Countdown to 2025: The top podcasts of 2024 in review

A round-up of Overdrive Radio's business-focused podcasts since 2013, including exclusive interviews, presentations and more geared to owner-operator and small fleet owner businesses among listeners.

Trucking business

Manteca, California, Gill Freightlines small fleet owner Surinder Gill's family's trucking lineage traces back through 60 years of OTR work done by his father, Gurmail Singh Gill, over more than one continent. The elder Gill hauled first in his native India, some in the Middle East, and finished out his career in the United States. 

Surinder Gill had dipped his feet in trucking as a dispatcher by the time his father passed in 2018. "I wanted to do something to honor my father," Gill said. "How do I honor my father and his legacy? So we purchased a truck and got a trailer, and I put his photo on the back."

His trailers to this day feature that photo and the "In loving memory" text for Gurmail Singh Gill.

"He'll always be on the road, in a way," as his son puts it in this edition of Overdrive Radio, telling that story but much else besides. Small fleet owner Gill was in part the subject of Overdrive Executive Editor Alex Lockie's reporting on the now-infamous collapse of the Convoy company as a going brokerage concern this past Fall. That reporting told the tale of a variety of owner-operators and small fleet owners just like 28-year-old Surinder Gill who, months following the abrupt shuttering of Convoy in October, remained unpaid for in some cases thousands’ worth of work hauling: https://www.overdriveonline.com/business/article/15666087/convoys-unpaid-carriers-signing-back-up-to-haul-loads 

In Gill’s case, unpaid invoices were to the tune of around $35,000 in dedicated contract loads his several company drivers and a larger number of owner-operators pulled for big names in canning and food generally, like the Post company. 

Convoy's debt to Gill alone is nearly half of the worth of the required $75,000 bond any broker is required to have to cover claims. As you'll hear in the podcast, Gill believes that bond amount shouldn't but a static number but rather dependent on the amount of business a broker handles. Larger the broker, larger the bond. 

Convoy, readers will recall, had a valuation in the billions, according to pre-collapse reports. Given the volume of freight -- and money -- that flowed through the broker, Gill asks, shouldn't they be required to hold a bond much, much higher than $75,000? By the time he got to the bond company with his own claim, the full amount in the surety had already been kicked to court deliberation on just who would get paid, and how much. 

As of this past week, Gill remained entirely unpaid for those final loads, though the small fleet owner offered up a bit of information he'd learned since the conversation featured in this podcast. Contact made with the Hercules Capital company, responsible for business debt incurred by Convoy, yielded a name there for everything having to do with the shuttered brokerage. 

“I have reached out to Hercules Capital,” Gill said, “and was given the contact of a Greg Peterson” for everything Convoy-related with the company, a venture funding company that took control of all of the imploded company but for the technology platform. That platform, also previously reported, was sold to Flexport and rebooted for freight brokered through them, a fact that frustrates Gill and others among the unpaid carriers who’d worked with Convoy for years, as you'll hear.

Should freight brokers' required bond amount vary according to company size?

Last week we heard Part 1 of a long talk with Gill Freightlines small fleet owner Surinder Gill, with four trucks owned and headquartered out of Manteca, California, where Gill’s following in the draft of his owner-operator father’s 60-year trucking legacy. (As you can see in the cover image for this week's Part 2 of that talk, the long legacy is honored on the back of Gill Freightlines’ dry vans.) The Convoy brokerage's quick collapse last Fall nearly spelled out a death sentence for the small fleet, as it was mostly built around dedicated hauling for Convoy's shipper customers. 

Gill’s still owed around $35,000 for loads hauled just prior to the collapse, and the collapse of his fleet's work soured relationships with a small group of owner-operators whom he previously worked with. The difficulties, in part at least, extend from what he acknowledges as a classic mistake in business.

"I guess it goes back to the age-old saying of 'don't put all your eggs into one basket,'" as he put it. 

Yet as detailed in Part 1 of the talk, he profferred the notion that, given how many carriers' work went unpaid in the Convoy collapse and the company’s tech platform’s quick sale to another brokerage/forwarder, bigger brokerages ought to be required to have larger bonds in place based on the amount of business they do: https://www.overdriveonline.com/overdrive-radio/podcast/15669109/should-freight-brokers-bond-vary-according-to-company-size 

In Part 2 here, you'll get a window into what Gill’s doing in the aftermath, pivots he’s making toward more direct business, and his hope that so many shippers’ attitudes toward working with small carriers in their immediate physical vicinity, regardless of size, might change for the better.

