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Why did I do it?

In the Drivers Seat

In the Drivers Seat

I have been writing my Student Trucker Story on “Ask the Trucker” since October 2008.

Although by October I was in a much different situation because I had moved from the “Team Division” into a Dedicated Solo Fleet beyond the ridiculously unsafe situations my company placed me in during my training.

In this new division I saw very quickly how things should be done. The entire manner of my new fleet was more effective because the communication and professionalism was much better. Partially because the contract DEMANDS it or the contract will be lost.

I was also driving solo finally, not required to drive & live with someone from unknown origins. Continue Reading »

TwitterSocial Media has given a voice to individuals and this includes truck drivers that recognize arguing with one another solves nothing, BUT united efforts when there is a call to action DOES.
We learned between 2009 and 2013 that Facebook posts and Twitter posts directly to elected officials pages could elicit a response since these posts are public and ignoring them is bad social media etiquette (manners).
We also learned that there are many elected officials who seem to be in the pocket of the trucking lobby.
Too often the truck drivers with their limited ability to get accurate timely information while they are out on the road miss deadlines to make critical calls , send letters or an email to their elected officials on important legislation that can affect their livelihood.
In an attempt to educate truck drivers on how to use social media in addition to calling their elected officials to either oppose or support legislation, we wanted to provide you with a few pointers. With the link below you can find tips on calling your elected officials when you see a “Call To Action” that indicates your immediate attention is required to work together for a united cause that affects the truck driver population.
See Link: “Tips for Calling Your Member of Congress”. Remember to ask for the “Transportation Staffer”. Sometimes the person on the phone will take the information themselves. Give your directive on the purpose of your call as detailed in the link I have provided. They should ask for your zip code and you should be prepared to state what bill or amendment and the section you are calling about and which way you want the elected official to vote on it.
If you do not know who your elected representative is you can look them up with this link using your zip code:
Once you have located the name of your representative, you can either call the main Capitol Switchboard 202–224-3121 to be connected to their offices or look up their direct number with this link: Office of the Clerk of the United States House of Representatives
I suggest you keep the number programmed in your phone for future “Call To Action” events that we post on our Facebook page “REAL Women in Trucking, Inc.” and you should look up your Senators numbers as well. Find Your Senator
Since trucking is heavily regulated it is important to become familiar with the members of the very powerful Transportation and Infrastructure Committee. Some of the members of this committee have deep “friendships” with the trucking lobby.
Truck drivers must realize that the trucking lobby does not serve truck drivers, they serve the carriers that pay them to lobby against things like better pay, more safe truck parking and intelligent hours of service that would be safer for truck driver flexibility.
Unfortunately elected officials do not want to hear from people that are not their constituents (people whose votes affect them) through their websites and office lines. This makes them very insulated from how the trucking lobby is hurting the truck drivers with their persuasive techniques.
This is why social media is a powerful tool for truck drivers.
If you are on Twitter or Facebook you can publicly voice your opposition or support regardless of where your voting jurisdiction is located. I suggest you use hashtags in these posts that include the state abbreviation and #politics #congress #senate just to name a few since many people outside trucking follow these tweet timelines.
You can always just commit yourself to “ReTweeting” the posts from our @WomenTruckers tag when you see that we are participating in a “Call To Action”. The objective is to create a ruckus that cannot be ignored. Elected officials do not like controversy. They often do not like the public to become educated on whom they are “in bed”.
Below I have compiled a list of Twitter tags of all members of the Transportation and Infrastructure Committee.
During a “Call To Action” not only should you call your elected representatives by phone, you should tweet them directly and/or post on Facebook to their official page even when they are not in your election zip code to let them know of your position. This will also educate people who ARE in their voting zip code know about legislation that is going on behind closed doors and they might begin to support our causes locally.
When just a few truck drivers and their supporters work together to “ReTweet” and share these posts in social media it brings much needed attention to prevent underhanded lobbying.
I hope you will all use these twitter tags for upcoming “Call To Action” alerts and please refrain from profanity and threats when making your posts.
Here is the list:
Twitter Tags for the Transportation & Infrastructure Committee @Transport
 Members:
@RepBillShuster PA (he is the head of this committee)
Alphabetically with a state abbreviation hashtag
@RepDonYoung #AK
@RepRickCrawford #AR
@RepKirkpatrick #AZ
@RepMimiWalters #CA
@Rep_Hunter #CA
@GraceNapolitano #CA
@RepGaramendi #CA
@RepJeffDenham #CA
@Rep_JaniceHahn #CA
@RepHuffman #CA
@JuliaBrownley26 #CA
@RepEsty #CT
@EleanorNorton #DC
@RepCurbelo #FL
@RepJohnMica #FL NOTE: John Mica has protected tweets & does not LISTEN on twitter. This is a sign of arrogance and lack of transparency. Regardless, I tweet to his tag and use the @Congressdotgov tag along with it so someone hears what I am saying to him
@RepCorrineBrown #FL
@LoisFrankel #FL
@RepWebster #FL
@RepRobWoodall #GA
@RodneyDavis #IL
@RepLipinski #IL
@RepBost #IL
@RepCheri #IL
@RepAndreCarson #IN
@ToddRokita #IN
@RepThomasMassie #KY
@RepGarretGraves #LA
@MikeCapuano #MA
@RepCummings #MD
@RepDonnaEdwards #MD
@CandiceMiller #MI
@RepSamGraves #MO
@USRepRickNolan #MN
@RepLeeZeldin #NY
@RepJerryNadler #NY
@RepRichardHanna #NY
@RepJohnKatko #NY
@RepSeanMaloney #NY
@RepSires #NJ
@RepLoBiondo #NJ
@RepDavidRouzer #NC
@RepMarkMeadows #NC
@RepHardy #NV
@RepDinaTitus #NV
@RepBobGibbs #OH
@RepPeterDeFazio #OR
@RepLouBarletta #PA
@RepRyanCostello #PA
@RepScottPerry #PA
@RepSanfordSC #SC
@RepJohnDuncanJr #TN
@RepCohen #TN
@RepBrianBabin #TX
@RepEBJ #TX
@Farenthold #TX
@RepComstock #VA
@RepRickLarsen #WA
@RepRibble #WI
Here are a few extras:
Congress @Congressdotgov
@GOPOversight @Jasoninthehouse #UT
@HouseJudiciary @RobGoodlatte #VA
Thanks for your help!
Sincerely,
Desiree Wood
President


