processing and information management services to the commercial and government vehicle fleet industry.

The OTR summit kicked off with remarks from Carlos Carriedo, WEX’s COO of Americas payments and mobility, underscoring the company’s vision for the future.

“The road ahead for trucking is being shaped by digital transformation, from how fleets fuel to how they pay and protect against fraud,” Carriedo said on Wednesday. “WEX is here to help our customers navigate that change and thrive in the years to come.”

Join the leaders shaping freight’s future at
F3: Future of Freight Festival, Oct 21-22.
Network with the industry’s best and discover what’s next.

Product Roadmap: From friction to digital-first fueling

During the session “Fueling the Future: The WEX OTR Product Roadmap,” WEX executives Ryan Taylor and Cade Mund outlined a shift away from traditional, error-prone fueling processes to an app-driven, digital wallet model.

The company highlighted its 10-4 mobile app, designed to give small fleets and independent operators access to discounts and faster payments, reporting a 50% month-over-month growth in September usage.

“Every transaction and every route matters,” Taylor said. “Margins are tighter than ever, and digital-first fueling combined with AI-driven efficiency is where the industry must go next.”

Innovation on the road: AI, interoperability, and driver-first tools

A Wednesday panel discussion, “New Roads, New Rules: Innovation Changing the OTR Game,” moderated by WEX Chief Digital Officer Karen Stroup, brought together technology leaders from Platform Science, Trucker Path, Storyboard, and Envoy AI.

The panelists pointed to AI-driven voice assistants, predictive parking analytics, and interoperability of connected-vehicle platforms as breakthrough areas already transforming daily operations.

Robert Nathan, founder and CEO of Envoy AI, said AI could soon eliminate the industry’s overreliance on fragmented point solutions.

“AI will start to gravitate towards larger, data-centric platforms … trucking companies and brokers can’t manage dozens of point apps anymore,” Nathan said.

Chris Oliver, chief marketing officer of Trucker Path, pointed to predictive analytics for parking availability as a concrete AI use case improving driver productivity and safety.

The panel also discussed how voice-based interfaces could reduce distractions in the cab while enabling real-time workflow automation.

“What I am enthusiastic about when it comes to voice is — No. 1, how can we start to use voice to connect into all these systems where a driver could ask questions, do the things that they need to,” JP Gooderham, CEO of Storyboard, a platform that enables operations teams to stay connected with drivers and other employees.

“No. 2 is the nature of driving … We know that every time a driver looks away from the road, there’s a higher increase in the likelihood of an incident. We already know that phones and calls and things like that (16:41) are so central to the industry. So as an interface, I think we’re going to see some tremendous voice products.”

The Real Maintenance Cost of Running Heavy – How Overloading Beats Up Your Suspension, Brakes, and Cooling System

Why Small Carriers Are Pushed To Haul Heavy

Let’s be real. Brokers and shippers sometimes dangle freight that runs a little heavy. Maybe it’s “just” 2,000 pounds over. Maybe it’s right at the legal limit, but you know the scale could tip you depending on fuel, axle spread, or the way the load is balanced.

And when the market’s soft, it’s tempting to take it. The math in your head says, “One extra run at 46,500 pounds won’t hurt. I need the revenue.”

But here’s the truth: the long-term cost of running heavy almost always outweighs the short-term revenue. You might escape the DOT’s eyes, but you won’t escape the toll it takes on your equipment.

Suspension – The First System to Complain

Your suspension is built to handle weight, but only within a defined range. Consistent heavy hauling means every bushing, spring, and shock is stretched to its limit.

What Happens When You Run Heavy:

Bushings tend to wear faster. The rubber components take on more stress, flex more often, and split prematurely.
Leaf springs flatten out. Instead of keeping your ride height, they sag, throwing off alignment and causing uneven tire wear.
Shocks lose long term effectiveness. Extra weight forces them to compress harder and longer, cooking the fluid inside and shortening lifespan.
Air suspensions work overtime. Compressors run more often, air bags stretch beyond intended range, and leaks can form faster.

Brakes – Stopping Heavy Is Expensive

Every extra pound takes longer to stop. More weight means more brake heat, and heat is the #1 enemy of brake systems.

