My Trucker Life

Sometimes the smartest move isn’t chasing bigger loads — it’s protecting your body and future. My switch from a side kit to a Conestoga trailer cover not only saved my shoulders and back, but also opened the door to steady freight, better pay, and a company that would change the final stretch of my career.

In February of 2018, after much consideration, and since my back was beginning to bother me more rapidly — with my shoulders also showing signs of wear from pulling the tarp over my head to close the trailer — I decided to put a Conestoga on it.

After researching, I chose Tarp Stop in Perrysburg, Ohio. I took my tractor and trailer there so they could record the size and measurements for the purchase order, then left to run a few loads while I waited. About two weeks later, the Conestoga was ready to install. It took two full days to get it mounted, but once it was finished, it made a world of difference.

Just before the Conestoga was installed, I was fortunate enough to be asked to run permit loads out of Voss Clark to Elkhart, Indiana. These runs were perfect for me: they paid well and had me home most nights. The deliveries were to Manchester Tank in Elkhart, and from there I’d usually reload at InKote or Intec in New Carlisle, Indiana for freight back to Kentucky.

When those runs weren’t available, Voss Clark always seemed to come through with something else. The truck was running pretty well for a change, and my revenue stayed steady. If the Elkhart loads weren’t released until late in the day, I’d load them anyway, then drive up and sleep in the truck so I could deliver on schedule. The return loads out of New Carlisle usually went to Florence, Georgetown, or Louisville, Kentucky. Those runs lasted about a year and a half until Manchester Tank finally closed down in Elkhart for financial reasons.

Even after Manchester Tank shut down, I still ran mostly out of Voss Clark. One day I picked up a load from Voss Clark going up to Steel Tech in Michigan City. I delivered that load easily and reloaded a return back to Voss Clark. That’s when U.S. Steel cut the rate — and the worst part was Kaplan didn’t push back at all. As usual, it was us owner-operators and independent contractors who paid the price.

That was the moment I made my decision. I contacted Steel Transport — and it turned out to be the best move I could’ve made. In fact, it felt like coming full circle: finishing my career with a company that cared about its drivers, just like the one where I started.

Please stay with me as I make the transition into Steel Transport. I think you’ll enjoy this part of the story.

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#TruckingLife #ConestogaTrailer #IndependentContractor #OwnerOperator #FlatbedHauling #TruckingJourney #VossClark #SteelTransport #KaplanTrucking #TruckersLife

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“In trucking, you’ll cross paths with hundreds of people — but only a handful truly leave a mark. At Steel Transport, I found a team that didn’t just keep me moving down the road — they became family. This chapter isn’t about freight or miles, it’s about the people who made those miles worth driving.”

Before I go any further, I think it’s best to pay homage to the most incredible team I have ever worked with since becoming an independent contractor. Steel Transport’s home terminal is located at 6701 Melton Road in Gary, Indiana. Their phone number is 1-219-939-3000 if anyone is looking for an excellent flatbed company to lease on with!

The best place to start is the Safety Department, the very people who decided I was a fit for this awesome family of workers. At the time I signed on, Mark Solari was the head of Safety. He has since left, and Dave Hutchins stepped into the role. Dave works with three excellent associates:

Christy Ray – My go-to contact for everyday safety questions or information. She is one of the best safety personnel I have ever worked with in my 23 years as an independent contractor.

Sherry Izynski – She walked me through my short orientation process and also helps me with my weight permits.

Juliet Dinkins – The voice I hear on the other end of the phone about 90% of the time. Always kind, knowledgeable, and quick with permit help.

Next, we move into the main office.

Kim Ford is the logbook specialist and ELD (Electronic Logging Device) monitor, making sure our logs are accurate and DOT-compliant.

Jack Neistrom set up my ELDs and dash cams, walking me through step by step to ensure everything synced properly. He works closely with Kim to keep everything in order.

The Bookkeeping Department is run by Kris Fannin, who is the backbone of our settlements. Anytime I’ve had questions or needed to add something, she’s had the answers without fail.

And now we come to the dispatch team, the heartbeat of Steel Transport. They have always had my back, and without them, none of us could do our jobs.

In the Kentucky office, I worked with Charlie (God rest his soul) and his wife Linda. Both were solid people and a pleasure to work with.

At the Gary office, Norma and John were always there to step in if my dispatcher was busy or away. Norma especially went above and beyond for me more times than I can count, and I truly appreciate her.