crst truck rolloverWhat do you think?
 Would it be okay with you if people just learning to drive, that held only a learners permit and who had little to zero highway experience, could legally operate an 80,000 lb. vehicle for work in a 24/7 operation while their “on-the-job” instructor slept and was not sitting in the front passenger seat to observe and teach them?

That is a pretty scary thought, isn’t it?

Unknowingly to many, this is exactly what is happening within the trucking industry TODAY.

Does it sound safe to you?  Whether the learners permit holder is a teenager, a newly licensed adult or a commercial learner permit (CLP) holder, a written test is all that an individual is required to pass in order to receive any kind of learner’s permit. It is only a permit to learn the driving portion requirements for the designated license with an instructor; it does not signify the ability or aptitude to drive. While a finals skills test is the ticket for a CLP holder to become a commercial driver’s license (CDL) holder, it does not mean that the individual actually knows how to operate a commercial motor vehicle (CMV) moving real paying freight loads on the open highway.

Background on CDL training for CMV drivers:
For over 20 years, many within the trucking industry have been seriously concerned about the entry level training standards for CMV drivers. The Federal Motor Carrier Safety Administration (FMCSA), which is the regulating body over the trucking industry has also recognized that there is a lack proper training standards.

In 2014 the FMCSA announced that there was need to establish truck driver training standards since few requirements were in existence. They established the Entry-Level Driver Training Advisory Committee (ELDTAC) to conduct a negotiated rulemaking on entry-level training for drivers of commercial motor vehicles.

See more at: “About the Entry-Level Driver Training Committee
The ELDTAC committee is still working on a rule to IMPROVE training standards.   Ironically, CRST Van Expedited of Cedar Rapids, Iowa has requested an exemption from the FMCSA in regards to the very same existing training procedures which are in question by the FMCSA that are making our national highways less safe rather the improving safety. While it may seem obvious that the FMCSA would soundly reject such a request, the truth is that they have granted another carrier in the same class as CRST this type of exemption despite broad public opposition. The exemption request letter submitted by CRST Van Expedited of Cedar Rapids, Iowa to the FMCSA asks to grant permission so that CRST commercial learner permit CLP holders may operate a tractor-trailer while another CDL Holder is in the truck but not in the passenger seat. In the letter that CRST Van Expedited wrote to the FMCSA, they stated that the CLP holder will have completed a skills test which would entitle the student to return to their home state to receive their actual hard copy commercial driver’s license CDL but they claim that it is a financial hardship for them to do this, and that they are losing “control” of the student. Therefore, CRST is requesting a safety exemption. CRST goes on to request that the FMCSA allow them to let the CLP holder be able to drive on the learner permit for the duration that it is valid, which can be several months.

Please understand something: CRST Van Expedited operates a “team driving” business model. This means that they have established customers who want their freight moved 24/7 without stopping for sleep breaks. That means that the entire operation is based on freight moving fast. Student truckers work from day one at CRST to make a profit for CRST. These students often choose CRST because they cannot afford to pay for truck driving school on their own and they want to learn to drive a truck. They agree to repay their tuition in exchange to learn on the job. The debt they incur to CRST is about $6500.00 which is comprised of food, lodging and instruction to become a qualified truck driver.

The internet is littered with complaints about CRST Van Expedited training practices, they are easy to find, just Google “CRST Complaints” and start reading.

This morning I spoke to a female trucker who is still in her 1st year of trucking. She has finally been able to get out of the clutches of CRST Van Expedited. I told her about the exemption request and she said none of it made sense to her because she came to them with her hard copy CDL in hand which meant she had only driven around the block a few times at her CDL School in Florida. She said the testers at the state facility included a former CRST employee who was really easy to pass students. She said there were people being sent on public transportation (Greyhound) back and forth before they were even hired for things like not having a background clearance by the company before arriving at their facility, so why is CRST claiming a “financial hardship” to send their graduate CLP student’s home on public transportation in the exemption letter to the FMCSA?

Here are a few other things I learned from this student:

There is no pay during CDL training while they are a CLP holder. The student is charged for lodging and food in addition to the tuition.  The students are told the tuition repayment will be $40 a check but in reality it is $80.00 a week since they are paid twice a week. The first few weeks the students have no check at all so they are pretty broke and their personal bills are going unpaid. In her case it was about 5 weeks before she got her first check.

So how much is the pay? She said it was about .24 CPM range but that amount was split so she got about .12 cents per mile. If you are not a trucker you may not understand the way many truck drivers are paid which is only when the wheels are turning and mostly not every single mile at that! Here is an example: her first week she did about 2400 miles with her trainer so let’s do some simple math:  2400 miles x .13 CPM = $312.00 gross pay. Let’s say her taxes were about $18.15 and take out her $80.00 tuition payment:   $312.00 – $18.15 – $80.00 = $213.85 net pay after going 5 weeks of no pay and letting her bills get behind.

She said that her and her trainer did a lot of sitting since her trainer was pretty unmotivated, an owner operator that got paid by the load. Still, she had been away from home all of this time so technically she was at work 24/7. If they had been running team miles she could log legally 70 hours and so could her trainer.

When I asked her how much time her trainer sat in the passenger seat supervising her, she said none. She said that when she got on her trainer’s truck she drove from day one at night until after midnight unsupervised which was technically against company policy. Is this an isolated incident? Not according to the vast driver complaints available on the internet from past CRST students.

This particular student ended up quitting CRST after a number of unsafe situations occurred. The problem though was that she wanted to keep driving someplace else and no one would hire her because she left CRST before her debt to them was repaid. Remember, they bill each student like her $6500.00 for their “training”, food and lodging.

For months she tried to get hired at other carriers but when the prospective employers heard the letters “CRST” they said they could not hire her. She had been blacklisted.

It took threatening litigation for some of the things that were done to her to get CRST to release her from her contract to them. She wants to drive and work, not sue the carrier, nor does she want to be blacklisted by the trucking industry.

When I applied what I learned from her to the letter CRST wrote to the FMCSA for an exemption to safety I saw that CRST wants to control more students who quit on them before they have repaid their debt rather than address their poor training and they want the federal government to help them do that.

The “Skills Test” that CRST claims makes the CLP holder qualified to drive on is only a test after just a few weeks of driving the truck at a fenced in yard and going around the block a few times. It is not open road 18 wheeler driving experience with passenger cars whipping and weaving around you and cutting you off.

Of course CRST is entitled to get their tuition investment back from the students they are sponsoring but if those students are not really getting the instruction they thought they were paying for and they are scared to death by the situations they are being placed in they probably do not feel they should have to pay for an education they did not get.

Let’s all understand that a written test is all that is required to issue a commercial learner permit CLP. The FMCSA itself confirms that a few weeks of instruction does not constitute qualified truck driving for the open highway.

Student/Trainees overwhelmingly report that they are pushed to drive “team” right after passing a their “skills test” but some say that there was methodical coaching given to them during the test and that they really didn’t understand what they were doing to the extent that they could operate the truck alone.

The exemption request letter from CRST to the FMCSA asks to legally sanction CLP holders who have passed such a “Skills Test” and who have no open road driving experience to operate the truck with another Commercial Driver’s License CDL holder that is not required to be in the passenger seat. The exemption request letter does not specify if the CDL holder would be a trainer. Since CRST is known to allow two students to do team-driving I think this is important to clarify.

CRST claims in the letter to be seeking the exemption to safety due to financial hardship for transporting CLP holder’s home on a Greyhound bus to get their hard copy CDL.  They go on to claim that the exemption will be a “…equivalent level of safety that is greater or equal to the level of safety provided under the current regulations…” though they offer no data, studies, safety statistics or financial documentation to support such remarks.

One part of the letter mentions a “…severe shortage of qualified and well-trained drivers…”, though the CRST business model is not reliant on qualified and well-trained drivers to move their freight. Instead, they rely on new entrants who are a low wage, exploitable workforce with very little truck driving skill that are indebted to them in exchange for an education to become qualified drivers. They are also not producing a significant number of well-trained qualified drivers from their program.

Another concern I see in the exemption request is that CRST asks the FMCSA to allow the CLP holders to drive in a team driving situation with another “CDL holder” for potentially as long as the CLP is valid which can be several months.

This could create an obstacle for the student later if they decide to quit. These are students who have been away from home already for several weeks with no pay. They are entitled to some home time. The argument CRST presents in the exemption letter about delays at state DMV facilities for students to get appointments makes no sense to whether the “CDL Holder” should be in the passenger seat supervising or in the sleeper not supervising them. This has no impact on how fast someone can get an appointment at a State DMV.

What this exemption can do is help CRST control student truckers who have a tuition debt to them. It can prevent students who are being trained in an unsafe manner from quitting and going to work someplace who will train them the right way to be a qualified driver. It can make them more un-hirable elsewhere since they really do not have their CDL yet. It encourages student truckers to be unsafe because they have no other choice and it increases CRST Van Expedited profits.

The Federal Motor Carrier Safety Administration is supposed to be overhauling the entry-level driver training system to improve safety standards, therefore they must not grant such exemptions that degrade and compromise safety for certain carriers like CR England who they have already granted this exemption despite broad opposition and CRST Van Expedited who both operate a “Team Driving” business model using student trucker labor.

If you believe the FMCSA should NOT grant this exemption to CRST Van Expedited, please sign this petition on “We the People” and do not forget to validate your signature by checking your email after you sign and clicking the correct link that will validate your email address. If you did not get a validation email please check your spam folder for it.

Thanks for Reading.

Desiree Wood

President

REAL Women in Trucking, Inc.

You can read the actual letter CRST Van Expedited wrote to the FMCSA to request this exemption with this link:

Request Letter for Exemption to Safety by CRST Van Expedited to FMCSA

Here is some personal insight on why there is a sudden 2015 “image” of Women in Trucking campaign targeted at women truckers. Perhaps the “image” that needs improvement the most is industry executives, including the women who colluded to cover-up sexual harassment and discrimination in entry-level driver training carriers.

2014 was a year of milestones for the REAL Women in Trucking which was founded in response to the lack of responsible representation from the trucking industry. We finally launched our membership organization and experienced a number of transitions, triumphs,and bittersweet moments. Each achievement, no matter how small has moved us a little closer to the organization we wish to become.

The big news on December 23, 2014 was that an appellate court overturned the $4 Million fee award granted to CRST Van Expedited in the Class Action Sex Harassment Case. Here is the link: “Universal Finding” that EEOC claims against CRST Trucking are without foundation fee award reversed“.

The history of the legal debacle that served injustice to so many aspiring women truckers is worthy of a suspense motion picture script. Here is the synopsis> Poorly educated , disenfranchised women struggling to make a new life for themselves, driven by faith and determination enter truck driver training. They naively believe that if they work hard and show aptitude for the work, they can live a life of freedom from office shackles, the loneliness of empty nest syndrome or escape from toxic relationships. Alas, something sinister is underfoot, a corporate system set up for failure, a training system chock full of internal support that does not work, trainers and co-drivers who are empowered by a weak misconduct reporting system and a female trucking student population that are viewed as “fresh meat” , an opportunity for predators and controls freaks. A potential victim to be isolated for selfish pleasures. Not all of the victims are women, the men rarely report the abuse and the few courageous women that make it through the trucking obstacle course to reach out for help find they are shouted down into silence by seasoned female drivers. Intimidated into silence by female executives and organizations who accept sponsor dollars from the most offensive carriers. The road to becoming a qualified lady truckers becomes an abyss for those who dare to “STAND UP AND SPEAK OUT ON INJUSTICE“. Continue Reading »

M3My response to an article from a recent NPR story about the campaign to lower the age to earn a commercial driver’s license.

See> To Get Big-Rig Drivers, Senate Bill Would Give Keys to Teens

Notice I used the words “earn”.

My answer? No.

My reason > Because, I think CDL licensing should be a graduated process for the adults who are being recruited now. The stages of learning and responsibility should come in phases. I also do not believe that the commercial driver’s license learner’s permit should allow new drivers to also get their hazardous materials endorsement processing before they have even passed the skills test to drive the truck in the first place. It’s unfathomable to me that few people realize this.

Training carriers bring in hundreds of new CDL Trainee’s each week and most of them get poor and unsafe training. For women this sometimes means sex assault. There is no accountability of the mega training carrier’s turnover, there are no exit interviews of the trainees, and there are no caps on how many students can be recruited each year.

The industry that has a despicable 100% turnover rate and congratulates itself when it dips (according to them) to the high 80’s is never asked why it should continue to be fed students of any age when they are not able to be retained. Would you send your child to an academic school that has a failure rate of 80 to 100 percent without wanting to know what the problem is and how it is being corrected?

Why would anyone want to send a student of any age through a training system like this?

In the trucking industry, the solution is to launch a campaign to have access to indoctrinate teenagers. Continue Reading »

MEDIA CONTACT: Kristine M. Gobbo

561-463-0777, Kristine@spectrum-pr.com

REAL Women in Trucking, Inc. Launches to Advocate for Urgently Needed Industry Changes while Supporting Female Truckers

PALM BEACH GARDENS, Fla. (February 11, 2015) – The promise of a fresh start and great pay draws thousands of people, including many women, to become truck drivers, but fundamental flaws in the driver recruiting and training process are putting female truckers, and all drivers on major highways, at risk. A newly launched trade association, REAL Women in Trucking, Inc. (RWIT), is working to change the industry from the inside out, and seeks the community’s help to raise awareness and support for issues that put drivers in danger.

RWIT was initially formed in 2010 by female truckers to protest poor conditions that were not being effectively addressed by the trucking industry. The women found the driver training process to be a harrowing experience, as they received little training, even driving tractor-trailers without proper instruction. Worse, training often included being paired with drivers who verbally and physically abused the women, and made aggressive sexual advances. Continue Reading »

Truck from RightOver the past year in addition to finishing college and forming the REAL Women in Trucking organization, I have been completing the Jason’s Law Truck Parking Survey Presentation with PDF’s at the bottom of the page that have more information on the open comment questions.

I was working on question 35 regarding “…shippers and receivers who are the most difficult…” at the time of the tragic Walmart truck crash that killed Comedian James McNair and critically injured Actor/Comedian Tracy Morgan and others who were riding with him.

Of course the backlash goes to the lone driver, Kevin Roper. The Walmart truck he was driving was equipped with all the bells and whistles the government says will make trucks safe. The media reported the driver had not slept in 24 hours and the public interpreted this to mean he was driving for 24 hours. Walmart trucks have e-logs, not paper logs. There is also a great deal of unpaid labor time in trucking. Drivers are expected to watch freight be loaded when they should be napping, take their shower breaks and conduct their personal errands that any normal person has, during designated sleep break times. This plus a number of other labor issues that most civilians and legislators just do not want to educate themselves on until a high profile tragedy occurs.