How Heavy Loads Beat Up Brakes:

Lining and drum wear accelerates. A 5–10% increase in load can shorten brake life.
Heat cracks drums. Overheated drums can spider crack, forcing full replacements.
Slack adjusters and cams wear unevenly. Extra stopping force causes uneven pulls, which wear the adjustment system prematurely.
Air system stress. Compressors run harder, increasing the risk of moisture and contamination.

Cooling System – The Silent Victim

Most drivers don’t connect overloading with overheating, but they should. Heavy loads mean engines work harder, climbing RPMs longer, and pulling more torque. That equals more heat — and the cooling system takes the beating.

What Heavy Loads Do to Cooling Systems:

Radiators clog faster. High heat cycles bake dirt and debris into fins, reducing airflow.
Fan clutches wear early. The fan runs more often to combat heat, wearing out bearings and clutches.
Coolant breaks down quicker. Excess heat shortens fluid life and leads to cavitation (tiny bubbles that eat metal surfaces inside the engine).
Water pumps fail faster. Bearings and seals wear prematurely from constant higher temps.

Tires and Alignment – The Hidden Expense

Even if you don’t blow a tire outright, running heavy chews them up.

Sidewalls flex harder. Heavier loads make sidewalls run hotter, risking blowouts.
Irregular wear. Heavy steer weights eat outer edges fast.
Alignment drift. Sagging suspensions cause misalignment, and tires scrub down quicker.

Numbers Don’t Lie:

A set of drive tires might last 70,000 miles under normal conditions. Add consistent overweight loads, and you could be replacing at 30,000 or sooner. That’s $4,000–$6,000 burned quietly.

The Multiplier Effect – How Heavy Costs Stack

Here’s how it plays out over time:

Scenario:

Truck runs overweight 2,000 lbs on average.
Carrier hauls 100 loads like this per year.

Potential Extra Costs from Running Heavy:

Brakes: $1,500/year more frequent replacement.
Tires: $4,000 lost life over two years.
Cooling repairs: $2,500–$5,000 every 18 months.

Total hidden maintenance cost over two years: $15,000–$20,000.

Compare that to the “extra” revenue — maybe $300–$500 more per load. Multiply by 100 loads = $30,000–$50,000. Subtract hidden costs and downtime, and suddenly the “profit” shrinks or disappears.

The Downtime Factor

It’s not just parts — it’s lost days.

A suspension rebuild can take 2–3 days.
A radiator swap? Potentially 1–2 days.
Tire blowout on the road? Half a day at depending on where, plus service call fees.

For a small fleet, those lost days mean lost loads. A truck parked for repairs doesn’t just cost you maintenance dollars — it costs you revenue opportunities.

Why Brokers and Shippers Push Heavy

Let’s not ignore the other side. Brokers and shippers know trucking margins are thin. When they have overweight freight, they bank on desperate carriers taking it anyway.

Some even advertise “legal weight” while loading to the edge. Others say, “It’s only 45,500, you’ll be fine.”

But remember: they’re protecting their margins at the same time attempting to maximize the volume on the trailer. If the load damages your truck, it’s not their problem. They’ll find another carrier tomorrow. You’re the one eating the repair bill.

How to Say No (and Still Make Money)

Here’s the hard part — learning to decline freight that’s bad for business. But there are ways to protect yourself:

Ask weight upfront every time. Don’t wait until you’re loaded. Make “what’s the weight?” part of your first question.
Factor fuel into the equation. Heavier loads cut MPG. Show the broker the math and use it to negotiate.
Charge for heavy. If you decide to take it, don’t do it at the same rate. Add $0.05–$0.10 per mile for loads over 44,000 for example. Set your standards.
Have a limit. Draw a line where you won’t go. Example: “I won’t haul over 45,000.” Stick to it.

FAQs

Q: Is running consistently heavy really that bad?

Yes and no. Once or twice won’t break a truck. But consistent overweight loads compound the wear — especially on suspension and brakes.

Q: What about overweight permits?

Permits keep you legal with the DOT, but they don’t save your equipment. The wear still happens.