Finally, I have to talk about my hero — the best dispatcher I have worked with in my 23 years as an independent contractor — Joanie Smith. She was incredibly easy to talk with, unbelievably patient (especially when I had issues, which you know I’ve had plenty of), and she worked just as hard to secure my loads as I did to deliver them. In six years here, I’m sure I tested her patience more than I intended, but she never let me down.

Next to Overnite — the second company I ever worked for — Steel Transport gave me that rare “working family” feel. They looked out for us, and we tried hard to meet their goals.

I hope this chapter introduced you to my Steel Transport family in the way I meant for it to. The following chapters will close out my career with this awesome company and my time behind the wheel as a whole. Please keep reading — I don’t think you’ll regret it.

—

#SteelTransport #TruckingFamily #IndependentContractor #DispatchersMatter #TruckingLife #ELD #Logbooks #SafetyFirst #TruckingStories

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After years of chasing steady freight and dealing with unpredictable loads, I finally found myself on the brink of something I had always prayed for — a dedicated run. But as I would soon learn, even a dream route comes with its own share of challenges.

As I move into these final chapters, we’re still in 2021. The COVID situation was winding down, and I had just run a coil up to Minooka, Illinois, delivering at the North American Stainless plant. From there, I reloaded in New Carlisle and hauled it back down to Louisville, Kentucky.

That delivery should have been just another day on the job — but what came next was a twist I never expected. Joanie, my dispatcher, offered me a load out of Voss Clark in Jeffersonville, Indiana, headed for the Toyota Tsusho processing plant in Georgetown, Kentucky.

Now, I had been going into both Voss Clark and Toyota for almost 12 years, but never once had I picked up from Voss Clark and delivered straight into Toyota. This was a first.

I accepted the load, and as I drove away from Jeffersonville, I couldn’t help but think, “Man, I wish this could turn into a dedicated run.” After I got loaded, I called Joanie and asked her what the chances were. She said she’d check and try to have an answer before I left Toyota after my delivery.

Sure enough, once I unloaded at Toyota, I called Joanie back — and she told me Voss Clark was going to try really hard to keep me running those loads to Georgetown. That was the moment my wish came true.

From then on, I was on a steady schedule: one load on Mondays, two loads Tuesday through Thursday, and one load on Fridays. I’d sleep in the truck Monday through Thursday nights and head home Friday morning after my final delivery.

Very rarely did Voss Clark fail to have a load for me. And even if they didn’t, I’d still hang around to show how committed I was. On the occasions when a Georgetown load wasn’t available, I’d cover runs to Berea or Bowling Green as replacements.

This dedicated run carried me for more than four years — all the way until June 19, 2025, when I delivered my very last one.

I must add this humorous story to this chapter. Even though I had a really good dedicated run to end my career, it wasn’t without a touch of drama.

One Friday, after I delivered my last load for the week, I needed to stop on at TMI Trailer Sales and Service in Walton Kentucky to pick up a new trailer valve. After I left to head home, I decided to go back home through the country for a change. This route started by getting off I-71 South at the Carrolton Kentucky exit. I got off, and this route took me over a weight limited bridge at the edge of town as I was headed towards the Milton/ Madison Bridge to crossover into Indiana at Madison. This highway was US 42. This limited weight bridge had a 20 ton limit for semi trucks… that’s 40,000 lbs. As I was headed to Highway 42, there was a local police SUV going in the opposite direction. I always watch cops when I see one, and sure enough, he turns around.

He followed me as I turned left onto US 42 and I said to myself that this was gonna be so good. Sure enough, as I got onto that weight limited bridge, he flipped his lights on. Luckily, there was a fuel stop right after the bridge, and that’s where I pulled off to stop.

The cop walked up to my truck driver’s door and asked me if I knew why he pulled me over. I said I had no clue as to why he pulled me over. He said,’ That’s a weight limited bridge.’ I said,’Yes…so it is…I’ve been across it many many times. The weight limit is 20 tons, right? That’s 40,000 lbs. Am I correct, officer? He said yes, i told him I was empty and expressed “empty” kinda sternly. I informed him that my empty weight was 37,000 lbs. He honestly did not believe me and asked for my paperwork, license, and registration. I told him again that there was no paperwork because I delivered in Georgetown and stopped off at Walton empty to get a part for my trailer, and I was headed home “empty”

He said that 37,000 lbs has to be wrong and that he was gonna call in a State Police with portable scales to verify my weight. I told this officer that I’d be more than happy to open up the back of the trailer to show him first hand that I was truly empty. He just walked back to his SUV and started checking things out. He must have called the State Police and relayed the whole story to them because they told him that it would most likely be a 2 hour wait to get the set of portable scales there and if I was truly empty, that from the information I gave him from my registrations that I was telling him the truth and there was no overweight issue at all and to sit there and wait on portable scales was a waste of his time and mine.