He's got a distribution center he can physically lay eyes on with nothing more than a step out the door to his office, for instance. "I can see them, phyiscally, they can see me physically," he said, "yet where it confuses me is they would rather give work to these kids right out of college who work for [INSERT BIG BROKER NAME HERE] in Chicago or Atlanta or wherever their office is and trust these kids to go vet these carriers who might be carriers or chameleon carriers. ... But they won't give it to me," with just a few trucks. That's even though, of course, Gill's "right down the street."  

Though load boards and brokers themselves rose out of the need of owner-operators and small carriers to connect to freight they otherwise might not have access to, Gill feels the entire culture around brokerage has devolved with Wolf of Wall Street-type tactics now so dominant that independents become essentially "bottom feeders" in a market like the current one. Volumes have been down in a big post-pandemic readjustment, and demand has sunk back to pre-2020 levels and below, some would say, for an extended period.

Yet he's in it for the long run. He's fully invested in driving change in his own approach to customers. He recognizes his and other independents’ shortcomings, and is committed to being part of a change to re-engage direct customers, really put in the work on building relationships toward better long-term opportunity outside of this or that fancy new brokerage network’s app. "It's going to drive a change" around trucking, he feels, "and I want to be there for it." 

Mentioned in the podcast: Past Overdrive Small Fleet Champ Jason Cowan's recent talk on building relationships, with customers or otherwise: https://www.overdriveonline.com/overdrive-radio/podcast/15668024/how-to-leave-trucking-better-than-you-found-it-with-jason-cowan

Enter the 2024 Small Fleet Championship via this link: https://overdriveonline.com/2024SFC

Hey shippers, we're out here: Small fleet resolved to sharpen biz on long haul for change

After years of scheduling needed preventive maintenance and sitting out the Roadcheck blitz, last year Mike "Mustang" Crawford hauled through his first Roadcheck in years. As we did after last year's 72-hour inspection blitz, we’ll be riding along again in this Overdrive Radio edition through three days’ worth of scale reports from our friendly on-highway chicken-house correspondent. Regular listeners may well recall that last year on runs from the Midwest all the way down to Florida, Mustang didn’t cross a single open scale. 

Can’t say that’s the case this year, though. 

And, for the balance of the episode, shift into high gear with our talk with Sharon Lee, owner of the High Road small fleet headquartered between Nashville, Tennessee, and Boston, and making a name for themselves in the concert tour-trucking world. Lee jumped on our radar after her involvement with the Academy of Country Music’s "ACM Lifting Lives" program, through which she partnered with the Mechanics on a Mission organization as well to surprise a touring professional with the gift of an automobile at a TCW event early this year -- TCW's the Touring Career Workshop, and small fleet owner Lee serves as a board member for the organization. 

Since founding High Road in 2016, she’s made big inroads with customers in the music industry here in Nashville, but it turns out her trucking history is just as deep, stretching all the way back to childhood, when her father was an owner-operator in New York State and involved in tour trucking himself. Working with one-man, one-truck operations holds a special place in her approach to this day. 

More about High Road: https://highroadusa.com

More about concert/show tour trucking in Overdrive: 
**Mobile TV production: https://www.overdriveonline.com/business/article/15634571/a-unique-beast-behind-the-scenes-in-mobile-tv-production-trucking
**Events-haul in general: https://www.overdriveonline.com/business/article/14894405/how-event-hauling-stands-out-in-the-trucking-industry 
**Clark Transfer's Broadway show hauling: https://www.overdriveonline.com/business/article/15294151/guaranteed-revenue-for-owneroperators-clark-transfer-commits

Roadcheck chicken-house wrap with the Mustang | Running the High Road with tour-haul small fleet

With the Commercial Vehicle Safety Alliance’s annual Brake Safety Week inspection initiative kicking off August 26 with stepped-up brake checks and inspections, generally, in jurisdictions across North America, we’re looking back at a podcast from earlier in the year – February 2024 to be exact. The episode featured Wisconsin-headquartered owner-operator Warren McCurdy and a central point of view about what he feels the roadside inspection system was designed for. Something that’s, well, gotten a little off track with how states, the FMCSA, and some fleets treat so-called “safey scores” derived from inspections and associated violations. 