In the days before the crash, the trucking industry was buzzing over calls for the resignation of Anne Ferro from the Federal Motor Carriers Administration. Following the crash, an ill-timed muscle move to suspend the new 34-hour restart rule was made by the American Trucking Association with the help of “friend” Senator Susan Collins (R-Maine). Then I received a call from MSNBC to comment. Although my moment on television was short, I was able to get one point out of my mouth that is an issue that must be addressed to prevent fatigued driving which is truck parking. You can follow this link to see my comments on the NOW with Alex Wagner Program.

Here are some of my other personal observations: Anne Ferro and her research data miss the mark on what causes fatigued drivers. The American Trucking Association is a lobby group that does not represent truck drivers. They represent corporations like Walmart that think of workers as robots. Productivity is the focus of corporations not necessarily safety. This is not something that is socially acceptable so it makes sense that the same corporations that claim safety comes first will silently shift the burden of safety on an individual if they can get away with it. Senator Susan Collins either does not know this or does not care about this. The new 34-hour restart rule is a joke because how it is being implemented and so is the 30 minute break. It is a poorly designed solution made by people who do not care to get out of their comfort zone to see how their rules work in practice. Drivers DO need a break! Unfortunately though, they also need help to stand up against harassment from carriers that insist they keep working even though they are not driving. Truck drivers are considered unskilled labor, employers are not held to the same labor standards in the way they manage productivity from their in-house employees. When a trucker does feel fatigued and must stop for rest, the current federal regulations AND the ones the ATA is fighting for DO NOT allow for enough driver flexibility. Only the driver knows when they need sleep, not the government, not the ATA, not the carriers, not the shippers and receivers. On top of this, when the driver does feel the need to stop and rest there is often no place to stop the truck. This is especially true in the northeast as identified in the “Truck Parking Special Report“.

These are issues that go year after year unresolved though they are well known problems in the trucking industry. Below I have included the text from the most recent PDF compilation that is part of the truck parking survey open comments section. As in the previous sections, Walmart was the most mentioned. My personal hope is that the investigation of the Walmart crash does not focus on one driver, but instead examines an industry, a regulating body and the elected public servants who are not seeing what is as plain as the nose on their face.

Trucks.jpg

Question 35 Below pertains to Shippers and Receivers, HOS, Fatigued Truck Drivers and Safety Continue Reading »

heartA man I knew gave me this poem when I was about 22. It was in a card and he had typed out the words. I was so excited to get the card I snatched it out of his briefcase although he said he had not finished writing in it.

I didn’t care, I wanted to see it right away and so the card was never finished. He died in a helicopter explosion shortly afterwards. I kept that card for years and cried reading many times.

Through all my life turmoil the card was lost but I recently went searching the internet for the words I remembered and found it.

I don’t know who wrote the poem but I read it over and over through the years and it really helped me through some painful chapters of my life. Especially after his sudden death that occurred in such a tragic way. During our brief time of knowing one another he encouraged me to try harder and he told me I was smart. Only two people had ever said that to me in my life by that age so it meant a lot to me because they were smart so I was pretty excited that they thought I was too.

I am 49 now and I have read this poem more times than I can count; still I get something new with it each time I read it. It used to make me cry because it spoke to me that I would always be alone, but now it makes me smile because I made a happy life for myself even when I had nothing or no one. I learned to make myself happy all by myself, to be selective of my close friends, and be able to enjoy simple pleasures. One really important thing I learned is that not all men like smart girls and the ones that don’t are usually boys not men anyways. I hope these words help you as they have helped me.

After a while you learn the subtle difference
Between holding a hand and chaining a soul,
And you learn that love doesn’t mean leaning
And company doesn’t mean security.
And you begin to learn that kisses aren’t contracts
And presents aren’t promises
And you begin to accept your defeats
With your head up and your eyes open
With the grace of a woman, not the grief of a child.
And you learn to build all your roads on today
Because tomorrow’s ground is too uncertain for plans
And futures have a way of falling down in mid-flight.
After a while you learn…
That even sunshine burns if you get too much.
So you plant your garden and decorate your own soul,
Instead of waiting for someone to bring you flowers.
And you learn that you really can endure…
That you really are strong
And you really do have worth…
And you learn and learn…
With every good-bye you learn.

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