The officer walked back up to the truck and handed me my documents, and I asked what’s next. He said that it is obvious that I definitely knew what I was talking about when it came to my empty weight. I said that after 45 years of this, i certainly hope so, but I will open the trailer up to satisfy your curiosity if you want. He said no need, you’re free to go. That is a perfect ending for this chapter as I finally got a “good feeling” after being pulled over.

The next chapter shows that, while I finally got the dedicated run I’d been praying for ever since those early days hauling bars to Columbus, not every day was peaches and cream. Stick with me — I think you’ll like where this is going.

—

Hashtags

#TruckingLife #SteelTransport #IndependentContractor #DedicatedRun #TruckingStories #LifeOnTheRoad #VossClark #ToyotaGeorgetown #AmericanTrucker

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Just when I thought I had finally secured peace of mind with this Volvo, a grinding noise in late 2022 reminded me that nothing mechanical lasts forever. What followed was one of the longest and most expensive down-times of my career.

Back in 2015, when I purchased this Volvo, I asked the shop manager at the Seymour Mack/Volvo dealership how long I could expect the D16 engine to last. He told me that if I was lucky, I might see 1,200,000 miles. That statement stuck in my mind during the 10 years I worked this truck harder than any I’d ever owned.

My best friend, Ernie Lipperd, suggested it might be wise to have the oil pan dropped and the rods and main bearings inspected. I wasn’t worried about the pistons, rings, or injectors—oil use was minimal, and the Volvo didn’t smoke at all, even after the permanent fix of the regen issue I described earlier. Ernie recommended an exceptional mechanic he trusted in Versailles, named Mike Lunsford.

Mike gave me his estimate, and I let him do the job. The truck was in his shop about a week, and when I got it back, it gave me peace of mind knowing I’d done everything possible to prolong the life of the engine. Mike told me everything looked good, with no problem wear whatsoever. With full confidence, I put the Volvo back to work.

That brings me to December of 2022. I was headed to Georgetown to deliver a load when I heard, for the first time, a low grinding noise. At first, I feared the transmission was starting to wear thin. When I got to Toyota, I pulled the hood, and the noise was clearly coming from the general area of the air compressor. Air compressor failure can mean a towed vehicle, and that didn’t appeal to me one bit, so I decided to head back to my home shop in Columbus for a better diagnosis.

The shop there confirmed it was in the air compressor, but they wouldn’t attempt the repair, fearing the problem went deeper into the engine. Volvo engines were like a foreign language to them. So I called Mike Lunsford, who by then was working at the shop that fixed my regen issue. He told me to bring it in, and they’d look at it and give me an estimate.

On December 22, 2022, I drove it to Versailles. They said it would be after the New Year before they could even get it into the shop. I had no choice—driving it risked further damage—so I left it there and waited.

Three weeks later came the diagnosis: the bull drive retaining nut on the gear that runs the air compressor had backed off and was grinding against the cover separating the engine from the transmission. The grinding produced aluminum shavings that fell into the oil pan. Fixing it meant a bottom-engine overhaul and a major cleaning of the drive system. The estimate: $10,000.

I knew that day would come eventually, so I pulled together every resource—borrowed money and all—and got the repairs done. The hardest part: I didn’t get back in the truck for nine full weeks. I finally hit the road again on March 4, 2023.

As you’ll see in the next chapter, that was far from the last of my struggles.

—

Hashtags

#TruckingLife #OwnerOperator #VolvoTrucks #TruckRepairs #Overhaul #TruckingChallenges #LifeOnTheRoad #IndependentContractor #TruckerStories

—

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After years of pounding across rough interstates on my dedicated run, the wear and tear finally caught up with me — and my trailer. What started as a small broken coil block turned into a much bigger problem that forced me to make some tough decisions. This chapter reveals how I ended up replacing my trailer, saving my Conestoga, and even helping a friend in the process.

—

These events happened right after my truck had its issues in the last chapter. Thank God my trucking insurance covered the bulk of the cost.