As you’re hauling this week, if you get a quote unquote “assist” from an inspector out there, take note of the approach he or she takes. Is it “prevention” of accidents that is the ultimate goal? 

McCurdy, at the top of the podcast, made clear his bone to pick with the Federal Motor Carrier Safety Administration's CSA scoring program and all its ripple effects throughout trucking and roadside inspection systems. After a trailer tire lost air in transit sufficient to take the tire off the rim -- the trailer empty, the tire problem unnoticed by McCurdy before inspection -- the owner-operator's leasing carrier assessed points for the violation modeled on the FMCSA's internal Driver Safety Measurement System nearly enough to void McCurdy's lease. 

This sort of "accountability" isn't, the owner-operator felt, what roadside inspections were designed for. The inspector in this case in Washington State did his job to the letter, and caught the in-transit flattened tire in plenty time to save any real damaging outcome. 

For all that, McCurdy is thankful. "I think that these inspections are good. They should be preventative things," he said. "Nobody wants to go down the road with flat tires."

Yet, he added, "I don't think we should be penalized for something that is not something that you did intentionally." That goes for the motor carrier as well. There's a reason carriers like his own assess those points -- because they are incurring the same level of severity weighting in the Carrier SMS.

Potential changes to the Carrier SMS notwithstanding (FMCSA isn't looking at those same changes for the Driver SMS), the podcast this week dives back into what’s at issue in cases like these, in which carriers subject to the severity weighting system for violations pass that on, with their own systems to hold drivers and owner-operators to a degree of accountability themselves, relying on the federal points system to assess and prevent damage to their own scores. 

Susan McCurdy tried her hand at the DataQs system in a vain attempt to contain the damage in this case by challenging the violation. But given the inspector was doing what he should have done here -- alerting McCurdy to the problem tire on his trailer, conducting an inspection, then reporting the results into the federal system as required -- there was nothing DataQs was going to be able to help correct about the fundamental nature of the situation. 

More fundamentally, though, it’s the very nature of the CSA scoring system that makes accountability problematic for owner-operator McCurdy here. Nobody indeed intends to run around with flat tires. With respect to any violation, McCurdy urges regulators take a long hard look at what they’re holding carriers and drivers accountable for by scoring them as they do.

More in Overdrive's long-running CSA's Data Trail series: http://overdriveonline.com/csas-data-trail

Find plenty in the way of brakes-related maintenance and inspection resources at this page: https://www.overdriveonline.com/maintenance/article/14875428/tractor-trailer-maintenance-for-ownerops-to-outrun-inspectors

Brake inspection blitz this week: Roadside inspection system should be 'preventive,' not punitive

"Some guys customize their truck via paint, chrome, lights, and things like that. I customize my truck to make it a more comfortable place to be, a more profitable truck, a more efficient truck." --Owner-operator Alan Kitzhaber

It's another rewinder of sorts for this week in the Overdrive Radio podcast series. If you missed the news last week Tuesday, owner-operator Alan Kitzhaber out of Eau Claire, Wisconsin, was honored as our August Trucker of the Month, putting him in the running for Overdrive’s Trucker of the Year award with his three-plus decades trucking and 4 million miles logged behind the wheel of his long-running 1995 Kenworth T600: https://www.overdriveonline.com/trucker-of-the-year/article/15681362/meticulous-maintenance-efficiency-trucker-of-the-month

Listeners have heard Kitzhaber in recent memory, of course, when he passed the 4-million-mile mark on the T600’s odometer in May we aired this talk originally in July: https://www.overdriveonline.com/overdrive-radio/podcast/15679534/4-million-miles-in-a-95-kw-t600-owneroperator-alan-kitzhaber

For those who missed the talk, this week hear Kitzhaber on his approach to keeping that rig running right these past decades and so many miles. 

And: we’re at the final sprint for the Trucker of the Year award program for 2024. Nominations will close at the end of the month, and we’ve got just two semi-finalist slots left for a chance to win a brand-new seat, up to a $2,500 value, from Trucker of the Year award sponsor Bostrom Seating, a trip to and recognition at the Mid-America Trucking Show, various other prizes, and more. If you or another deserving owner want to put your business in the running, visit https://OverdriveOnline.com/toptrucker to do that.  

Kitzhaber's not the first owner Overdrive Radio listeners have heard who's done similar -- "Mustang" Mike Crawford crossed 4 million in his 1994 Freightliner (12.7 Detroit-powered) back in 2022: https://www.overdriveonline.com/channel-19/article/15291488/mike-mustang-crawfords-1994-freightliner-4-million-safe-miles

(Incidentally, Overdrive editor Todd Dills spoke with Crawford July 1 as he hitting the Prime yard in Springfield at the end of his final run before retirement with a grand total of 4,159,910 miles in the rear view of the Freightliner. More on Crawford’s final run in a future podcast.)

Owner-operator Alan Kitzhaber’s career stretches back to 1990, his time as owner-operator some years on with Millis Transfer, where he first took the reins of the then-brand-new 1995 Kenworth T600 as a company driver. He bought the truck from the company itself, then, a few years later. 

Since then, he's been laser-focused on turning that truck into a profit-making machine, and meticulous with record-keeping in no small way. As suggested by the quote at the top, too, plenty modifications through the years have allowed him to excel to the point of achieving well more than 8 mpg for a fuel mileage average several years running this past decade.

There’s a lot to those modifications he’s made, for certain, detailed in today’s episode. And 4 million miles is a very long way. More than 8 times to the moon and back. At roughly 60 miles per hour it’d take you well past the hard end of the 14-hour clock to do it at 66,666 hours. We’ll track back through Kitzhaber’s history a little more quickly than that today on the podcast, along the way learning plenty about just how the owner-operator kept that Cat-powered T600 humming efficiently for so very long. 

As mentioned in the podcast, Caterpillar's interview with Kitzhaber for its Million Mile Club when he crossed 3 million: https://www.cat.com/en_US/articles/cat-truck-engine-articles/million-miler-alan-kitzhaber.html

Gordon Alkire's closed greasing system: https://www.overdriveonline.com/channel-19/article/14877182/csa-proofing-part-two-closed-greasing-system

Trucker of the Month Alan Kitzhaber: 4 million miles, ever greater efficiency for his '95 T600

Happy New Year! This final Overdrive Radio podcast for 2024 -- or the first for 2025, whenever you happen to be catching it -- looks back on the year that has been, a certainly sluggish one when it comes to business for many, though with a degree of optimism heading into 2025 with a new administration incoming and hope for business-friendly policy yielding freight improvement all around. 

Here’s how this one is going to go: Earlier this month, we charted the top 10 podcasts of this year, including a few two-parters this time around featuring extended talks with working truckers, whether small fleet owners like Gill Freightlines’ Surinder Gill on the collapse of the Convoy brokerage, or some among our owner-operator Trucker of the Year contenders offering business advice gleaned from their wealth of experience. We’ve got a short concert-haul run in-cab, a guide to beating back predatory tow invoices, and much more among hot topics and business dissection throughout the year.

So count down through the 10 most-listened-to podcasts of 2024, plus an extra three just outside that top 10 for a lucky 13, all the way to No. 1, to ring in the new year right.

Find a playlist of all the episodes excerpted via this link: https://soundcloud.com/overdriveradio/sets/countdown-to-2025-the-top

Or tune in for our latest via https://overdriveonline.com/overdrive-radio

4 million miles toward optimism for a new year: Overdrive Radio's countdown to 2025

This week on the podcast, the voices of two semi-finalists for Overdrive's 2025 Small Fleet Champ award: 

First, Robbie and Levi Turnage of Mississippi-headquartered tanker fleet Turnage and Sons, LLC. They're respectively fourth- and fifth-generation milk haulers who've made good on a business with a stable of dairymen in the region specializing in organic milk over two decades of so Robbie's grown the fleet from just a single truck, following in the footsteps his father, grandfather and great grandfather before him -- the hands-on nature of each successive generation’s training and involvement in the shop, behind the wheel, and everything else that goes along with running a trucking business have no doubt contributed to the family business' longevity, with 19-year-old Levi now fully entrenched as well. 
 