Q: Can newer trucks handle heavy loads better?

Modern suspensions and cooling systems are stronger, but physics hasn’t changed. More weight = more stress = shorter lifespan.

Q: What’s worse: heavy flat land or heavy mountains?

Mountains every time. Climbing grades = hotter cooling systems. Descending = harder braking. If you’re heavy, the Rockies will punish your truck faster than flat Midwest runs.

Final Word

Heavy freight is one of those traps small carriers fall into because the math looks good in the short term. But trucks don’t lie. Every extra pound beyond what your suspension, brakes, and cooling system normally handle shows up later in repairs, downtime, and potential lost revenue.

The mega carriers spread that cost across thousands of units. You can’t. One suspension issue or cooling system failure can erase the margin from a month of hauling.

The lesson? Be disciplined. Know your weight every time. Know your limits. And if you take heavy, make sure you’re compensated for the punishment your truck is about to take. Because in trucking, running heavy doesn’t just wear out your truck — it wears out your profit eventually.

Trailer Roof and Floor Inspections – How Small Leaks Turn Into Cargo Claims and Lost Shipper Trust

Why Trailer Integrity Gets Overlooked

Ask many small carriers about maintenance and they’ll rattle off oil changes, tires, and brakes. But ask them about their last trailer roof or floor inspection? Not as much feedback on that.

Here’s the reality: trailers don’t have warning lights. A truck will scream at you with fault codes, oil pressure gauges, and warning buzzers. A trailer stays quiet. It’ll keep rolling until the damage shows up on a bill of lading or inside a claims letter. By then, it’s too late.

And when it comes to shippers, they don’t care that it was “just a small leak.” They care that their paper rolls arrived water-stained or their food product sat on a soaked pallet. One claim is bad. Two? You may never haul for them again.

The Weak Spots You Can’t Ignore

Not all trailers are created equal, and the age of your equipment plays a huge role in where the problems hide.

1. Translucent Roof Panels

Older trailers often came with fiberglass or polycarbonate roof panels designed to let in natural light. Great idea back then. But over time, UV exposure makes them brittle, crack-prone, and yellowed. Even pinholes will drip during rainstorms, and if you’ve got paper, textiles, or food cargo under it — that’s an instant claim.

2. Wooden Side Panels vs. Plate Walls

For years, dry vans were built with wood side panels. They were inexpensive, easy to repair, and flexible enough to absorb impact from forklifts or shifting freight. But wood has one big problem — it absorbs moisture. Over time, it swells, warps, and rots. That means leaks through the walls, weakened spots where load bars won’t hold, and hidden cracks that show up as water stains on freight.

Modern trailers use composite or metal plate walls. They’re more durable, resist moisture, and provide a tighter seal. If you’re still running older wooden side-panel trailers, you’ve got to double down on inspections. A crack you ignore today may turn into a rejected load tomorrow. Some shippers won’t load them regardless.

3. Floors

Floors take daily abuse from forklifts, pallet jacks, and shifting loads. On older trailers, wood floors can start to flex and soften. Once a section weakens, you risk product damage or even a forklift punching through. For small fleets, a single weak board can cost thousands in both claims and downtime.

4. Seams and Rivets

Most leaks don’t come from a giant hole — they creep in through seams. The rivets along the roof rail, the joints where aluminum meets steel, even old sealant that’s cracked away. Water doesn’t need much room. It only needs consistency.

5. Doors and Seals

Not technically the roof or floor, but your rear doors are one of the biggest culprits. Old seals harden, crack, or separate. That gap lets in dust, water, and cold air loss. It also screams “neglect” to any inspector or shipper that spots it.

What Small Leaks Really Cost You

Here’s where too many carriers downplay the problem. “It’s just a drip.” Sure. Until you run paper or electronics.

Paper Loads: A single drip on a roll of uncoated paper creates a stain ring the size of a basketball. That roll is now rejected. Depending on the size, that can be $500–$2,000 in loss, billed straight to you.
Food Cargo: A weak board in the floor that splinters under a pallet jack? That product may shift or topple. FDA and shippers don’t play with damaged goods. Now you’ve not only got a claim — you’ve got potential product disposal costs if they flat out refuse it at the consignee.
Electronics or Textiles: Moisture damage is unforgiving. A water-stained box of clothing or a shorted-out pallet of electronics is black mark after black mark with your broker.

One claim can eat up a week’s profit. Two claims kill a customer relationship. Three? Your name spreads across the broker community, and suddenly your MC isn’t trusted.

Inspection Routines That Protect You

The good news? Roof and floor inspections aren’t complicated. They just require discipline.

Roof Checks:

Park the trailer in daylight and look up — weak spots in translucent panels are easy to spot when the sun hits.
Check rivet lines and seams for gaps or daylight shining through.
Run water across the roof with a hose if possible; watch for drips inside.
Look for sagging sections or ponding water — these eventually crack.

Side Panel Checks:

On wood-panel trailers, press along seams and lower sections for soft or weakened spots.
Look for water stains or discoloration — clear signs of leaks.
Ensure load bars and logistics posts still hold — wood can weaken over time.
On plate-wall trailers, check welds, rivets, and impact points for separation or cracks.

Floor Checks:

Walk the full length inside with boots. Soft spots will flex under weight.
Look for dark stains in wood that suggest past water intrusion.
Inspect from underneath — corrosion on cross members often starts before the floor gives.

Pro Tip:

Document every inspection. A 30-second photo of the roof, floor, and side panels before you load can be the difference between winning and losing a claim dispute.

When to Repair vs. When to Retire

Not every leak means you need a new trailer. But you need to be honest about where the line is.

Repairable:
- Small cracks in translucent panels (patch kits available).
- Minor soft spots in wooden side panels or walls.
- Sealant touch-ups around rivets and seams.
- Door seal replacements (cheap insurance).
Replace or Retire:
- Multiple soft spots across the floor.
- Large roof panel failure or brittle across the length.
- Rotting wood side walls that no longer support load bars.
- Frames corroded beyond structural soundness.

Building a Trailer SOP

Small fleets often skip written policies. Don’t. A simple Trailer Inspection SOP sets expectations for drivers and keeps you out of claims. Here are a few simple reminders you can implement in addition to your review process

Pre-Trip: Visual check of roof, side panels, floor, and door seals.
Monthly: In-depth walk-through and undercarriage inspection.
Quarterly: Hose test for leaks, full underbody torque check.
Annual: Professional shop inspection with documented repairs.

Tie SOPs to accountability. A driver who fails to report a leak or a weak spot isn’t just careless — they’re risking your business.

FAQs

Q: Do translucent roofs always mean trouble?

Not always. Some still perform well after 10–15 years if properly maintained. But they’re more prone to UV cracking.

Q: Should I avoid older wood-panel trailers altogether?

Not necessarily, but if you run them, you need stricter inspections. Plate-wall trailers are more forgiving and hold value longer, but older wood walls demand extra vigilance.

Q: How much does a floor replacement cost?

A full wood floor replacement averages $4,000–$6,000 and up. Spot board replacements may only run a few hundred, but they add up if you’re patching constantly.

Q: Can insurance cover cargo claims from trailer leaks?

Yes, but only once or twice. Too many claims and your premiums skyrocket, or you’ll end up getting dropped. Insurers expect you to maintain equipment.

Q: How do you track inspections across multiple trailers?

Simple record keeping, ELD notes, or apps like Fleetio or Whip Around. The tool doesn’t matter. Consistency does.

Final Word

A small leak or weak wall panel may not sideline your truck the way an engine failure would, but it can quietly sink your business just the same. Shippers don’t measure you by your horsepower — they measure you by how safe and secure their freight arrives. The money rides in the trailer and not the tractor anyway.

If you’re running older trailers with translucent roofs and wooden side walls, discipline matters even more. Inspections aren’t optional — they’re survival. In a market where trust is currency, one water stain can cost you far more than the repair ever would have.

The lesson is simple: inspect, document, and repair before the claim arrives. Protecting your trailer’s roof, side panels, and floor isn’t just maintenance — it’s business strategy.