I need to start with the route to and from Voss Clark to the Toyota Tsusho facility in Georgetown. From the time I started the dedicated run until March 2025, I-265 halfway around Louisville was under construction and the interstate was insanely rough. Also, the 22 miles of I-64 from the Waddy exit to the Midway exit in Kentucky — both east and westbound — were equally bad stretches of interstate to drive on.

There were other highways that contributed to this problem as well, but these two were the worst.

—

The Trailer Trouble Begins

In July of 2022, I noticed that one of my coil blocks — the piece that holds my timbers in place — had broken. I didn’t think much of it, so I just replaced it with another one I had.

Three weeks later, the replacement coil block also broke. That’s when I figured something bigger was going on.

When I moved the timbers out of the way, I saw that one side of the trailer floor had given way and collapsed about three feet in length, dropping nearly two inches below the rest of the floor.

—

Insurance, Repairs, and the Conestoga Problem

I took the trailer to a shop near Jeffersonville for a thorough inspection. They said it would take a couple of days, so I left it with them.

When they called me back, they told me that the beam supporting the trailer floor had broken, causing the collapse. I filed an insurance claim, and the company sent an adjuster to verify the shop’s report.

Now, this trailer had a $20,000 Conestoga cover on it, and I wasn’t about to lose that too. The insurance company agreed with the shop’s findings and paid out the claim. But they told me I would need to bid on the trailer to buy it back in order to keep my Conestoga. That process would take 14 days.

—

A New Trailer, and Saving the Conestoga

During that time, I searched for a replacement and found another “Big Bubba” Reitnouer over in Ohio. I bought it, then won the bid to buy back my old trailer so the Conestoga could be transferred onto the new one.

After about three weeks out of service, I was finally back to running my Georgetown loads.

—

What To Do With the Old Trailer

Next came the question: what to do with the broken trailer?

Ernie and Mike Lunsford carefully inspected it and, to all of our surprise, found no beam damage at all. That meant the shop’s original diagnosis was false — the trailer didn’t need to be scrapped.

As God provided, a good friend and fellow independent contractor, Dana Moore, needed a trailer. His East trailer had literally broken in half. He called me after talking with Ernie, and we made a deal. Dana bought the trailer, and he’s still running loads with it today.

—

Looking Back

We came to the conclusion that the trailer shop — which I won’t call out directly — had falsified the diagnosis so they could push me into buying a new trailer. And the insurance adjuster, instead of making a proper inspection, just rubber-stamped the shop’s findings.

And that’s what happened to my 2003 Reitnouer Big Bubba.

It might seem boring to some, but I feel it’s important to include these details. Not every chapter of my trucking career was about the open road — some were about the hard lessons of equipment, business, and trust.

Stay with me, because more issues are coming in the next chapters.

—

#TruckingLife #IndependentContractor #SteelTransport #TruckingStories #TruckingChallenges #OwnerOperator #Conestoga #BigBubba #TruckingEquipment

—

Just when I thought the worst was behind me, the final three years of my independent contractor journey tested my faith, patience, and pocketbook like never before. What kept me going wasn’t just grit—it was the steady Georgetown loads that saved me mentally and financially when everything else seemed to be breaking apart.

—

The Georgetown runs were truly my saving grace. With every setback, at least I knew the work was waiting for me. That knowledge alone was what kept me grounded when the bills stacked higher than the loads on my trailer. God has blessed me beyond measure, and through all the trials, He provided exactly what I needed to keep moving forward.

But in those final years, two more major mechanical issues nearly pushed me over the edge.

After my truck returned from the in-frame rebuild, I noticed right away that it was getting harder and harder to start. We checked everything fuel-related—except the injectors. The problem turned out to be the injectors and cups.

In mid-July of 2023, I took the truck to Wheatley’s Truck Repair in Clarksville, Indiana. Ten days later, and $8,700 lighter, the injectors and cups were replaced and I was back on the road. Things smoothed out for a while—until April of 2024.

One morning I woke to a large puddle of oil under my truck. I had to buy $75 worth of oil just to nurse it from Georgetown back to Wheatley’s. The diagnosis? A cracked oil pan. A new one would cost $4,200. Thankfully, Matt at the shop suggested a cheaper fix: have one of his welders patch the pan. I agreed, and three days later I was back in business.

Unfortunately, the oil problems weren’t over. The patched pan held, but the truck still had a persistent leak. By October 2024, it became such an issue that my truck failed a DOT inspection. Back to Wheatley’s it went.