In the podcast, you'll hear the Turnages in conversation with Overdrive's own Long Haul Paul Marhoefer in the cab of Levi's 2005 Peterbilt 379 "Big Red" parked up in March at the Mid-America Trucking Show. Marhoefer wrote about the pair in a story published in July you can read here: https://www.overdriveonline.com/overdrive-extra/article/15751311/five-generations-trucking-the-turnage-familys-longevity-secret

Catch some pictures there of Big Red, too, which placed second in its class at the MATS show. Stay tuned for more reporting on the Small Fleet Champ contender in the coming weeks. 

Also in the podcast, fellow semi-finalist MRL Transport owner Mark Ledford, who founded and grew Red Baron Transportation to 35 trucks over 15 years starting in the early part of the decade before selling out and restarting with just one truck in 2019 as MRL. That story aired just last week at https://www.overdriveonline.com/small-fleet-champ/article/15753736/mark-ledfords-mrl-transport-master-class-in-trucking-rightsizing 

He’s up to five trucks now, with four drivers employed, and similarly gets his hands dirty behind the wheel himself, a fact key to both maintaining customer relationships spanning back decades now but also inking new business, as he tells in the podcast. Here, he takes even farther back to his origins in trucking working a dock in the 1980s, then his first OTR driving experience with a team operation. On his first run from North Carolina out to California his co-driver woke him up by turning the rig on its side in the middle of the night, memorably leaving Mark to climb out of a window and onto the cab's side, now upright, unable to find his glasses to sharpen the blurry lights all around him. Needless to say, as he notes in the podcast, he never would run team again. 

Meet all Overdrive's 2025 Small Fleet Champ semi-finalists and read more about them through this month via https://overdriveonline.com/small-fleet-champ 

Two Champs will be honored along with two fellow semi-finalists at Championship sponsor NASTC's annual conference October 23-25 in Nashville. More about NASTC: https://nastc.com

Small Fleet Champ semi-finalists not afraid to get their hands dirty in shop, behind the wheel

How might truckers get back a measure of flexibility in the hours of service rules, such as that enjoyed by so many owner-operators of past generations? That is, the ability to split the 10-hour required rest period into two periods of any length they want. That’s the option favored by a whopping 88% of readers who responded to Overdrive polling around the subject this time last year, with results published earlier in the year showing most readers wanted the ability just to split as they saw fit, fundamentally. 

Since the 14-hour duty window came into play more than two decades ago, well before the time of electronic logging device mandate's implementation in 2017, greater duty-window and/or rest period flexibility has been owner-operators' cardinal ask of regulators when it comes to the hours of service. 

After trucker appreciation week last week, we might see a path forward to it. In this Overdrive Radio edition, Chief Editor Todd Dills and Matt Cole break down the details of the DOT and FMCSA's announcement to start truck appreciation week last week of two proposed pilot programs to fully test two different options for split flexibility. 

It’s not often we start the annual appreciation week with something other than a free soda at a truck stop or other deal from a vendor or supplier to write about. Yet that was the case for Cole last week Monday, when DOT announced formal proposals to conduct those safety-efficacy studies. One's the split-as-you-see fit option of up to 5/5-hour sleeper splits, the other a daily up-to-three-hour pause button, spot to speak, for the 14-hour clock. 

The news wasn't entirely unexpected, nontheless. The formal proposals had been teased back in June as part of what the DOT called a “Pro Trucker” package of efforts. The formal proposals open up a comment period on how regulators might set up and conduct the programs, each of which will be open to more than 250 drivers to participate: https://www.overdriveonline.com/hours-of-service/article/15755537/what-fmcsas-hoursofservice-flexibility-pilot-programs-could-look-like

We’re certainly months out from interested participants being able to apply to take part, and given each test could take years to bring to fruition, it could be quite some time before any subsequent regulatory action is taken. That is, unless another federal body pushes the ball more quickly forward, as Cole puts it in the podcast, and "Congress were to get involved." 

Absent Congressional directive to take regulatory action, further hours flexibilities for all drivers aren’t likely in the cards before the next decade rolls around after these studies conclude -- depending on results, of course. That timeline takes us into whatever administration follows the current one.

"Personally I don't see this as necessarily a partisan issue," said Cole. "If a Democratic Administration were to come in" come 2029, he felt FMCSA wouldn't be likely to wholesale abandon work put into potential new flexibilities. After all, some of groundwork for the 2020 split-sleeper enhancements was put in under the Obama administration. 

If these two studies show positive or even neutral safety impacts for participating truckers, it might really get things moving toward change for the next administration's FMCSA.

Where to read and comment on the proposals, through mid-November: **Split-sleeper program: https://www.regulations.gov/document/FMCSA-2025-0193-0001 
**Split-duty program: https://www.regulations.gov/document/FMCSA-2025-0194-0001

More on the 2020 split-sleeper change, which itself offered a boost in duty-pause and split flexibility: https://www.overdriveonline.com/partners-in-business/safety-compliance/video/15737159/significant-hos-change-fmcsas-2020-splitsleeper-provisions

Sleeper berth: Will truckers be able to split as they see fit? FMCSA opens potential path forward

One of the trucking industry's biggest events, the biennial Guilty by Association Truck Show at 4 State Trucks in Joplin, Missouri, is officially under way at Exit 4 off I-44.

With hundreds of trucks in attendance (organizers expect 800+ to participate in the Saturday night convoy), the massive show sprawls across multiple businesses, including 4 State Trucks itself, the Joplin 44 Petro and Pilot truck stops across state highway 43, and more.

No matter what your taste in trucks is, you're certain to find what you like on display. There's no shortage of antiques, cabovers, Peterbilts, Kenworths and everything in between. Most of the trucks are no doubt workers, but there are also some true showpieces on display: https://www.overdriveonline.com/custom-rigs/podcast/15767972/guilty-by-association-truck-show-under-way-in-joplin

In addition to the beautiful iron exhibited, there's plenty to do around the show, including big-rig burnouts, a truck and tractor pull, concerts, Trucker Olympics and more. Friday morning, officials from the Federal Motor Carrier Safety Administration were on hand for a Q&A with attendees. See more from that next week. For now, drop into this Overdrive Radio conversation with Overdrive Senior Editor Matt Cole, on hand covering the show after a round of rough weather had participants hard at work day 1 Thursday, September 26. 

As noted in the show: 
**The big news from DOT around non-domiciled CDL issuance to foreign drivers: https://www.overdriveonline.com/15767991
**David Foster's 2005 W900L as pictured way back in 2017 (with rainbow): https://www.overdriveonline.com/custom-rigs/article/14891552/dave-fosters-2005-kenworth-w900l
**Enter Overdrive's Pride & Polish by October 1 to compete in our own virtual truck show: https://www.overdriveonline.com/page/2025-pp

Guilty by Association Truck Show rolls into Joplin

No news has been bigger in trucking this year than the DOT’s announcement Friday, September 26, of changes to the rules around non-domiciled CDL issuance, effective now: https://www.overdriveonline.com/regulations/article/15767991/fmcsa-to-force-nearly-200k-nondomiciled-cdl-holders-out-of-trucking

New restrictions on issuance hold potential to limit foreign-domiciled CDL drivers' ability to work OTR in the U.S. The influx of asylum seekers into the country in recent years has meant a lot of those asylum seekers ended up getting those non-domiciled CDLs. Going forward, they won’t, unless they have an employer-sponsored visa for temporary work in the United States. 

The same day DOT announced the changes, likewise initial results from its ongoing audit of state CDL programs around non-domciled CDL issuance, our own Matt Cole was out at the Guilty by Association Truck Show in Joplin, Missouri, where he reported from a sort of listening session hosted at the event by the Owner-Operator Independent Drivers Association and featuring questions and commentary from owner-operators in attendance. Responses came from FMCSA’s own Senior Policy Advisor Michael Hampton. 

This week's episode features a good near-hour’s worth of audio from the session, and applause lines weren't hard to come by -- rare for a regulatory session, that's certain. One came fairly early on in response to a commenting owner-operator's contention that, as was noted by many Overdrive readers earlier this year, maybe a non-domiciled CDL shouldn’t even exist, particularly as an option for a non-immigrant in the country with temporary status: https://www.overdriveonline.com/15747114  

Perhaps the biggest applause line, though, came when FMCSA's own Michael Hampton contended that more hours of service flexibility would result in better safety, as the agency readies two studies of flexibility enhancements we highlighted two weeks back here on the podcast: https://www.overdriveonline.com/15755974 

Hampton urged truckers to participate in those studies when they get rolling -- the agency will need data to help it get further changes to the split-sleeper rules, and/or a 14-hour clock pause button, across the finish line in future. Participation’s going to be paramount to analyzing safety impacts and, with any luck, truly showing that Hampton in his contention is in fact correct. 

As also mentioned in the podcast:
**Big congrats to Overdrive's four 2025 Small Fleet Champ finalists! Recent announcement: https://overdriveonline.com/15768558
**DOT OIG's audit of oversight of CDL skills testing and training: https://overdriveonline.com/15755980 (second brief down the page)

FMCSA's GBATS session: Truckers' applause for Trump DOT moves not hard to find

Off the top of this week's Overdrive Radio episode one thing's clear. Longtime Alaska-based truck driver Lisa Kelly is now a business owner. That's right, in the very long time since Overdrive editor Todd Dills last spoke to her (though not the last time you read about her in Overdrive), she bought a 2019 Peterbilt 389 and leased on with a company to work Alaska's Dalton Highway (the "Haul Road," as its known): https://www.overdriveonline.com/channel-19/article/14874578/haul-road-to-the-himalayas-interviewing-lisa-kelly

It's also the 389 she's hoping to earn money enough to either repair or replace as shown in episode 1 of the brand-new season of the History Channel's "Ice Road Truckers" franchise, back after a long hiatus. Owner-operator Kelly's got long history with the show, part of the first seasons that were filmed in Alaska after it got its start along routes partially on frozen lakes in far northern Manitoba in 2007. 

She couldn't talk publicly about the fleet she's leased to today, per an agreement with the owner when she decided to go back to IRT, yet she was willing to share her own business's name. "I'm Arctic Fox Trucking," she said, and yeah, there's a story there. 

"Back in the day when we were filming in Alaska, Season Three," she said, the Arctic Fox moniker was bestowed upon her by a young woman among the show's producers, one among many nicknames passed around for cast and crew on the show. "She thought it would be funny," Kelly added, yet "I didn't get it" at first. Finally, though, she did, perhaps when Esquire magazine dubbed her the "sexiest trucker alive" in a headline back in 2010, coupled with photos of Kelly and the Kenworth she drove for well-known Alaska-headquartered Carlile Transportation.  

For all such attention she got back in those days, it was another quality that stood out perhaps more prominently -- a no-nonsense attitude toward the work of trucking. It all ended with her in a role as something of a de facto ambassador to the world for North American hauling. 

What's life been like for her since? Catch plenty more about all of that, including a good bit of time away from the road before buying that Peterbilt, in the podcast. The current "Ice Road Truckers" season -- find two episodes available for streaming today via this link: https://www.history.com/shows/ice-road-truckers -- features a cast of two other haulers with Kelly working for Operations Manager Bill Dahn's Muskie Creek Ltd. company, hauling north on six weeks' worth of winter roads to communities otherwise cut off from land routes. The first episodes also features Harris and Sons Transportation owner and operator Shaun Harris and his sons Riley and Zach, as they survey ice that just doesn't seem to be firming up fast as usual, with the work piling up for the season west in Saskatchewan.

As always for the reality-TV franchise, there’s plenty drama in those first couple episodes, offering an entertaining window into a brand of trucking that’s certainly more man v. nature than most.

In the podcast, drop into Kelly's story of how she came to truck ownership some years after the end of the "Ice Road Truckers" original run, as the owner-operator takes us back to her time as a Carlile Trasportation company driver, then all that’s happened since. Short version, as it were, of a long, long story. 

"A lot happened, and nothing happened," she laughed, to start it off.

Ice Road Truckers' Lisa Kelly, back in action -- new show season, new biz

The Overdrive Radio podcast is produced by Overdrive magazine, the Voice of the American Trucker for 60-plus years. Host Todd Dills -- with a supporting cast among Overdrive editors, contributors and others -- presents owner-operator business leading lights, interviews with extraordinary independent truckers and small fleet owners, and plenty in the way of trucking business and regulatory news and views. Access an archive of all episodes of Overdrive Radio going back more than a decade via this link: http://overdriveonline.com/overdrive-radio