The final diagnosis traced the problem all the way back to when the Versailles shop had secured the bull gear retaining nut years earlier. Evidently, they hadn’t sealed the bull gear cover properly, and that’s where the oil was escaping. To finally solve it, Wheatley’s had to:

Reseal the upper timing cover

Replace the valve cover gasket

Replace the upper gear cover gasket

Replace two upper cover grommets

Steam clean the motor and frame

The total bill came to $3,300.

Looking back now, it’s truly a miracle we survived financially through those years. Between the repair costs, downtime, and revenue loss, the stress nearly broke me. But we pushed through.

All I can say in closing is this: when your work captures your heart, mind, and soul, then it’s worth putting everything you have on the line. Trucking did that for me, and I gave it everything I had—right up until the very end.

—

#TruckingLife #IndependentContractor #OwnerOperator #TruckingStruggles #FaithOnTheRoad #DieselProblems #TruckingCommunity #LifeOnTheRoad #FinalMiles

—

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Every road has a beginning, and every road has an end. After 47 years behind the wheel, my journey has finally reached its final stretch. This chapter isn’t just about stepping away from trucking — it’s about saying goodbye to a part of myself that will never return. In many ways, when the journey ended… part of me died too.

—

This chapter will be extremely hard to communicate about. It’s really hard to walk away from something you have loved for 47 years, just cold turkey. But here is how my final year played out.

Although I was in chronic pain, my true passion was my business. During the last 12 months, with God’s help and guidance, I was able to continue my business regardless of the pain and discomfort I was experiencing — until I no longer could.

It started about a year ago with slow, progressing lower back pain which gradually crept into my left hip and leg joint. Then, after the pain intensified in my hip, it moved through my thigh and down to my ankle. The only way to alleviate the pain was to either shift my weight off my hip or climb out of the truck and stand for a few minutes. Imagine that happening every single day.

Once my left leg was consumed by chronic pain, the numbness and loss of muscle control began to set in. When I stopped for the night at the rest area in Georgetown, Kentucky, I had to get out of the truck and walk. I walked about a mile every day just to relieve the pain in my hip, knee, and lower leg.

I was able to manage it this way until May 19th of this year. After arriving at the rest area in Georgetown, I climbed out of the truck to do my required post-trip vehicle inspection. When I finished that and took my walk, I went to climb back into the truck — but my left leg went completely dead. My right leg wasn’t prepared to handle my full weight, and it slipped off the top step, sending me crashing to the ground.

I don’t know how I managed to get up, but I did. I caught my breath and tried again to climb back up into the truck. I went to bed hoping that by morning I’d be better. When I woke up on May 20th, I was stiff and sore, but as the day wore on, I loosened up enough to keep going. Still, my body was screaming louder every day.

Over the next several weeks, the pain intensified to the point that finally, all my senses agreed: it was time to get professionally evaluated.

That day was June 19th, 2025. I drove straight home and made an appointment with Dr. Ryan Dill at Ortho Indy Greenwood. X-rays were done, and the diagnosis was grim. Following insurance protocol, I had to complete 30 days of physical therapy. I poured myself into it, still clinging to the hope of getting back in my truck — the only thing I ever wanted to do.

During that month, I had two setbacks where the sciatica became so severe I could barely walk. But I kept pushing, refusing to give up.

That is, until a few days before my MRI. My wife and I attended a celebration of life service for her cousin. We stood talking to family for about 20 minutes, and in that time, my legs went completely numb. I couldn’t feel them at all. That was the wake-up call. My heart, mind, and soul all agreed: it was over.

I told the therapy center my situation, and they agreed the therapy was doing little good. They released me. I completed the MRI on August 11th and had my consultation on August 14th. My doctor placed me on full restrictions from driving a commercial vehicle.

The only comfort I hold onto is knowing that, with God’s will, my wife will not have to push me in a wheelchair anytime soon — my greatest fear.

And so, with tears in my eyes and sorrow in my heart, I write these words: Goodbye to the road I loved.

—

#TruckingLife #EndOfTheRoad #GoodbyeTrucking #IndependentContractor #TruckersJourney #LifeOnTheRoad #RetirementChapter #LongHaulLife #FaithOnTheRoad

—

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In order to get this chapter right, I need to begin by saying that I have been delivering and picking up at Voss Clark since 2007. From 2009 through the very end of my career, I was in there almost daily. Over time, I became very close to everyone in the shipping department. No matter which shift I picked up or delivered on, they knew who I was — and I knew them.

The first traffic manager I met was Matt Lozier. Matt was the one who helped orchestrate my dedicated run to Toyota in Georgetown. I owe him more thank-yous and words of appreciation than I could ever put on paper.

Of course, none of this would have been possible without Doug Voss, who runs the entire operation. Doug created an environment for both employees and drivers that truly resembled a working family. Then there was Warrick Clayborn(Shorty) — skilled in just about every job there as far as I know. After Matt was promoted into sales, Warrick (Shorty) stepped into the role of traffic manager.

Next came John Marlin. I met John back when he was a crane operator on the evening shift, but he quickly moved into the traffic manager position — and excelled at it. Trained by Shorty, John learned the ropes quickly, and anytime I had to turn a load back for whatever reason, he never held it against me. To be honest, I owe a lot to John and to Voss Clark as a whole.

And then there were the many others who made my time there so meaningful:

Courtney, the bright, smiling young lady who checked us in, always kind even in short conversations.

James, who inspected the coils after they were loaded. Always in good spirits, we had countless conversations about everything from the weather to his home remodeling projects.

Phil Caster, one of a kind, who kept drivers on their toes with his endless practical jokes.

Kevin, the reliable “fill-in” guy who covered where needed, and always had time for a friendly word.

Brian, the night shipping supervisor, who deserves my deepest thanks. Whenever I was running out of hours, all I had to do was call and Brian would say, “We’ll be ready for you when you get here.” No other shipper ever helped me like that.

Todd, always a friend, who showed genuine care for me and my wife when she went through her kidney transplant, having lost his own wife to kidney disease.

And finally, Rob and Chris, two crane operators who always did a top-notch job.

Back in 2022, when my Volvo needed an inframe overhaul, I was out of service for nine weeks. Every day I worried that my dedicated run out of Voss Clark was in jeopardy. I called Joanie my dispatcher at Steel Transport, weekly to find out the situation as far as Voss Clark was concerned.

Joanie told me over and over that Voss Clark emphasized to her that I had nothing to worry about, and when my truck and I were ready, the loads would be there for me. This is a perfect example of a work family.  This was not the only time I had equipment issues. A total of 4 times in the last 4 years, my equipment failures caused me to lose work.  Even when things got slow, Voss Clark always found something for me to do. Very seldom was I sent home due to no loads available, and for that, I am forever grateful.

At Voss Clark, it never felt like I was just another driver — it felt like I was part of the family. I will never forget the awesome treatment I got from this company.

Then there was the Toyota Tsusho team in Georgetown, where I delivered almost daily for over four years. At the check-in gate, Sherry and Rick were always there with a smile. In Building 2, I remember Ben, Logan, Jason, Austin, Gary, Ronnie, and many others whose names escape me now. In Building 1, I worked with Daryl, Austin, Matt, and more — all of them good people who made my job easier and my days brighter.

I also have to mention my fellow drivers whose friendship and support kept me going: Ernie Lipperd, my best friend for 23 years, along with Dana Moore, Jonah Young, Mike Dearing, and Clyde Stiltner. I hope those friendships continue for the rest of my life.

God truly does amazing things. He put the right people in my path at exactly the right times. Looking back, I honestly cannot believe I survived 47 years in this career — but it was all worth it. It was never just about the freight. It was about the people, the friendships, the faith, and the shared miles.

This is my final mile, and this chapter is my way of saying thank you. To Voss Clark, to Toyota, to my friends, and most of all to God — I owe you more than words can say. It has been an incredible ride.

—
And so, with gratitude in my heart and tears in my eyes, I close this book on my 47-year trucking career. My journey has ended, but the memories, friendships, and lessons will live on forever.

#ATruckersLife #FinalMile #TruckingJourney #IndependentContractor #TruckerStories #FaithOnTheRoad #EndOfTheRoad #VossClark #ToyotaTsusho #Gratitude

© 2025 Gerald Lee Jones
All Rights Reserved.

No part of this book may be reproduced, stored in a retrieval system, or transmitted in any form or by any means—electronic, mechanical, photocopying, recording, or otherwise—without prior written permission from the author, except in the case of brief quotations used in reviews or articles.

This is a work of nonfiction based on the author’s personal memories and experiences. While every effort has been made to accurately represent events and details, some names, locations, and identifying characteristics have been changed to protect privacy.

First Edition — 2025

ISBN: