Truckload Authority - Spring 2014

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Where States Stand • HOS Stress • TCA Honors Industry Excellence<br />

O F F I C I A L P U B L I C A T I O N o f t h e T r u c k l o a d C a r r i e r s A s s o c i a t i o n<br />

<strong>Spring</strong> <strong>2014</strong><br />

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<strong>Spring</strong> Edition | TCA <strong>2014</strong><br />

President’s Purview<br />

Volunteer Leaders Steer The Course<br />

In March each year, TCA holds its Annual Convention. It is always hard for me not to<br />

become a little nostalgic as I assumed my duties with TCA at the 2004 meeting. As I look back<br />

over the last 10 years, one thing, above all else, stands out to me: TCA has, and continues to have,<br />

great volunteer leaders.<br />

I have often said that the association’s staff should not set the organization’s vision and<br />

goals. While we are certainly knowledgeable about the issues that affect our members, we have<br />

no first-hand experience with what it takes to run a trucking company. We are not operators on<br />

the ground within your companies, so we are not in the best position to determine what is valuable<br />

and what your priorities are.<br />

All too often, association staff find themselves figuring out a vision for their organization<br />

on their own. Over time, they almost see themselves as being on auto-pilot and more often than<br />

not, the organization veers off course. In the end, members become confused about the identity<br />

of the organization. They become dissatisfied with the performance of the association because<br />

it is not reflective of their wants and needs. Fortunately, throughout our history, the volunteer<br />

leaders of TCA have taken their role seriously and have kept us on course. Through deregulation,<br />

industry turmoil and recessions, their leadership has kept us together and the members<br />

satisfied, as evidenced by our member-survey results and today’s 93 percent member-retention<br />

rate.<br />

Our current group of officers is no different. In May 2013, with a new member survey in<br />

hand, our elected officers, along with key staff, began developing a new strategic plan to guide<br />

TCA over the next few years. The intent was to develop one that was reasonable, achievable,<br />

and measurable. The board of directors adopted our new plan at its October meeting.<br />

Chris Burruss<br />

President<br />

<strong>Truckload</strong> Carriers Association<br />

cburruss@truckload.org<br />

The plan identifies five strategic objectives for the association to focus on over the next few years:<br />

• Education<br />

• Networking<br />

• Image<br />

• Advocacy<br />

• Healthy Drivers<br />

There was unanimous agreement that these areas are core to what our members are looking<br />

for in exchange for their investment in TCA. Within those strategic objectives, action items<br />

were established to provide key performance indicators. In developing our annual budget, the<br />

plan became the basis for the allocation of our resources. And we have developed a scorecard<br />

to measure the progress and success of the plan’s implementation on a monthly, quarterly, and<br />

annual basis. In effect, we have a road map that will keep us focused, on track, and growing.<br />

So this March I once again feel a bit nostalgic, but I am also more optimistic than ever<br />

about the journey that lies ahead . . . thanks to our volunteer leaders and our tremendous member<br />

support.<br />

Chris Burruss<br />

President’s Picks<br />

Follicly Challenged<br />

To test or not to test hair follicles?<br />

That is the question. Page 12<br />

American Trailblazer<br />

Carly Fiorina blazed a trail for millions of<br />

women and is still leaving an indelible<br />

mark on America. Page 16<br />

Delivering More Than Wreaths<br />

Truckers supporting Wreaths Across America<br />

are delivering hope and healing to the<br />

families of our nation’s fallen. Page 41<br />

TCA <strong>2014</strong> www.<strong>Truckload</strong>.org | <strong>Truckload</strong> <strong>Authority</strong>

555 E. Braddock Road, Alexandria, VA 22314<br />

<br />

www.<strong>Truckload</strong>.org<br />

The<br />

Road<br />

Map<br />



President’s Purview<br />

3 | Volunteer Leaders Steer the Course by Chris Burruss<br />

LegisLative Look-in<br />

6 | Executive Action<br />

12 | Follicly Challenged<br />

16 | nationaL news maker excLusive<br />

Profile of an American Trailblazer with Carly Fiorina<br />

- sponsored by The Trucker news organizaTion -<br />

24 | Where States Stand<br />

tracking the trends<br />

- sponsored by skybiTz -<br />

sPring <strong>2014</strong><br />

26 | HOS Stress<br />

30 | Out of Service: Part I<br />

a chat with the chairman<br />

- sponsored by McLeod sofTware -<br />

34 | Walking Away a Winner with Tom B. Kretsinger, Jr.<br />

member maiLroom<br />

40 | Honoring the Ambassador Club<br />

taLking tca<br />

41 | Delivering More Than Wreaths<br />

44 | TCA Honors Industry Excellence<br />

46 | Mark Your Calendar<br />

chairman of the board<br />

Tom B. Kretsinger, Jr.<br />

President & CEO, American Central Transport<br />

President<br />

Chris Burruss<br />

cburruss@truckload.org<br />

vice President – deveLoPment<br />

Debbie Sparks<br />

dsparks@truckload.org<br />

director, safety & PoLicy<br />

Dave Heller<br />

dheller@truckload.org<br />

first vice chair<br />

Shephard Dunn<br />

President & CEO<br />

Bestway Express<br />

second vice chair<br />

Keith Tuttle<br />

President<br />

Motor Carrier Service, Inc.<br />

executive vice President<br />

William Giroux<br />

wgiroux@truckload.org<br />

communications director<br />

Michael Nellenbach<br />

mnellenbach@truckload.org<br />

director of education<br />

Ron Goode<br />

rgoode@truckload.org<br />

treasurer<br />

Rob Penner<br />

Vice President<br />

Bison Transport<br />

secretary<br />

Russell Stubbs<br />

President<br />

FFE Transportation Services, Inc.<br />

immediate Past chair<br />

Robert Low<br />

President & Founder, Prime, inc.<br />

The viewpoints and opinions of those quoted in articles in this<br />

publication are not necessairly those of TCA.<br />

In exclusive partnership with America’s Trucking Newspaper:<br />

1123 S. University Ave., Ste 320, Little Rock, AR 72204<br />

<br />

www.TheTrucker.com<br />

vice President<br />

Ed Leader<br />

edl@thetrucker.com<br />

editor<br />

Lyndon Finney<br />

editor@thetrucker.com<br />

associate editor<br />

Dorothy Cox<br />

dlcox@thetrucker.com<br />

PubLisher + generaL mgr.<br />

Micah Jackson<br />

publisher@thetrucker.com<br />

creative director<br />

Raelee Toye<br />

raeleet@thetrucker.com<br />

Production + art director<br />

Rob Nelson<br />

robn@thetrucker.com<br />

sPeciaL corresPondent<br />

Cliff Abbott<br />

cliffa@thetrucker.com<br />

contributing writer<br />

Aprille Hanson<br />

aprilleh@thetrucker.com<br />

Production + art assistant<br />

Tyler Bean<br />

tylerb@thetrucker.com<br />

administrator<br />

Leah M. Birdsong<br />

leahb@thetrucker.com<br />

<strong>2014</strong><br />



advertising and marketing dePartment<br />

Raelee Toye, Sales Director<br />

raeleet@thetrucker.com<br />

nationaL marketing consuLtant<br />

Kurtis Denton<br />

kurtisd@thetrucker.com<br />

nationaL marketing consuLtant<br />

Kelly Brooke Drier<br />

kellydr@thetrucker.com<br />

© <strong>2014</strong> Trucker Publications Inc., all rights reserved. Reproduction without written permission<br />

prohibited. The publisher assumes no responsibility for unsolicited material. All advertisements<br />

and editorial materials are accepted and published by <strong>Truckload</strong> <strong>Authority</strong> and its exclusive partner,<br />

Trucker Publications, on the representation that the advertiser, its advertising company and/<br />

or the supplier of editorial materials are authorized to publish the entire contents and subject<br />

matter thereof. The publisher reserves the right to accept or reject any art from client. Such entities<br />

and/or their agents will defend, indemnify and hold <strong>Truckload</strong> <strong>Authority</strong>, <strong>Truckload</strong> Carriers<br />

Association, Target Media Partners, and its subsidiaries included, by not limited to, Trucker<br />

Publications Inc., harmless from and against any loss, expense, or other liability resulting from<br />

any claims or suits for libel, violations of privacy, plagiarism, copyright or trademark infringement<br />

and any other claims or suits that may rise out of publication of such advertisements and/or<br />

editorial materials. Press releases are expressly covered within the definition of editorial materials.<br />

Cover Photo Courtesy of Carly Fiorina Enterprises<br />

Additional magazine<br />

photography courtesy of:<br />

AP Images: p. 7<br />

Carly Fiorina Enterprises: p. 4,<br />

16, 18, 21, 22<br />

FotoSearch: Cover, p. 4, 14, 24, 25,<br />

26, 30, 31, 40, 46<br />

Kemp Goldberg: p. 4, 41<br />

Matt Nichols, Nichols & Co.:<br />

p. 34, 38<br />

<strong>Truckload</strong> Carriers Association:<br />

p. 44<br />

The Trucker News Organization:<br />

p. 12, 26, 30, 31<br />

Tom B. Kretsinger, Jr.: p. 36<br />

4<br />

<br />

<strong>Truckload</strong><br />

<strong>Truckload</strong><br />

auThoriTy<br />

<strong>Authority</strong><br />

|<br />

| www.<strong>Truckload</strong>.org<br />

www.<strong>Truckload</strong>.org Tca<br />

TCA<br />

<strong>2014</strong><br />


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<strong>Spring</strong> Edition | TCA <strong>2014</strong><br />

Legislative Look-In<br />

By Lyndon Finney<br />

President Barack Obama, frustrated by a Republican House of Representatives<br />

that has thwarted much of his legislative agenda, let it be known loud and<br />

clear during his State of the Union address January 28 that they’d better get on<br />

board — or get out of his way.<br />

He promised to use the power of the pen — translated executive orders<br />

— to advance his agenda.<br />

“Let’s make this a year of action. That’s what most Americans want — for all<br />

of us in this chamber to focus on their lives, their hopes, their aspirations,” he<br />

told lawmakers. “And what I believe unites the people of this nation, regardless<br />

of race or religion or party, young or old, rich or poor, is the simple, profound<br />

belief in opportunity for all — the notion that if you work hard and take responsibility,<br />

you can get ahead.”<br />

He wasted little time on his promise, raising the minimum wage for federal<br />

contract workers, putting in place a new import/export law he said would reduce<br />

supply chain barriers to commerce while continuing to protect our national<br />

security, public health and safety, the environment and natural resources, and<br />

announced an order for new emissions standards for medium- and heavy-duty<br />

trucks.<br />

All of which begs the question: how much power does the Constitution grant<br />

the president of the United States?<br />

Historians tell us that the delegates to the Constitutional Convention of<br />

1787 gave surprisingly little attention to the executive branch of government.<br />

In contrast to the protracted debates over the powers of Congress, the powers<br />

of the president were defined fairly quickly and without much discussion.<br />

As a result, one can study (then future President James) Madison’s “Notes<br />

of Debates” without ever reaching a clear understanding of the scope of the<br />

authority the framers intended to give the executive.<br />

Despite the lack of attention given to the position, historian Jack Rakove<br />

called the creation of the presidency the framers’ “most creative act.”<br />

The Constitution, however, provided little hint that the president would become<br />

as powerful as the office has in modern times. The framers obviously<br />

assumed that the legislative branch would be much more influential.<br />

To some extent, they were correct, especially when it comes to a sitting<br />

president swearing to do an end run on Congress.<br />

And if the president wants to make more use of his executive power, he<br />

should make sure he uses it in a constructive manner, says one Republican<br />

governor.<br />

Louisiana Gov. Bobby Jindal is encouraging the president to use his executive<br />

authority to jumpstart the economy.<br />

Jindal said while it was “blatantly unconstitutional” for the president to ignore<br />

federal laws, Obama’s position allows him to work around Congress in<br />

constructive ways.<br />

“Instead of new regulations, new spending that haven’t worked, I would<br />

argue he should use his newfound executive power to actually promote jobs,”<br />

Jindal said, adding that Congress should be doing more as well. “It’d be hard to<br />

argue they could be doing less.”<br />

If an executive order is clearly inappropriate, then Obama and his administration<br />

are masters of federal regulations.<br />

It would take a room of accountants to figure out just how many federal<br />

regulations are in the pipeline at one stage or another, but the Department of<br />

Transportation alone is working on 111 rulemakings with 16 of those coming<br />

from the Federal Motor Carrier Safety Administration.<br />

It is becoming blatantly obvious what’s behind Obama’s rhetoric: it’s politics<br />

at its best designed to keep the Democrats from losing control of the Senate<br />

and gain more seats in the House, where a Democratic majority is not a probability.<br />

And, no doubt Obama hopes his assertive action will boost his approval rating,<br />

which in early March stood at 42 percent, according to Gallup. Of recent<br />

presidents, only Harry Truman and George W. Bush had lower approval ratings<br />

after one year of their second term.<br />

So after two months of the second session of the 113th Congress, where<br />

do things stand in what has amounted to a three-year standoff between the<br />

executive and legislative branches of the government?<br />


While for the most part the nation’s highways linger in deplorable condition<br />

and trucks and cars jam those roads despite “bumpity, bumpity, bump”<br />

rides, the president briefly mentioned transportation in his State of the Union<br />

address.<br />

Instead — bringing focus to the nation’s deteriorating transportation system<br />

— Obama mentioned infrastructure funding and natural gas as part of his push<br />

for tax reform and job creation.<br />

Obama said he wants to see natural gas become a primary fuel source and<br />

revenue from potential tax reform used in infrastructure and highway funding.<br />

He added that he plans to take steps to “slash bureaucracy and streamline<br />

Executive Action<br />

permitting” for major transportation projects.<br />

“We can take the money we save from this transition to tax reform to create<br />

jobs rebuilding our roads, upgrading our ports, unclogging our commutes<br />

— because in today’s global economy, first-class jobs gravitate to first-class<br />

infrastructure,” Obama said. “We’ll need Congress to protect more than 3 million<br />

jobs by finishing transportation and waterways bills this summer. That can<br />

happen.”<br />

The president took steps to try and make that happen in late February<br />

when he announced a plan to ask Congress for $300 billion to update roads<br />

and railways.<br />

The president says half of that $300 billion should come from an overhaul<br />

of the corporate tax plan.<br />

In his speech, the president also noted that natural gas could help the U.S.<br />

become more energy independent.<br />

“I’ll cut red tape to help states get those factories built and put folks to<br />

work, and this Congress can help by putting people to work building fueling<br />

stations that shift more cars and trucks from foreign oil to American natural<br />

gas,” Obama said.<br />

There are at least three obstacles to overcome before the president’s overall<br />

infrastructure plan can become reality.<br />

First, the timetable for natural gas becoming a primary source of transportation<br />

fuel is uncertain.<br />

Second, absent of funding for transportation construction projects, there<br />

will be no new jobs.<br />

Third, absent of some gutsy calls by Congress, there probably won’t be<br />

much money for highway projects and getting a corporate tax overhaul, or any<br />

type of tax overhaul for that matter, would be hard to pull off.<br />

Even the president and Transportation Secretary Anthony Foxx admit the<br />

Highway Trust Fund is going broke.<br />

Realists believe the fastest and most equitable fix is to raise the federal tax<br />

on gasoline and diesel, which is the policy position of most trucking industry<br />

stakeholders.<br />

But a bill to raise the federal fuel tax by 15 cents introduced in early December<br />

by Rep. Earl Blumenauer, D-Ore., has never had a hearing before the House<br />

Ways and Means Committee.<br />

With the current surface transportation bill set to expire later this year, it<br />

will be up to the president and Congress to work together to find the money<br />

— hopefully absent of public-private partnerships and more toll roads — to find<br />

a way to rescue the Highway Trust Fund.<br />


The president calls equal pay a family issue, noting in a policy statement<br />

that women make up nearly half of the U.S. labor force and are a growing number<br />

of breadwinners in their families. More women are also working in positions<br />

and fields that have been traditionally occupied by men. When women are not<br />

paid fairly, not only do they suffer, but so do their families.<br />

“Despite passage of the Equal Pay Act of 1963, which requires that men<br />

and women in the same workplace be given equal pay for equal work, the<br />

‘gender gap’ in pay persists,” the president said. “Full-time women workers’<br />

earnings are only about 77 percent of their male counterparts’ earnings. The<br />

pay gap is even greater for African-American and Latina women, with African-<br />

American women earning 64 cents and Latina women earning 56 cents for<br />

every dollar earned by a Caucasian man.”<br />

And, he adds, decades of research shows that no matter how you evaluate<br />

the data, there remains a pay gap — even after factoring in the kind of work<br />

people do, or qualifications such as education and experience — and there is<br />

good evidence that discrimination contributes to the persistent pay disparity<br />

between men and women.<br />

“In other words, pay discrimination is a real and persistent problem that<br />

continues to shortchange American women and their families,” Obama said.<br />

But like many of Obama’s other policies, equal pay ran into a Congressional<br />

roadblock when a bill that would pave the way for women to more easily litigate<br />

their way to pay equality never made it to the Senate floor in 2012.<br />

“It’s a very sad day here in the United States Senate,” Sen. Barbara Mikulski,<br />

D-Md., said after the Senate voted 52-47 to open debate on the issue, eight<br />

votes short of the 60 required.<br />

Only one Republican took to the Senate floor to denounce the measure.<br />

“Let me be clear: Pay discrimination based on gender is unacceptable,”<br />

Dean Heller, R-Nev., said. “Despite the political rhetoric around here, everyone<br />

agrees on this fact. The question is, will the Paycheck Fairness Act actually address<br />

workplace inequality? And the simple answer is no.”<br />

Democrats tried to frame the issue as a broader economic one.<br />

“Middle-class families need the economic security,” Sen. Debbie Stabenow,<br />

D-Mich., said.<br />

There has been no equal pay legislation introduced in the 113th Congress,<br />

<strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

only a House resolution introduced in 2013 by Rep. Lois Frankel, D-<br />

Fla., that would recognize the significance of Equal Pay Day to illustrate<br />

the disparity between wages paid to men and women, and the<br />

resolution never made it out of committee. The <strong>2014</strong> Equal Pay Day<br />

is Tuesday, April 8.<br />

Meanwhile, there are some conservatives who think there’s not<br />

the pay disparity Obama says there is.<br />

“The statement that women get less pay for equal work is a false<br />

assertion that comes from comparing the earnings of men and women,”<br />

Sarah Morris wrote in a blog posted on heritage.org. “The comparison<br />

lumps together men and women who work different numbers<br />

of hours. Often, a woman may choose to work fewer hours than a fulltime<br />

man because she prefers a flexible schedule. Second, the gap<br />

claim puts each gender’s earnings from varied vocations on the same<br />

level. Men often choose more dangerous and physically demanding<br />

lines of work, which can affect pay scales, yet the gap claim averages<br />

types of professions together.<br />

“The discriminatory ‘glass ceiling’ claim persists, indicating that<br />

women are restricted to lower-paying jobs and careers and kept out<br />

of senior management positions. Yet many women, even those with<br />

stellar academic records, actually prefer to work part-time to combine<br />

their work life with family life. If a woman wants to put in the hours<br />

to be in senior management, she will. But she often chooses not to,<br />

because that means missed dance recitals, hockey games and birthday<br />

parties.”<br />


Obama used his pen to issue an executive order to raise the minimum<br />

wage for federal contract workers to $10.10 and wants the same<br />

for all Americans.<br />

A federal contract worker is someone that works for a private sector<br />

company that has been hired by a federal agency to do work.<br />

This can be anything from someone working on roads to a computer<br />

programmer.<br />

While some of these workers didn’t make $10.10 before the executive<br />

order, most already make more, probably much more, than that.<br />

Raising the minimum wage to $10.10 gets mixed reviews from<br />

the non-partisan Congressional Budget Office (CBO), which says that<br />

such a minimum could reduce total employment by 500,000 workers<br />

by the second half of 2016, but would also lift 900,000 families out of<br />

poverty and increase the incomes of 16.5 million low-wage workers<br />

in an average week.<br />

Assuming they still had a job, and assuming the bi-partisan Congress<br />

could indeed pass such legislation.<br />

The CBO report was embraced by leading Republicans, who have<br />

opposed raising the minimum wage despite its widespread popularity<br />

in public opinion polls.<br />

“Raising the minimum wage could destroy as many as 1 million<br />

jobs, a devastating blow to the very people that need help most in this<br />

economy,” Sen. Mitch McConnell, R-Ky., the Senate minority leader,<br />

said. “If and when Democrats try to push this irresponsible proposal,<br />

they should be prepared to explain why up to a million Americans<br />

should be kept from having a job.”<br />

How many of those 1 million jobs might come from the trucking<br />

industry is anyone’s guess. It’s far too early to assess the impact of<br />

a $10.10 minimum wage — or any increase for that matter — on the<br />

trucking industry, key industry leaders said.<br />

An online check of average wages of 220 professions listed under<br />

general freight trucking revealed that less than 2 percent of the jobs<br />

on average paid less than the proposed minimum wage.<br />

Another factor that could impact trucking is wages paid to workers<br />

at manufacturing plants that use trucks to ship goods. An online check<br />

revealed that the average manufacturing worker in the United States<br />

earns $13.72 an hour.<br />

As expected, Democratic lawmakers and liberal groups joined the<br />

Obama administration in challenging the CBO report.<br />

“I haven’t seen Republicans this excited about something that<br />

bucked the trend in their favor since the last poll showing Mitt Romney<br />

was about to be elected president,” said Brad Woodhouse, the<br />

president of Americans United for Change, a liberal advocacy group.<br />

“But sorry to rain on their parade — one report does not a trend<br />

make.”<br />

So, it appears for now that a higher minimum wage won’t become a<br />

reality in this Congress, and there’s no power of the presidential pen that<br />

can change that.<br />

TCA <strong>2014</strong><br />

“What I offer tonight is a set of concrete, practical proposals<br />

to speed up growth, strengthen the middle class and<br />

build new ladders of opportunity into the middle class. Some<br />

require Congressional action, and I’m eager to work with all<br />

of you. But America does not stand still — and neither will I.<br />

So wherever and whenever I can take steps without legislation<br />

to expand opportunity for more American families, that’s<br />

what I’m going to do.”<br />

President Barack Obama<br />

State of the Union Address<br />

January 28, <strong>2014</strong><br />

www.<strong>Truckload</strong>.org | <strong>Truckload</strong> <strong>Authority</strong>

The road to<br />

protecting<br />

your fleet<br />

JOBS<br />

The Democrats and the Republicans have similar agendas on how to foster<br />

job growth.<br />

But job creation is mired down with the same problem as other big issues:<br />

it’s either “my way or the highway.”<br />

Obama is quick to point out that he inherited an economy in free fall,<br />

with huge deficits, skyrocketing health care costs, dwindling employment and<br />

banking and housing markets on the brink of collapse. He points out that<br />

working with Democrats, he was able to stabilize the financial system and<br />

helped to prevent a second Great Depression.<br />

An economy that was losing 700,000 jobs a month is now gaining jobs,<br />

the White House says, but admits that although America is now moving forward<br />

on the road to recovery, there is still a long way to go.<br />

Obama says he and the Democrats are fighting to strengthen the economy<br />

further and create jobs for American workers by ending tax loopholes for<br />

corporations, providing tax cuts to small businesses, investing in a clean-energy<br />

economy and putting Americans to work rebuilding the infrastructure.<br />

The White House is counting on improvements and additions to the nation’s<br />

infrastructure to fuel job growth.<br />

In the State of the Union address, Obama coined it as his “fix-it-first”<br />

policy.<br />

The plan allocates $50 billion for investment in U.S. infrastructure, with<br />

80 percent of that going towards the reparation of highways, bridges, transit<br />

systems and airports most in need of repair.<br />

The Republican agenda for jobs and thus economic growth centers around<br />

energy independence, lowering healthcare costs, expanding education opportunities,<br />

simplifying the tax code, controlling spending, fostering innovation,<br />

immigration reform, reining in red tape, expanding markets for manufacturers<br />

and small businesses and finally, stopping waste and fixing broken<br />

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is during the remaining Obama administration will come in spite of Washington.<br />


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Like a boxer’s manager whose fighter has had enough, Obama has apparently<br />

thrown in the towel when it comes to getting climate change legislation<br />

through the 113th Congress.<br />

Any action on climate change over the next three years will have to come<br />

through regulations and executive actions, he said, virtually throwing in another<br />

towel on the ability of the Democrats to regain total control of Congress.<br />

During his State of the Union address, the president drew attention to<br />

climate change and said it was a fundamental problem that will affect future<br />

generations.<br />

“Our energy policy is creating jobs and leading to a cleaner, safer planet.<br />

Over the past eight years, the United States has reduced our total carbon pollution<br />

more than any other nation on earth,” Obama said. “But we have to act<br />

with more urgency because a changing climate is already harming western<br />

communities struggling with drought, and coastal cities dealing with floods.”<br />

And about those executive actions ...<br />

“That’s why I directed my administration to work with states, utilities<br />

and others to set new standards on the amount of carbon pollution our power<br />

plants are allowed to dump into the air,” Obama told Congress. “The shift to<br />

a cleaner energy economy won’t happen overnight, and it will require tough<br />

choices along the way. But the debate is settled. Climate change is a fact. And<br />

when our children’s children look us in the eye and ask if we did all we could<br />

to leave them a safer, more stable world, with new sources of energy, I want<br />

us to be able to say ‘yes, we did.’”<br />

The Republications’ position on climate change is to oppose anything that<br />

changes the status quo.<br />

Republicans do understand that the planet is warming, but the Tea Party<br />

view has come to dominate many GOP views, especially on this subject.<br />

The Republicans’ tough stance has left Obama with two choices:<br />

Do nothing or use the executive branch’s regulatory power to reduce carbon<br />

emissions wherever it could. Obama left no doubt about which route he<br />

would take when he announced the directive to drastically cut the carbon<br />

footprint left behind by medium- and heavy-duty trucks, something most<br />

trucking stakeholders support, but at the same time acknowledging that such<br />

a move will once again drive up the cost of equipment.<br />

Whether there is enough ink in the Constitution ocean and enough minutes<br />

on his cell phone for the president to do all the things he’s threatened to<br />

do in order to advance his legislative agenda remains to be seen.<br />

<strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org



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F o l l i c l y<br />

Challenged<br />

T o test or not to test hair follicles?<br />

t h a t is the question. S t o r y b y D o r o t h y C o x<br />

The annals of stardom are littered with cocaine overdoses. Yet a celebrity<br />

chef just recently admitted her love affair with cocaine and a former Disney star<br />

says she, too, loves cocaine and wants to take it on an airplane.<br />

Said one star of his cocaine addiction: “Taking drugs to me is like having a<br />

shotgun in my mouth with my finger on the trigger, and I like the taste of the gun<br />

metal.”<br />

Cocaine prices are much lower than they were in the early 1980s, and it’s not<br />

only more “affordable” but more easily obtained, now, by the average citizen.<br />

Until the ’80s, cocaine was a small-time business, with coca leaves being processed<br />

in ramshackle houses in Colombian suburbs. Early on, trafficking was usually<br />

a one- or two-man operation and even drug kingpins like Pablo Escobar and<br />

the Ochoa brothers had to smuggle their cocaine out of the country in their own<br />

suitcases.<br />

With the upswing in demand that began at the end of the 1970s, however, drug<br />

lords built their empires, modernized processing, transport and retail networks,<br />

and lowered prices by more than 60 percent over the next 10 years.<br />

More recently, the legalization of marijuana is gaining traction globally and here<br />

at home, with The Associated Press reporting that the current White House administration<br />

is “more open to drug war alternatives.”<br />

President Barack Obama recently told The New Yorker magazine he considers<br />

marijuana less dangerous to consumers than alcohol and that “ … it’s important<br />

that the legalization experiments in Washington [state] and Colorado go forward”<br />

because of different marijuana-related incarceration rates among the races.<br />

Against this background, it seems society together with the government could<br />

be making drug use by truck drivers a greater possibility, or at least make it more<br />

affordable and available.<br />

And many carriers are wanting, as C.R. England Compliance Director Derek<br />

Ohata put it, to “get ahead of the curve.”<br />

“We decided to do the right thing to lead the way to be one of the safest carriers<br />

on the road,” said Ohata. “We saw the potential for a regulation and decided to get<br />

ahead of the curve and do hair testing.”<br />

What they found was an increase in positive test results, said Ernie Mebius,<br />

C.R. England’s drug and alcohol manager and designated employee representative.<br />

And, Mebius added, they found that the urine and hair follicle testing pointed<br />

out different drugs. With the urine tests it was mainly marijuana and with hair tests<br />

they saw more cocaine.<br />

Between May 2006 and<br />

February 2013 hair<br />

follicle testing leader<br />

J.B. Hunt tested 64,814<br />

potential drivers using<br />

hair testing in addition<br />

to urinalysis, with 3,221<br />

potential drivers failing/<br />

refusing the tests<br />

- Arkansas business<br />

It’s not exactly a secret that hair follicle testing is showing up more<br />

cocaine results, as horrible as it sounds.<br />

Between May 2006 and February 2013 hair follicle testing leader<br />

J.B. Hunt tested 64,814 potential drivers using hair testing in addition to<br />

urinalysis, with 3,221 potential drivers failing/refusing the tests, Arkansas<br />

Business reported.<br />

Of those 3,221, 1,712 or 53 percent, tested positive for cocaine.<br />

The reason, said Ohata, is that a drug stays in the hair follicle from the<br />

head from 30 days to six months depending on the length of the hair,<br />

and with body hair up to a year.<br />

“Hair identifies more users because it has a longer time frame,<br />

agreed Kyle A. Hicks, regulatory affairs specialist for Omega Laboratories<br />

near Akron, Ohio, the lab which does drug testing for C.R. England<br />

12 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

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and some 7,000 other clients, including more than 25 carriers.<br />

When a drug is taken into the body it is broken down into metabolites, which<br />

are excreted into the hair shaft. With the urinalysis, metabolites come out as<br />

waste from the body within two to three days. Because of that, said Hicks, hair<br />

test results turn up those who have used drugs over a longer period of time,<br />

what hair testing proponents call “lifestyle users.”<br />

CalArk President and CEO Rochelle Bartholomew said her company has<br />

considered doing hair follicle testing for pre-employment and ramdom testing<br />

because it’s “a more effective way to identify drug users, which would help<br />

them from getting behind the wheel and putting the motoring public and the<br />

company at risk.”<br />

Con-way <strong>Truckload</strong> has implemented pre-employment hair follicle testing for<br />

all its <strong>2014</strong> drivers and non-driver applicants as well.<br />

And “plans are being evaluated to implement random driver hair follicle<br />

testing in 2015,” said Con-way <strong>Truckload</strong>’s Director of Safety Chris Shilhanek.<br />

“Safety is our number one core value, which supports our decision to utilize<br />

hair follicle testing.”<br />

Hair testing can cost from more than half to up to 90 percent more than<br />

urine testing, but C.R. England’s Mebius predicts that as more carriers turn to<br />

hair testing the price will come down.<br />

And carriers using hair testing consider the benefits to far outweigh the cost.<br />

“The potential to remove lifestyle users from the trucking industry is a priority<br />

over the additional expense,” said Shilhanek.<br />

“From the data that has been reviewed,” said Bartholomew, “I feel the cost<br />

is worth it. You have to think of the risk of having a drug user behind the wheel<br />

and if anyone would have an accident while under the influence, the cost of<br />

the test would not be the concern, but a possible loss of a life would be.”<br />

Yet even as hair testing is utilized more, the tests will not enable carriers to<br />

cast a wider net to get substance abusers out from behind the wheels of commercial<br />

trucks until the government sets regulations for hair testing procedures<br />

and allows carriers to share positive hair test results with each other.<br />

As it stands now, a driver applicant testing positive for drugs on a hair test<br />

can just waltz on down the street to a company which only uses urinalysis.<br />

“Every carrier that adopts hair follicle<br />

testing removes a driving opportunity<br />

for lifestyle users. Together,<br />

we are part of the broader campaign to<br />

address this important issue.”<br />

- Chris Shilhanek<br />

Director of SafetY<br />

Con-way truckload<br />

It’s an issue that has greatly worried carriers, prompting a coalition of trucking<br />

interests to work with the entire Arkansas Congressional delegation and<br />

a Wisconsin lawmaker to introduce companion bills in the House and Senate<br />

directing the U.S. Department of Health and Human Services (HHS) to<br />

recognize hair testing as an optional method to comply with DOT drug testing<br />

requirements for commercial truck drivers.<br />

The hope is that HHS would issue hair testing standards to accompany the<br />

mandate, said Shilhanek and Bartholomew.<br />

The legislation “definitely would be beneficial to us and the industry,” enhancing<br />

safety and reducing carrier liability, said Ohata.<br />

The bills have been referred to committees, but even should they pass, it<br />

would take up to two years to get a recommendation to the HHS’s Substance<br />

Abuse and Mental Health Services Administration (SAMHSA) administrator,<br />

and then on to the HHS secretary and the Office of Management and Budget.<br />

Then it would have to be published for the 90-day comment period, said Ron<br />

Flegel, director of SAMHSA’s Division of Workplace Programs.<br />

He said SAMHSA’s Drug Testing Advisory Board still has some issues with<br />

hair testing, those being hair color bias and contamination.<br />

The Federal Motor Carrier Safety Administration recently issued its Notice<br />

of Proposed Rulemaking on the development of a Drug and Alcohol Clearinghouse,<br />

but the NPRM doesn’t include reporting hair follicle testing because<br />

there are no federal testing standards as yet.<br />

So it’s not exactly back to square one for those who would like to see hair<br />

testing become a DOT-approved option for random and pre-employment driver<br />

screening, but it is an uphill battle.<br />

“Transparency of all drug testing results are necessary,” said Shilhanek. But<br />

“while we hope transparency of results will come in the future, we can make<br />

small steps towards this goal in the meantime.<br />

“Every carrier that adopts hair follicle testing removes a driving opportunity<br />

for lifestyle users. Together, we are part of the broader campaign to address<br />

this important issue.”<br />

Yet even as the hair testing option gains momentum on several fronts, other<br />

storm clouds are raining on trucking’s parade: abuse of prescription drugs<br />

and the recent glut of “designer” drugs created by street chemists and sold for<br />

huge profits.<br />

Omega’s Hicks said some of the lab’s clients use a medical review officer<br />

to determine if a carrier applicant or current driver has a prescription for the<br />

drugs found in his or her system. A positive sample for codeine, for example,<br />

could be because the driver had a “valid prescription.” But carriers still have<br />

to deal with whether the driver should be behind the wheel while taking a prescription<br />

drug and if the drug is being abused.<br />

Less seems to be known in trucking about designer drugs, which change<br />

almost from minute-to-minute and can be cut with all sorts of poisonous concoctions.<br />

Hicks said at present tests aren’t being conducted for synthetic marijuana or<br />

one of the newer drugs, “bath salts,” not real bath salts but chemicals said to<br />

create a “high” similar to pot and even cocaine.<br />

One newly recruited driver shared on Facebook that his trainer was frequently<br />

getting high on synthetic pot and the recruit feared both losing his life<br />

in a crash and losing his job if he reported the abuse.<br />

So, once again carriers will have to stay ahead of the curve, keep prodding<br />

the federal government and close ranks to work together.<br />

14 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>


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By Micah Jackson and Lyndon Finney<br />

She was born September 6, 1954, in Austin, Texas, the middle child of<br />

a law professor and a portrait and abstract artist in an era when today’s<br />

dazzling, high-powered, life-changing electronic technology was only a<br />

figment of someone’s imagination.<br />

Growing up she had no interest in the business world, primarily because<br />

her family never moved in those circles.<br />

She found herself always striving to please her parents, but to others,<br />

she had a boring personality.<br />

“I was a goody two shoes,” she says now.<br />

When it came time for college, she opted for a liberal arts degree in<br />

philosophy and medieval history from Stanford University only to learn<br />

when she graduated that — caught in the middle of a recession — she<br />

was essentially unemployable.<br />

In short order, she had a sour romance with law school, worked as a<br />

receptionist at a real estate firm (where two executives forever changed<br />

her outlook on life), moved to Italy to teach school, came back to the<br />

United States, earned her master’s degree and went to work for AT&T.<br />

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— Carly Fiorina was set to become a pioneer in<br />

American business, doing what many had deemed<br />

impossible for a woman — rising to the top of the<br />

corporate ladder.<br />


“My parents both believed in the power of<br />

education, in the opportunity to build any kind<br />

of life you chose and what I remember and am<br />

so grateful for from both of them is they pushed<br />

hard,” Fiorina said during an hour-long exclusive<br />

interview with <strong>Truckload</strong> <strong>Authority</strong>.<br />

“They pushed hard that I had to get educated,<br />

they pushed hard that I had potential and I needed<br />

to fulfill it, they pushed hard on integrity and honesty and ethics and<br />

we talked about all of those things at the dinner table. They wanted us to<br />

have a world view. I was blessed to have an upbringing where my sights<br />

were lifted and I was pushed to achieve whatever I was capable of and<br />

whatever I wanted.”<br />

However, her desire to have whatever she wanted would later bring<br />

sadness to her father.<br />

After she graduated from Stanford without a job, the only thing that<br />

seemed logical was to do what her dad wanted her to do — attend law<br />

school.<br />

So she enrolled at UCLA — at her own expense.<br />


“To my parents it was crystal clear I was going to graduate school<br />

(and by the way it was crystal clear I had to pay for it myself). So off<br />

I go,” she said.<br />

“I never had a plan to be a CEO. I<br />

didn’t start out saying, ‘I’m going to<br />

go to the top.’ But what I did was<br />

look for jobs that were challenging.<br />

The harder they were, the better<br />

I liked them. To me if it’s hard and<br />

challenging, it’s fun.”<br />

But not for long.<br />

“It was clear to me pretty quickly that I hated it,” she recalled. “I<br />

hated the emphasis on the past (law is very much about precedent) and<br />

I found that kind of constraining. Many lawyers would disagree with me<br />

when I say this, particularly my father, but I concluded that much of the<br />

law wasn’t necessarily about what was justice, it was what was legal and<br />

I just hated it.”<br />

So as she tried to decide what to do, she found herself grappling with<br />

the likelihood of disappointing her parents.<br />

At her request, her dad came to UCLA for a visit, only to remind her<br />

that no one in the family was a quitter. So she toughed it out for a couple<br />

more months until the anguish became too great.<br />

“All of this mental anguish had physical manifestations,” she says,<br />

looking back on those years. “I had splitting headaches, I couldn’t sleep<br />

and finally one day it was just a revelation. I was taking a shower and<br />

the revelation that came to me was this is your own life. You must choose<br />

your own path. And it felt like a revelation. And the second I said that to<br />

myself, my headaches went away and I knew what I had to do.”<br />

Goodbye, UCLA.<br />

“My parents were stunned because I wasn’t a<br />

quitter, because I had always followed the path<br />

they thought was right. I had no plans,” she said.<br />

“I remember my mother’s first question was ‘what<br />

are you going to do?’ Answer, ‘I don’t know. Get a<br />

job.’ And my father’s first statement was ‘Carly, I<br />

am very disappointed.’”<br />

But through the pain of disappointment, both<br />

Fiorina and her parents could see clearly a part of<br />

their relationship had changed. Carly Fiorina was<br />

no longer a child, she was an adult, choosing her<br />

own path.<br />

“Yes, my relationship had changed in a profound<br />

way,” she says today. “But what didn’t change, and that was kind<br />

of a revelation, too, was they loved me just as much.” She paused for<br />

a second and said it again. “They loved me just as much. But now I<br />

was grown up.”<br />

embarking on a new journey<br />

In the wake of the law school debacle, Fiorina found herself part<br />

of a nine-person team at the real estate firm.<br />

She was simply trying to make a living and pay the rent by doing anything<br />

asked of her, including filing, typing and answering the phone.<br />

She may have thought she was working in obscurity, but not so.<br />

The two men running the business came to her one day with a challenge.<br />

“They said, ‘You can do more of this. Do you want to know what we<br />

do?’” she recalled.<br />

She called it a huge turning point in her life.<br />

TCA <strong>2014</strong> www.<strong>Truckload</strong>.org | <strong>Truckload</strong> <strong>Authority</strong> 17

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“What I had realized prior to them coming to<br />

my desk was that this business like every business<br />

was about the people in it,” Fiorina said.<br />

“And this business like every business was about<br />

a team of people working together to serve other<br />

people. And that appealed to me. And the<br />

other thing I figured out was that I liked producing<br />

results.<br />

“I never had a plan to be a CEO. I didn’t start<br />

out saying, ‘I’m going to go to the top.’ But what<br />

I did was look for jobs that were challenging.<br />

The harder they were, the better I liked them.<br />

To me if it’s hard and challenging, it’s fun.”<br />


If hard, challenging work was what Fiorina<br />

wanted, she sure got it upon earning her master’s<br />

in business.<br />

Try giant telecommunications company<br />

AT&T.<br />

She zoomed up a corporate ladder<br />

normally dominated by men despite her<br />

gender.<br />

From starting as a management<br />

trainee, she rose to become a senior<br />

vice president overseeing the company’s<br />

hardware and systems division. In 1995,<br />

Fiorina led corporate operations for the<br />

spin-off of Lucent from AT&T and eventually<br />

reached the office of president.<br />

“The biggest obstacle someone who is<br />

different has to overcome is you are not<br />

presumed to be competent,” she said.<br />

“So if everyone in the workforce is a man<br />

and you are a woman, you are not given<br />

the presumption of competence. You are<br />

not given the benefit of the doubt. And<br />

that’s true if you are a minority of any<br />

kind. And that burden is real. It means<br />

you have to prove more. It means you<br />

have to work harder.”<br />

However, the business world is about<br />

proving results, and when one demonstrates<br />

capability, when one proves they<br />

can produce results, “then in my experience<br />

whatever people’s doubts were in<br />

that particular circumstance, they are<br />

willing to let go of them,” she said.<br />

In July 1999, the course of American<br />

business was about to be changed<br />

forever. Fiorina was courted by one of<br />

the great American companies, Hewlett-Packard.<br />

Taken with her smooth tongue, charming<br />

business acumen and bold leadership ability,<br />

Hewlett-Packard named her as president and<br />

CEO, and eventually chairman of the board,<br />

thus becoming the first woman to lead a Fortune<br />

20 company.<br />

Fiorina rode into HP on a title wave of soaring<br />

headlines. Wall Street and Silicon Valley<br />

worked itself up into a frenzy about her seemingly<br />

unlimited potential to not only lead HP, but<br />

there was also widespread belief she could even<br />

one day lead the nation from the Oval Office.<br />

The sky seemed to be the limit for her. But all<br />

stars burning brightly come under the microscope.<br />

In Fiorina’s case, being the first woman<br />

in American history to hold such a position in<br />

business leadership came with unprecedented<br />

levels of scrutiny. It wasn’t long before her activities<br />

were being erroneously reported, she<br />

says. In her book, “Tough Choices,” she pushes<br />

back against the “caricature” she believes she<br />

was made to be.<br />

She writes, “Vanity Fair, despite being<br />

warned numerous times that they were writing<br />

fiction about me, continued to report that<br />

I traveled constantly with a hairdresser and a<br />

makeup artist. There was a persistent rumor,<br />

bolstered by commentary in the local press, that<br />

I’d built a pink marble bathroom in my office. (I<br />

had actually moved into my predecessor’s office<br />

and neither built nor bought anything for it.)<br />

There were no private bathrooms or even doors<br />

in executive offices. The CEOs of Lucent, Cisco,<br />

IBM, Dell, Sun Microsystems, Microsoft, Compaq,<br />

Oracle, GE, 3M, Dupont and so on all flew<br />

in corporate jets, and HP had owned them for<br />

30 years. Nevertheless, my travel on a company<br />

plane was reported as evidence of my disrespect<br />

for the HP Way, my ‘regal’ nature, my ‘distance’<br />

from employees.<br />

“I was alternatively described as ‘flashy’ or<br />

‘glamorous’ or ‘diamond studded,’ which frequently<br />

was translated to mean a superficial<br />

‘marketing’ type.”<br />

She goes on to describe further erroneous<br />

assertions this way: “In the chat rooms around<br />

Silicon Valley, from the time I arrived until long<br />

after I left HP, I was routinely referred to as<br />

either a ‘bimbo’ or a ‘bitch’ — too soft or too<br />

hard, and presumptuous, besides. Certainly,<br />

beyond my gender, I was not a typical Silicon<br />

Valley CEO. Where the archetypal leader was an<br />

introvert, I was an extrovert. Where the Valley<br />

loved to dress down, I loved to dress up. While<br />

Valley leaders talked about the bits and bytes<br />

of technology, I talked about the human impact<br />

of technology. I hadn’t grown up in the Valley;<br />

I came from the East Coast and I’d grown up in<br />

big, brick-and-mortar, old-economy companies,<br />

not small, new-economy start-ups.” Fiorina describes<br />

her preparation for the media onslaught<br />

as “laughable,” in retrospect.<br />

Fiorina’s tenure at Hewlett-Packard was unquestionably<br />

fraught with challenges from the<br />

day she walked through the door.<br />

She was hired to set the company’s course for a<br />

new decade — and for that matter the next century<br />

— and she knew she’d have to upset the company<br />

applecart. When she tried to institute changes, she<br />

often heard “that’s not how we do it at HP.”<br />

She took over at the height and beginning<br />

decline of the dot com bubble at a time when<br />

making money in technology had become much<br />

harder than it was in the 1990s.<br />

By all accounts, the most consequential<br />

strategic decision of her tenure was HP’s merger<br />

with Compaq, a move she called an “extremely<br />

successful integration.”<br />

But the merger plan was opposed by both<br />

Walter Hewlett and David W. Packard, sons of<br />

the founders of the company who cited concerns<br />

about a focus on the PC side of<br />

the business and the potential massive<br />

layoffs the merger would bring.<br />

The merger has been the subject of<br />

numerous books and countless articles.<br />

It’s fair to say capable business minds<br />

still debate the wisdom of it from HP’s<br />

vantage point. Whether right or wrong,<br />

good or bad, any discussion of Fiorina’s<br />

HP tenure will include opinions about the<br />

timing and wisdom of the merger, as will<br />

the fact that during the time she led HP,<br />

she was widely regarded as the most<br />

powerful woman in business.<br />


But despite her dismissal in 2005 after<br />

a dispute with the board over the company’s<br />

performance, Fiorina had blazed a<br />

trail millions of women will benefit from<br />

for decades to come.<br />

“I truly hope so,” she said when asked<br />

whether her experience would make it<br />

easier for women to reach the boardroom.<br />

“There’s no question that women<br />

and minorities have made great progress<br />

in business. As an example, when<br />

I became CEO of Hewlett Packard there<br />

were seven women running Fortune 500<br />

companies. Today, there are 22 or 23. Is<br />

that progress? Yes. Is it as much as we<br />

might have expected? Candidly, no. So<br />

there’s no question there are still hurdles and<br />

barriers and prejudices out there, but there’s<br />

also no question that women can achieve,<br />

anyone can achieve with the tools and the opportunities,<br />

anyone can achieve what they really<br />

want to. So the question is, are people<br />

given the tools they need and do they have the<br />

opportunities they need?<br />

“To me, every success of anyone is not simply<br />

about the person’s capability,” she said. “It is<br />

so much about the team around them, and who<br />

takes a chance on them. All along the way, I had<br />

people who took a chance on me. The people<br />

who took a chance on me by giving me an opportunity<br />

by asking me to try something new,<br />

by presenting me with a tough challenge; the<br />

people who took a chance on me are as responsible<br />

for my success as I am.”<br />

Those two men who took a chance on her<br />

also instilled in Fiorina a belief that more than<br />

being a good manager, a person must be a good<br />

leader, a philosophy that helped make her a success<br />

at HP.<br />

18 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

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“Leadership is hard. It is hard,” she said when asked to advise young<br />

executives, including many young men and women who are heading<br />

trucking companies. “And leadership is different than management.<br />

Management is producing acceptable results within known constraints<br />

and conditions. And management is hard enough and management is<br />

really important. But it’s not leadership. Leadership is making a positive<br />

difference and leadership is changing the order of things for the better.<br />

The reason leadership is hard is because it always requires some opposition<br />

to the status quo. And the status quo is<br />

powerful, always.”<br />

Even when the status quo isn’t very good it’s<br />

powerful because somebody is doing OK in the<br />

status quo and whoever is doing OK in the status<br />

quo wants to keep what they have, she warned.<br />

“So the first thing I say to leaders is recognize<br />

that it’s hard,” she said. “Don’t get discouraged<br />

when it gets tough because that’s part of it.<br />

“The second thing I’d say to leaders is everybody<br />

and anybody can lead. You’re not born to it.<br />

You’re made a leader. Anybody can make a positive<br />

difference.<br />

“The third thing I would say is nobody leads<br />

alone. You’re not leading if nobody is following.<br />

There are people around you who will help you, who<br />

will also help you see the benefit of changing things for the better and you<br />

have to find those people, gather those people, motivate those people,<br />

reward those people.<br />

“And I guess the last thing I would say is a leader’s job in order to motivate<br />

the change that’s necessary, the positive change that’s necessary, a<br />

leader’s job is to be able to prescribe.”<br />


In her post HP years, Fiorina has remained active. Today she’s a champion<br />

for entrepreneurship and innovation.<br />

Innovation and entrepreneurship would help the get the economy<br />

moving, she believes, setting forth a four-part plan — a radical simplification<br />

of the tax code, comprehensive immigration reform, zero-based<br />

budgeting and creating a small business task force to take a look at every<br />

regulation that exists.<br />

She is especially vocal about tax reform and immigration reform.<br />

“The tax code is unbelievably complicated, 27,000 pages roughly,” she<br />

said. “And the complexity has occurred in many cases because special interests,<br />

whether those are big companies or others, have put loopholes into<br />

the tax code. What happens to entrepreneurs and<br />

small businesses is No. 1 they can’t navigate that<br />

complexity. And No. 2, they don’t have the time or<br />

the money or the political power to negotiate all<br />

those loopholes. So they get hurt the worst. The<br />

little guy gets hurt the most with our tax code. So<br />

today, the burden of proof is on the people who say<br />

‘Let’s get rid of the loopholes.’ What we need to do is<br />

completely turn that around and say we’re going to<br />

wipe out all these loopholes. My belief is lower every<br />

rate, close every loophole, every one. And then tell<br />

people if you want to put a loophole back in, you’ve<br />

got to prove it.”<br />

As for immigration reform, Fiorina doesn’t believe<br />

it should come in one fell swoop.<br />

- on surviving breast cancer<br />

“When I say comprehensive immigration reform,<br />

that doesn’t necessarily mean you do it all in one giant pill. It means a better<br />

way of saying it probably would be holistic immigration reform. That is why we<br />

have to openly take a look at the whole system and fix the whole system,” she<br />

said, pointing to the fact that today there are 16 difference visa programs, and<br />

none of them work particularly well and none of them are being enforced.<br />

And, there is more than the business aspect of immigration reform, there’s<br />

the human point of view, also.<br />

“Let’s set aside the people that come here and commit crimes and do bad<br />

things and human trafficking associated with immigration and terrorists trying<br />

to slip through the borders and all that which is of course an argument for<br />

border security,” she said.<br />

“It strengthened my faith, it showed<br />

me how deep the love of our family<br />

is, it reminded me of the nurturing<br />

of friends, it introduced me to the<br />

kindness of strangers, it bonded me<br />

with other cancer survivors in a way<br />

that I never could have imagined.”<br />

20 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

“Think about why people come here. Why<br />

people have always come here. People come here<br />

because they want to build a better life for themselves<br />

and their families. It’s human instinct, it’s a<br />

human desire. And people come here as opposed<br />

to someplace else because they know that in a land<br />

of liberty, they have a greater chance to fulfill their<br />

potential and build that better life. Sometimes we<br />

lose sight of the fundamental and profound human<br />

desire that causes people to come here. As a nation,<br />

I think that when we forget that we lose our<br />

heart.”<br />


Fiorina believes so strongly in her<br />

four-point plan for economic recovery<br />

that in the 2010 mid-term election —<br />

despite having just gone through what<br />

was to be a winning battle with breast<br />

cancer — she took on liberal California<br />

Democratic Sen. Barbara Boxer, and lost<br />

soundly.<br />

“I have to say that after chemotherapy,<br />

Barbara Boxer just isn’t that scary<br />

anymore,” she told supporters at a campaign<br />

kickoff rally in late 2009.<br />

“The odds were long in California,<br />

but some fights are worth having win,<br />

lose or draw,” she says now. “That was<br />

a fight worth having because Barbara<br />

Boxer has not served the people of California<br />

well. That was a fight worth having<br />

because people in California were<br />

being hurt, their lives were being impacted<br />

by the choices that Barbara Boxer<br />

was making 3,000 miles away. That<br />

fight was worth having so that people<br />

maybe would hear a different idea.<br />

“It’s (politics) actually about the<br />

people they were elected to serve. And<br />

I do think that ours was intended to be<br />

a citizen government. That we should<br />

have people leave private life to do public<br />

service and then go back again to private<br />

life. And the only way to encourage<br />

people to do that is to do it myself.”<br />

Fiorina sent a jab toward Democrats,<br />

who she believes play politics by dividing<br />

people along gender, race and socioeconomic<br />

background.<br />

What, she was asked, can the GOP<br />

do to combat the new war on women?<br />

First of all, one has to acknowledge<br />

that not all women agree, she said.<br />

“Women are not a homogeneous<br />

special interest group. Women are more<br />

than half the population and women’s opinions<br />

diverge on every single issue from abortion to<br />

healthcare. So let’s first quit talking to women<br />

as if we are a single issue special interest<br />

group. We are not.<br />

“Let’s talk to women. Let’s have women<br />

talk among ourselves about all the issues and<br />

acknowledge we are not going to agree on all<br />

the issues, but on most of the issues. And I’ve<br />

had a lot experience talking to women across<br />

the political spectrum.<br />

“On most of the issues women do agree.<br />

Women want good choices for their children’s<br />

education. Women want good choices for their<br />

family’s healthcare. Women want more jobs<br />

created so there is opportunity for themselves,<br />

their husbands and/or their children.<br />

“I believe how we have to talk with women<br />

is to talk about all the issues women care<br />

about. Even on the incredibly divisive, emotional<br />

issue of abortion. Most women will agree<br />

that there should be some limit on abortion of<br />

a fetus that is five months old.”<br />

Fiorina served as an advisor to the last two<br />

Republican presidential candidates, both of<br />

whom lost, and lost rather badly.<br />

That said, why has the GOP failed to return<br />

to dominance in both Houses of Congress and<br />

the White House?<br />

Has it been the inability of Republicans to<br />

convince the American people that government<br />

doesn’t create jobs, it only creates conditions<br />

where jobs can be created, especially<br />

among small business?<br />

“It is a really important question because<br />

I think frequently candidates who believe in<br />

limited government and less regulations and<br />

lower taxation talk about those things in a way<br />

that never connects up with someone’s personal<br />

life,” Fiorina responded. “(Former House<br />

Speaker) Tip O’Neill famously said all politics<br />

is local. I think all politics is personal. People<br />

make choices based on their personal understanding<br />

of their personal circumstances, their<br />

lives, their families. That’s how people make<br />

decisions.”<br />

Fiorina set forth an example for the trucking<br />

industry.<br />

“If you are a trucker and you have five employees,<br />

think about the amount of time you<br />

spend dealing with paperwork that is created<br />

for you by people far away from you who<br />

probably don’t understand your business very<br />

well. That comes from somebody far away who<br />

doesn’t live your life imposing their view on<br />

how it’s going to work better. It just doesn’t<br />

work. It doesn’t work. The reason that liberty<br />

matters, it’s not that we don’t need any government,<br />

of course we need some government<br />

and we need some regulations, we need some<br />

taxation, but we have come to a place where<br />

we have far too much of a good thing. And<br />

so now what we have to do is start undoing<br />

stuff.”<br />

The single greatest force for lifting people<br />

out of poverty and giving more people more<br />

opportunities is the small business entrepreneur<br />

who will take a chance, Fiorina said, adding<br />

that “when we crush these people,<br />

which we are doing, we crush job creation,<br />

we crush the spirit out of our<br />

economy and we hurt people’s lives.”<br />


Today, outside of politics, Fiorina<br />

is active in serving others, including<br />

through Good360, which has helped<br />

nonprofit organizations better serve<br />

communities around the world since<br />

1983 by providing them with vitally<br />

needed product donations.<br />

“All of us have been given chances<br />

in our life and talked about all the<br />

people who have taken a chance on me<br />

and the best way that I can show my<br />

gratitude for those people is to give<br />

chances to others, to give chances<br />

to other people in business, to give<br />

chances to other people in politics, and<br />

to give chances — a second and a third<br />

and a fourth chance, if necessary — to<br />

people who are less fortunate than myself,”<br />

Fiorina said.<br />


Given her zest for life and for helping<br />

others, it’s no surprise that Fiorina whipped<br />

breast cancer. In fact, she calls that experience<br />

a blessing, not a tragedy.<br />

“I hope I am a more patient and<br />

more grateful and more compassionate<br />

person as a result of it. And I’m a survivor<br />

and so every day to me is a gift.”<br />

Fiorina continues to use that “gift” to<br />

make America a better place to live.<br />

That might include another political<br />

race, she said.<br />

“It all depends literally on the opportunity<br />

and what is going on. I think<br />

public service at any level is important,”<br />

she said. “Ours was intended to be a citizen government.<br />

And we have professional politicians<br />

at every level of government. It doesn’t mean<br />

they’re all bad people, they’re not. Most people<br />

went into public service because their hearts<br />

were in the right place. But if all you’ve done is<br />

run for office your whole professional life, maybe<br />

you’re getting out of touch with your life.”<br />

With Hillary Clinton appearing to be poised to<br />

try and become the first woman to be president<br />

of the United States, does Fiorina have similar<br />

aspirations?<br />

“Politics is about having the right opportunity<br />

at the right time and who knows,” Fiorina said.<br />

“Who knows? I would never say never. It’s an<br />

honor to try and help shape the political dialogue<br />

and process in this country.”<br />

Just like those two men back there in that<br />

real estate office helped shape the career of one<br />

of America’s most successful executives.<br />

TCA <strong>2014</strong> www.<strong>Truckload</strong>.org | <strong>Truckload</strong> <strong>Authority</strong> 21

“Leadership is hard. Don’t get discouraged when it<br />

gets tough because that’s part of it. Everybody and<br />

anybody can lead. You’re not born to it. You’re made<br />

a leader. Anybody can make a positive difference.”<br />

Read full<br />

interview:<br />

Get the free mobile app at<br />

http:/ / gettag.mobi

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WHERE<br />

STATES<br />

STAND<br />

An inside look at key<br />

transportation<br />

legislation in<br />

statehouses across<br />

America.<br />

By Aprille Hanson<br />

In the State Spotlight:<br />


Senate majority leaders proposed an updated $12.3 billion transportation revenue package on Feb. 13 that would institute an 11 ½-cent gas tax increase<br />

throughout the next three years. However, there are not enough votes within the caucus to support the legislation in this session. Senate Transportation<br />

Committee Co-Chairman Sen. Curtis King, R-Yakima, introduced the plan. The plan also includes putting $6.5 billion toward road projects like the North-<br />

South Freeway in Spokane. The proposal also aims to redirect sales-tax money from transportation projects to a special transportation fund.<br />


On Feb. 13, the Indiana Department of Transportation asked for the release<br />

of $400 million which has been tucked away in a trust created in 2013. The<br />

Senate Appropriations Committee will make the call. The Major Moves 2020<br />

fund for Indiana road projects is set up to reach more than $1 billion by 2020.<br />

Lawmakers have planned to put in $200 million each year. Gov. Mike Pence<br />

wants access to the money before inflation hits, saying waiting could cost the<br />

state $56 million. Pence asked for $400 million to be released for expansive<br />

road projects, including widening Interstates 65, 70 and 69 to as many as six<br />

lanes in some stretches. But, on Feb. 20, the Senate Appropriations Committee<br />

passed the decision onto the State Budget Agency for just $200 million to be<br />

released later in the year.<br />

UTAH<br />

A state Senate committee approved a bill allowing Utah’s Department of<br />

Transportation to raise the speed limit on more stretches of highway to 80<br />

miles per hour. The House Transportation Committee also approved a bill 5-4<br />

to stop panhandling on state roads and off-ramps that do not have sidewalks.<br />

Jim Nielson, R-Bountiful, sponsored the bill, saying panhandling creates<br />

safety concerns and impedes traffic. American Civil Liberties Union of Utah<br />

attorney Marina Lowe said the bill may cut into First Amendment rights. She<br />

said it would stop such activities as picketing and distributing information.<br />

Both measures, which by the votes advanced to the full Senate, were passed<br />

Feb. 13.<br />

24 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

Icon in the Washington Landscape<br />

Located 54 miles southeast of Seattle, Wash., Mount Rainier ascends to<br />

14,410 feet above sea level. An active volcano, Mount Rainier is the most<br />

glaciated peak in the contiguous 48 states, spawning six major rivers.<br />

OREGON<br />

On Feb. 20, Sen. Bruce Starr, R-Hillsboro, revealed that he would be voting<br />

against the proposed replacement of the Columbia River Bridge. Gov. John<br />

Kitzhaber and other legislative leaders were eager to start the project, despite<br />

Washington state not contributing any funds. The plan also includes widening<br />

miles of Interstate 5. The bridge runs from Portland to Vancouver, Wash. Critics,<br />

including Starr, said Oregon funding the project alone would put a strain<br />

on taxpayers while supporters of the replacement say it continues to cause<br />

bottlenecks and will collapse in an earthquake.<br />


Move MN, a coalition of transportation, business and labor interests, laid out<br />

a $750-million-a-year spending plan at a legislative hearing for the improvement<br />

of roads and transit. For roads, the group suggested $360 million annually<br />

generated from a 5 percent sales tax on wholesale fuel. The group worked<br />

with Democrats Sen. Scott Dibble and Rep. Frank Hornstein, chairs of their<br />

respective legislative transportation committees, who plan on introducing<br />

similar packages to the legislature. The legislature has not raised the gas tax<br />

since 2008.<br />


In late February, Senate Transportation Chairman Jim Rausch, R-Derry, vowed<br />

to reduce the maximum truck weights below 104,000 pounds if his 4-cent fuel<br />

tax increase bill fails. The tax, which would go into effect in July, is expected<br />

to raise $32 million a year, but how much would go toward road improvements<br />

and to shore up the Department of Transportation remains unclear. Bob<br />

Sculley, president of the New Hampshire Motor Transport Association, said<br />

the trucking industry will continue to oppose the tax hike. Gov. Maggie Hassan<br />

agreed to sign off on a tax increase if a consensus is reached.<br />

IOWA<br />

On Feb. 20, lawmakers advanced a bill allowing police to pull over drivers<br />

for texting and driving, no other violations necessary. Sen. Tod Bowman, D-<br />

Maquoketa, sponsored the bill, which was sent to the senate floor. Sen. Jerry<br />

Behn, R-Boone, was the only one voting against it, hoping for more all-around<br />

distracted driving legislation, rather than just texting.<br />


Sen. Annette Dubas, D-Fullerton, introduced a bill that would allow the use of<br />

bonds to pay up to $400 million for high-priority road projects. The state has<br />

carried a debt-free, pay-as-you-go system for decades. Nebraska Department<br />

of Roads Director Randy Peters said the agency is against the bill, arguing that<br />

even if funds were available, projects would not be completed immediately.<br />

Road projects generally take about eight years, Peters said.<br />


The state House Transportation, Highways and Military Affairs Committee<br />

approved a bill on Feb. 19 that would lead to 80 miles per hour speed limits<br />

on some Wyoming roadways. The bill requires a study be conducted by the<br />

Wyoming Department of Transportation to see where the higher speed limits<br />

would be safest. Wyoming Highway Patrol head Col. John Butler shared his<br />

concerns for the safety of officers and anyone involved in a traffic stop, accident<br />

or other emergencies.<br />

IDAHO<br />

On Feb. 10, Rep. Joe Palmer, R-Meridian, House of Transportation Committee<br />

chairman, proposed using Idaho’s sales tax to fund road and bridge projects,<br />

rather than gas or vehicle registration fees. Part of Palmer’s proposal stipulated<br />

that the general fund income must hit $2.91 billion and $1.4 billion or more in<br />

the education fund. Rep. Shirley Ringo, D-Moscow, was reportedly wary of<br />

the proposal, saying she’d oppose using general fund money until the state has<br />

solid footing in public and higher education funding.<br />


On Feb. 20, the Michigan Senate approved emergency road funding for $100<br />

million to repair potholes throughout the state that have resulted from crippling<br />

winter storms. The money, which will be taken from the Roads and<br />

Risks Reserve Fund, will be redirected to repairing the potholes instead of<br />

toward longer road/bridge projects. The money will be split between state,<br />

county and city roads.<br />


Colorado Gov. John Hickenlooper signed a bill Feb. 19 that will give counties<br />

affected by 2013 flooding that crippled the state’s roadways more flexibility<br />

when repairing roads and bridges. The bill allows counties to dip into the general<br />

fund to help repair roads when a disaster emergency is declared.<br />

TCA <strong>2014</strong> www.<strong>Truckload</strong>.org | <strong>Truckload</strong> <strong>Authority</strong> 25

<strong>Spring</strong> Edition | TCA <strong>2014</strong><br />

Sponsored by<br />

Tracking The Trends<br />

H S<br />

STRESS<br />

By Dorothy Cox<br />

C<br />

M<br />

The driver was in trouble for falsifying his logs. He had picked up a<br />

load early in the morning, driven for three hours and then taken<br />

a 40-minute break. Then he drove for three more hours and took<br />

a longer break before continuing to his delivery.<br />

Of course under the current Hours of Service (HOS) the<br />

driver couldn’t legally log his breaks.<br />

“I asked him why he had taken the breaks,” recalls Dart Transit<br />

Executive Vice President Dan Oren, “and he said he liked to<br />

take frequent breaks to stay attentive. I asked him why hadn’t he<br />

logged them? He said he hoped he would get another load after he made his<br />

delivery and he didn’t want to run out of hours.”<br />

“This was a safe, conscientious driver,” Oren said, “But federal regulations<br />

punish him for being safe.”<br />

He related the story recently in a Dart news release about the carrier’s<br />

proposal to work with the Federal Motor Carrier Safety Administration (FMCSA)<br />

on a sleeper berth pilot project.<br />

The same type of scenario has been repeated across the country as carriers<br />

and drivers find that the current HOS rule is proving to be as difficult and costly<br />

as feared — even dangerous — despite the agency’s claims to the contrary.<br />

“With longer transit times we have lost loads to other trucking companies<br />

that do not run e-logs,” Freymiller Inc. President and CEO David Freymiller told<br />

<strong>Truckload</strong> <strong>Authority</strong>.<br />

“We have had several customers tell us, ‘Well, this other company says<br />

they can do it’ and we inform them that is not a legal dispatch but the customer<br />

doesn’t really care.”<br />

Drivers, he said, “ … Are very disappointed and a few have quit and gotten<br />

out of the industry. They’re tired of the nonsense.”<br />

FTR Associates Senior Consultant Noël Perry estimates that 90,000 additional<br />

hires may be needed by the end of 2015 because of the new HOS.<br />

The loss of drivers will be mostly in the long-haul sector, he adds. And,<br />

there are other factors in the mix.<br />

“Part of the issue is that the industry has become so big they’ve used<br />

up all the ‘nomads,’ the people who like to be out on the road,” said Perry.<br />

“Now they’re hiring people who don’t have those preferences. They want to get<br />

home. Two-thirds get home anyway. The long-haul portion are the ones who<br />

are vulnerable and the portion that does the most work in ton miles. It [HOS]<br />

has a disproportionate effect on them.”<br />

Earl L Henderson Trucking Co. COO Josh Kaburick estimates the new<br />

| | • | | | | • | | | | • | | | | • | | | | • | | | | • | | | | • | | | | •<br />

rule has caused a $3 million loss in revenue, with across-the-board impacts<br />

CM<br />

to “productivity, service to customers and increased frustration with drivers as<br />

well as additional costs for all aspects of the business.”<br />

MY<br />

The rule has been in place since February 2012 but began being enforced<br />

July 1, 2013, and trucking stakeholders from the get-go screamed to high CY<br />

heaven that the industry would take a huge hit in the pocketbook.<br />

CMY<br />

While FMCSA predicted last year that “net benefits” of the rule would be<br />

$133 million, a trucking survey said it would cost the industry $189 million, and K<br />

later surveys are finding a cut to productivity in the 3-5 percent range.<br />

Perry said he’s hearing anywhere from 3-6 percent in lost productivity, with<br />

teams experiencing more like a 6-7 percent loss.<br />

Using conservative industry gross freight revenue figures of $642.1 billion<br />

from 2012, a 4 percent cut would mean $25,684,000 lost. Or, seen another<br />

way, 9.4 billion tons of freight (primarily transported by truck) in 2012 — when<br />

cut by 4 percent — drops to 3.76 million tons.<br />

“We’re seeing a 2 to 4 percent reduction” in productivity, said Freymiller,<br />

explaining that the 34-hour restart change, the 1 a.m. to 5 a.m. rest periods<br />

and the 30-minute break all have had a negative effect.<br />

“If a driver is forced to take a 34-hour restart,” he said, “it is usually much<br />

more than the 34 hours. We are seeing the drivers using the 34-hour restart<br />

less than they used to, leaving them to drive only a few hours a day until they<br />

are able to pick up more hours, which is lowering productivity.”<br />

That the 1 a.m. to 5 a.m. rest periods hurt “goes without saying,” he said,<br />

adding that the 30-minute break often means deploying additional equipment<br />

and drivers.<br />

“The 30-minute break has cost us in many ways but the most we have<br />

seen is that we have had to repower loads that are less than an hour away<br />

from the receiver,” Freymiller explained.<br />

“If the driver didn’t have to stop, we could have delivered without going<br />

through the expense of finding another truck that had hours available and<br />

deadhead them to the load to deliver it.<br />

“This cost is a big number which also uses hours from another driver that<br />

could be on another load.”<br />

So the HOS dominoes continue to fall, crashing into one another as the<br />

negative impacts are interrelated.<br />

As many drivers and carriers have noted, there seems to be a disconnect<br />

between what FMCSA estimates from its lab studies and theories, and how<br />

the rule behaves in the real world.<br />

Y<br />

26 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

Sponsored by SKYBITz<br />

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• | | | | • | | | | • | | | | • | | | | • | | | | • | | | | • | | | | • | | | | • | | | | • | | | | •<br />

“It is difficult to see how the change in the driving limit or the two-night<br />

requirement would seriously affect the number of trucks on the road and, therefore,<br />

how the changes would increase congestion or the shortage of parking,”<br />

FMCSA wrote in its Dec. 27, 2011, HOS final rule.<br />

A Mobile Revolution<br />

In Compliance<br />

The explosive growth of mobile technology in the marketplace has made<br />

it a pervasive part of our everyday lives. From smartphones to tablets,<br />

mobile technology is the “new normal” in our world.<br />

Fortunately, fleets are able to take advantage of this trend since most<br />

drivers have also adopted mobile technology. This makes it possible to<br />

better handle the demands of increased regulatory requirements, particularly<br />

the government’s pending electronic logging device (ELD) mandate.<br />

In fact, mobile devices give fleets the greatest opportunity for a flexible,<br />

affordable compliance management system that includes E-Logs.<br />

The Benefits of BYOD<br />

A bring-your-own-device (BYOD) option also means it’s no longer necessary<br />

to pay for a cumbersome hardware platform when fleets can benefit<br />

from a mobile-based system that’s compatible with drivers’ existing devices.<br />

This “flexible mobility” is the cornerstone of a compliance solution<br />

that’s built for the future. It allows fleets to use their choice of commercially-available<br />

smart devices. But that’s not all.<br />

These are some additional benefits of the mobile revolution:<br />

• Mobile applications allow E-Log systems to be updated on the fly, ensuring<br />

the most advanced technology is always being used.<br />

• Changes to the Hours of Service rules can be reflected in the E-Log<br />

system when it’s supported by back-end compliance specialists.<br />

• The only required hardware costs are for an ELD, greatly lowering upfront<br />

costs.<br />

• Installation of most ELDs takes less than 10 minutes, for minimal vehicle<br />

and driver downtime.<br />

• Most drivers are already comfortable using mobile devices, making it<br />

easier to retain your current drivers and recruit the next generation of<br />

drivers.<br />

• Training drivers to use ELDs requires less of a learning curve when<br />

they’re already familiar with mobile devices.<br />

• Mobile alerts help drivers stay compliant with state and federal trucking<br />

regulations.<br />

• Monitoring driver and vehicle performance takes place in real time, so<br />

fleets can react to issues immediately.<br />

Mobile Compliance Cuts Costs<br />

The constant financial threat from DOT violations, CSA interventions,<br />

shipper demands, and higher insurance premiums means compliance<br />

is as critical as performance tracking. Simply stated, a poor compliance<br />

record can put a fleet out of business. But mobile technology can help.<br />

While some E-Log solutions focus on providing one-dimensional “black<br />

box” reporting, a mobile platform exploits the power of “the cloud”<br />

— from real-time status tracking and asset visibility to driver Hours of<br />

Service data and fuel usage. Operating a more agile business optimizes<br />

every aspect of your operation and can improve your bottom line.<br />

It’s Time<br />

With a proposed government ruling due any day and a full legal mandate<br />

just around the corner, proactive fleets are getting started now, before<br />

they’re rushed into choosing a system. This allows them to invest in the<br />

technology at their own pace as opposed to taking a sudden financial hit.<br />

And imagine how much better your fleet would run with compliance and<br />

performance information at your fingertips!<br />

To learn how J. J. Keller’s Encompass® E-Log and compliance system has<br />

harnessed the power of the mobile revolution, see our ad in this issue of<br />

<strong>Truckload</strong> <strong>Authority</strong> or visit jjkellerelogs.com.<br />

“Because the agency is retaining the 11-hour driving limit, the commenters’<br />

concerns about increased congestion related to a need for more trucks will not<br />

be realized. An increase in rush hour traffic because of the two- night provision<br />

is unlikely. Most drivers who routinely work at night (LTL and local delivery) do<br />

not work enough hours to require a restart and, therefore, would not need to<br />

change schedules.”<br />

Yet, Kaburick noted, “The 1-5 a.m. is the part that has hurt us the most,”<br />

explaining that the freight really dictates the hours for the drivers.<br />

“That said, we often see where a driver starts a break during that first 1-5<br />

a.m. period [and] now they have to extend it another day.”<br />

He said HOS overall has reduced Henderson’s productivity by about 5 percent.<br />

And, he said, the carrier has seen some 3 percent of its drivers retire or quit<br />

because of frustration and loss of income from HOS.<br />

Gary Salisbury, past <strong>Truckload</strong> Carriers Association Chairman and President<br />

and CEO of Fikes Truck Line, said the 30-minute break mandate “has cost us and<br />

our contractors money” because “if you don’t take them at the right times you will<br />

lose an hour in one period, which can cost up to almost a day per week.”<br />

Consequently, he said, Fikes has had to educate its drivers on how and<br />

when to take their breaks.<br />

Indeed, CalArk CEO Rochelle Bartholomew said the new rules require<br />

much more focus on planning to make sure drivers are running in compliance. It<br />

has taken not only additional driver training, she said, but training of inter-office<br />

personnel as well.<br />

CalArk has had a 3-5 percent loss in productivity Bartholomew said, adding<br />

that the 34-hour restart has hurt the most.<br />

“If a driver starts their break at noon on a Friday, he or she still has to sit until<br />

5 a.m. on Sunday to fulfill the requirement, which requires them to sit 42 hours,<br />

decreasing the utilization of that driver and equipment.”<br />

All of which begs the question why FMCSA seems deaf and dumb to trucking’s<br />

cries of “foul” over the new rule.<br />

In a telling statement, FMCSA Administrator Anne Ferro told the Mid-West<br />

Trucking Association Feb. 1 that the agency was adamant about not changing<br />

the rule because, in part, “This is the first time in a decade that we’ve got a rule<br />

that passed legal challenge. …”<br />

So essentially, the agency has had to make its “facts” fit a rule that it hoped<br />

would stand against the legal challenges of both so-called safety groups and<br />

the trucking industry.<br />

And it’s not just the trucking industry that has assailed Ferro and FMCSA<br />

over the new rule.<br />

On Aug. 29, 51 members of the House of Representatives wrote a letter to<br />

U.S. Transportation Secretary Anthony Foxx saying that the regulations “strictly<br />

limit the use of the 34-hour restart provisions and mandate inflexible rest periods,<br />

greatly decrease driver flexibility and raise costs for the already over-burdened<br />

trucking industry at a potential cost of up to $376 million annually … .”<br />

Three members of the House of Representatives, two Republicans and one<br />

Democrat, filed a bill last fall to delay use of the 34-hour restart provision until<br />

after a Congress-mandated study was finished.<br />

At around the same time, professional truck drivers, carrier representatives<br />

and members of a U.S. House of Representatives Small Business Committee<br />

grilled Ferro, asking why her agency was “so numb” to the needs of small business<br />

truckers and questioning the “arrogance” of the agency in promulgating a<br />

rule without first finishing a study on the rule’s impact as required by Congress.<br />

“You’re saying the rule helps and truckers on the road don’t think it does,”<br />

said Subcommittee Chairman Richard Hanna, R.-N.Y., in a heated discussion<br />

with Ferro Nov. 21, 2013.<br />

He pointed to an industry survey that had come out just a day before the<br />

hearing showing 82.5 percent of those surveyed said the rule had hurt their<br />

quality of life, with more than 66 percent reporting increased fatigue.<br />

Ferro dismissed the survey as a “vote early, vote often” type of project.<br />

Of course when FMCSA released the results of its study Jan. 31 — only<br />

four months late — the agency said it proved the 34-hour restart would improve<br />

safety, save lives and prevent fatigue.<br />

What it didn’t publicize was its own fine print in the study results: Long-haul<br />

drivers were under-represented, in the minority even, in the study.<br />

Congressman Hanna called FMCSA’s study “worthless.”<br />

In summing up the reason for Dart’s proposal on the sleeper berth pilot,<br />

Oren said the project was necessary “to test how a driving rule that doesn’t<br />

penalize rest would affect highway safety and productivity.”<br />

That could sum up trucking’s reasons for changing the HOS rule as well.<br />

28 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

| • | | | | • | | | |

Sponsored by SKYBITZ<br />

SKYBITZ.com | 866.922.4708<br />

30 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

First of a three-part investigative series on the<br />

capacity challenges facing the trucking industry.<br />

By Cliff Abbott<br />

Since the passage of the Motor Carrier Regulatory Reform and Modernization<br />

Act in 1980, it would be difficult to describe a time period<br />

with bigger challenges to the trucking industry than that of the past five<br />

years. A recessionary market, escalated fuel pricing and increasingly intrusive<br />

government regulations have contributed unprecedented upward<br />

pressure on operating ratios that are already too high.<br />

To these issues add the inability to find and hire enough qualified drivers<br />

to keep expensive equipment generating revenue instead of sitting<br />

along the fence. The long-predicted driver shortage has arrived — if it<br />

was ever gone in the first place.<br />

There are more alleged reasons for the shortage than there are gears<br />

on a ’60s quadruplex transmission. Some blame the government for the<br />

increased regulations that reduce the number of drivers who qualify and<br />

make driving less attractive for those who do. The government also gets<br />

blamed for providing benefits like extended unemployment compensation<br />

that, if it is claimed, de-incentivizes potential drivers to accept jobs.<br />

It appears we are currently<br />

in the middle of an historic<br />

capacity meltdown. It will<br />

threaten companies because<br />

you just can’t keep shrinking<br />

and selling trucks as your<br />

driver force reduces. I think<br />

this crunch will go on a long<br />

Tom B. Kretsinger<br />

time.<br />

President & CEO, American Central Transport<br />

The industry itself gets the blame from some, including those who<br />

claim the driver “shortage” doesn’t exist at all. Increase the pay, the,<br />

mantra goes, and more drivers will be attracted to the industry. Carriers<br />

focus on issues such as equipment utilization, idle reduction and service<br />

levels can seem to be at odds with claims of respecting and caring for<br />

their drivers, contributing to attrition.<br />

Many acknowledge an image problem for both the industry and the<br />

drivers who keep it moving. Other transportation industry professionals,<br />

such as pilots, train engineers and ship captains, are generally well respected,<br />

while truck drivers are often reviled in the mainstream media<br />

and are the constant targets of ambulance-chasing lawyers who splash<br />

their faces on billboards inviting anyone who’s been in an accident with a<br />

tractor-trailer to give them a call.<br />

Some simply blame the generations that followed their own, claiming<br />

that those who grew up in today’s society aren’t interested in hard work<br />

and sacrifice.<br />

In reality, all of these are contributors to the lack of available drivers.<br />

But, just as there are multiple causes, there must be multiple answers<br />

as well.<br />

TCA <strong>2014</strong><br />

www.<strong>Truckload</strong>.org | <strong>Truckload</strong> <strong>Authority</strong>

Sponsored by SKYBITz<br />

SKYBITz.com | 866.922.4708<br />

Don Lefeve, president and CEO of the Commercial Vehicle Training<br />

Association (CVTA), thinks image definitely contributes to the problem.<br />

“We have to rehab the image of what a driver is,” he says. He points<br />

out that there is a lot of effort to do just that by both carriers and the<br />

industry as a whole. Unfortunately, the good news about drivers — the<br />

million safe-milers, the lifesavers, the contributors — is often seen only<br />

in media that is endemic to the industry. The mainstream media is all<br />

too quick to report the accidents, lawsuits, and political railings against<br />

trucking while ignoring releases that highlight the industry’s best.<br />

Through the worst of the recent economic recession, trucking offered<br />

a counterbalance to the highest unemployment figures in decades.<br />

“We’ve been very successful getting people off of unemployment and into<br />

the workforce,” says Lefeve. “We can move people off the unemployment<br />

rolls and into jobs averaging $38,000 for the first year in four to six weeks.”<br />

The government can help, according to Lefeve. “The reauthorization<br />

of the Workforce Development Act is critical,” he says. Other government<br />

funding is available, if limited. Programs such as direct loans and Pell<br />

grants are sometimes available, but schools must be accredited and are<br />

typically community college programs.<br />

Many carriers have programs to ease the financial burden of those<br />

entering the industry, too. Some own and manage their own CDL schools<br />

while others partner with existing CDL schools to provide the needed<br />

training. Many offer programs that make the training free to the driver if<br />

he or she stays with the carrier for a specified length of time.<br />

These can create friction between carriers, too, when one hires a<br />

Consider these facts about the capacity<br />

shortage and other probable causes.<br />

• If current driver trends continue, the industry is facing<br />

a potential shortfall of 239,000 drivers by 2022.<br />

• The average number of new drivers needed per year<br />

over the next 10 years is a staggering 96,178 a year,<br />

the result primarily of retirements (37 percent) and<br />

industry growth (36 percent).<br />

• The number of drivers age 55 or older has increased<br />

by 6.1 percent in the past 10 years while the number of<br />

drivers ages 21-34 has remained flat.<br />

• Real average weekly earnings for truckload drivers<br />

has dropped 11 percent since 1990.<br />

• Opportunities for pay have declined. In the past seven<br />

years the average miles per truck per month for<br />

truckload carriers has declined 26 percent.<br />

The CATCH 22 in IC Misclassification<br />

Determinations: Don’t Get Caught Unaware!<br />

By Scott GrandyS, Special contriButor<br />

Motor carriers today are in a catch-22. State agencies<br />

frequently interpret compliance with federal leasing<br />

regulations as crossing the lines between Independent<br />

contractor and employee. If your company faces an<br />

unemployment claim by an independent contractor, your<br />

compliance with the federal regulations may result in a<br />

determination that the independent contractors are your<br />

employees.<br />

There are dozens of variations for the tests used to determine<br />

whether an individual is an independent contractor or<br />

employee of a motor carrier. However, three main factors are<br />

typical in an employment investigation:<br />

Scott A. Grandys,<br />

CEO - Relevant<br />

Business Solutions<br />

1. How much control and direction does a motor carrier have over the worker?<br />

2. Can the worker provide their service to multiple companies at the same time?<br />

3. Is the worker an independently established business?<br />

Federal leasing regulations, 49 C.F.R. § 376.1-376.42 (designed for public safety),<br />

state a motor carrier must meet certain requirements if it provides services using<br />

equipment it does not own (i.e. independent contractor equipment). One of these<br />

requirements is that a written “lease” exists between the motor carrier and equipment<br />

owner which meets the requirements of the federal leasing regulations. The<br />

regulations require the lease to provide the motor carrier with exclusive possession,<br />

control and use of the equipment for the duration of the lease.<br />

In short, if you are a motor carrier subject to the federal leasing regulations, those<br />

who provide services to you with their equipment and on your behalf must do so<br />

under your authority and exclusive control. As a result, some state agencies have<br />

interpreted your compliance with the regulations as a failure to comply with one or<br />

more of the main factors used to determine whether a worker is an independent<br />

contractor or an employee, and determine the worker is an employee.<br />

The problem is due to many state agencies not understanding the purpose and<br />

scope of the federal leasing regulations. When a claim is received, it is essential<br />

that your response properly educates the state agencies about your obligation<br />

to comply with the federal leasing regulations and which of your practices and<br />

contract language are required by the regulations.<br />

Relevant Business Solution:<br />

Before your next unemployment claim arrives, be prepared to help the state<br />

agencies understand the federal leasing regulations and your obligation to<br />

comply. They need to understand regulations’ impact on your relationship with the<br />

independent contractors is imposed on you and is not your choice.<br />

driver that is still obligated to a carrier who financed the training.<br />

Most carriers of any size offer some sort of tuition reimbursement. A<br />

few make payments for the driver directly to the financial institution, but<br />

most simply pay the driver a predetermined amount that coincides with<br />

time employed or miles driven.<br />

Then there is the issue of drivers who enter the driving force but<br />

don’t stay. There are industry efforts to better educate new drivers about<br />

the trucking lifestyle through programs offered in CDL schools or during<br />

orientation at some carriers.<br />

“We’re seeing more ‘life on the road’ type programs from our members,”<br />

Lefeve says, “which gives the student a more realistic expectation<br />

of the job they are training for.”<br />

Regardless, the burden placed upon a family by a job that keeps a<br />

spouse or parent away for weeks at a time is one that can’t always be<br />

addressed by training. Some carriers are making efforts to incorporate<br />

more flexibility into their fleets, offering flexible work schedules<br />

that allow the driver a week of home time for each week worked, for<br />

example. Others utilize relays and meetings to break longer trips into<br />

smaller segments that allow for more driver home time. Efforts like<br />

these meet with varying degrees of success and may help carriers reduce<br />

attrition in their current driver force, but haven’t created much<br />

of an appeal to new drivers who are accustomed to being home every<br />

day, if they are working at all. In addition, they can cause utilization<br />

nightmares for operations people trying to squeeze miles from evermore-expensive<br />

equipment.<br />

A new variable that no one can predict with certainty is the cost of<br />

healthcare. Flexible driver scheduling often results in fewer miles per<br />

week and less pay, making the cost of health benefits more burdensome<br />

for both the carrier and the insured. At the same time, an offer of health<br />

benefits to potential new drivers may appeal to those who are confused<br />

about Obamacare and what they may be required to purchase.<br />

With all of the variables, one thing is for certain: The driver shortage<br />

isn’t likely to go away any time soon. New and innovative ways are<br />

needed to make the trucking industry attractive to younger generations,<br />

and the carriers who come up with them are most likely to benefit. What<br />

should be becoming clear, though, is that the capacity crunch will require<br />

businesses to be more creative, willing to adapt their recruiting and retention<br />

philosophies to more effective ones. And they will realize they must<br />

replace antiquated processes if they desire to reap the benefits only afforded<br />

to those who consistently procure enough capacity to operate profitably.<br />

The companies that make driver recruiting and retention their focus<br />

both with rhetoric and backing it up with policy will win drivers’ respect<br />

and will be wisely positioning themselves over the next decade.<br />

In parts II and III of this series we will be exploring some possible<br />

solutions to help ease the pain of the growing shortfall of qualified, professional<br />

drivers.<br />

32 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

<strong>Truckload</strong> Trendlines<br />

<strong>Truckload</strong> trends crucial to you and your business @ DAT.com<br />

Post-HOS Rate Increases Dont t oer oer arrers arrers Proctt Proctt Proctt oss oss oss<br />

By Mike Weaver, Director, DAT Solutions for Enterprise<br />

R<br />

ates are up since revised Hours of Service<br />

rules went into force on July 1, 2013. But are<br />

truckload carriers making more money?<br />

A new study from DAT Solutions suggests that spot and<br />

contract rate increases do not appear to be compensating<br />

carriers fully for operational losses that can be attributed to<br />

the new rules, particularly in lanes where traffic congestion<br />

or a poorly timed mandatory break is more likely to cause<br />

the driver to run out of hours he can legally work.<br />

In partnership with<br />

Rates and freight volumes were examined for 80 highvolume<br />

spot market van lanes departing from 14 key<br />

markets. Key findings:<br />

• <strong>Truckload</strong> rates increased 1.1 percent from July 1 through<br />

mid-September 2013 compared to the preceding 10-<br />

week period from mid-April through the end of June.<br />

• Rates rose 3.0 percent in those lanes where total transit<br />

times were most likely to change due to HOS impact. In<br />

all other lanes, rates rose only 1.1 percent.<br />

• Rates fell by 1.19 percent in intermodal-competitive lanes<br />

after July 1 while rates rose 1.64 percent in lanes with<br />

little or no competition from intermodal providers.<br />

• Spot and contract rate increases have not covered lost<br />

productivity. For-hire carriers have lost 3.3 percent or<br />

more in productivity due to Hours of Service restrictions,<br />

based on industry estimates.<br />

Contract Rates Rise 0.8 percent in Q3<br />

A corresponding DAT study of contract<br />

rates during the third quarter of 2013 revealed<br />

a counter-seasonal increase that mirrored the<br />

rise in spot market rates but over a longer<br />

term.<br />

In the top 7,600 van lanes in the DAT<br />

RateView contract rates database, rates<br />

increased 0.8 percent quarter-over-quarter<br />

or 3.3 percent annualized. This is higher<br />

than most analysts estimates, which were<br />

in a range of 1.3 percent to 2.0 percent for<br />

the annual rate of change in 2013. Taking<br />

the average of 1.6 percent, we subtract<br />

the expected increase from the actual<br />

increase, yielding an assumed impact of<br />

1.7 percent on truckload pricing that is due<br />

to HOS. This figure corresponds with the<br />

estimated 1.64 percent impact of HOS on<br />

spot market rates.<br />

Complete results of the HOS study are<br />

available at dat.com. To keep track of national<br />

and weekly truckload supply and demand as<br />

well as rates, go to dat.com/trendlines and<br />

sign up for free weekly updates.<br />

If you would like to discuss individual lane<br />

pair rates covered in the study as well as how<br />

key market areas have been affected, e-mail<br />

me at mike.weaver@dat.com, or call me at<br />


<strong>Spring</strong> Edition | TCA <strong>2014</strong><br />

Sponsored by<br />

A Chat With The Chairman<br />


Foreword and Interview by Micah Jackson<br />

Walking Away a Winner<br />

This edition of A Chat With the Chairman is in loving<br />

memory of Tom B. Kretsinger, Sr. (1930 - <strong>2014</strong>)<br />

Mark Twain famously wrote, “A man who carries a cat by the<br />

tail learns something he can learn in no other way.” This is true in<br />

business and in life, and certainly speaks to the realities of serving<br />

as chairman of the <strong>Truckload</strong> Carriers Association. To understand<br />

the enormity of the responsibility and honor one must feel when<br />

leading such an exemplary and influential organization, one has to<br />

grab that tiger by the tail, metaphorically speaking. Tom B. Kretsinger,<br />

Jr. did exactly that last March in Orlando, Florida. His term has<br />

been marked with meeting targeted strategic goals, enjoying special<br />

memories with friends, gaining a deeper understanding of industry<br />

challenges, and achieving the furtherance of his own personal<br />

growth and development. With his one-year term nearing a conclusion<br />

it is our privilege to have one last “Chat” with our good friend<br />

and leader before he gracefully “Walks Away a Winner.”

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Chairman Kretsinger, we have arrived at our final chat with<br />

you as TCA chairman. Congratulations on a remarkable year.<br />

We are sad to see your term end, but looking forward to<br />

working with incoming chairman Shepard Dunn.<br />

First, on behalf of all TCA members and all of us with<br />

<strong>Truckload</strong> <strong>Authority</strong>, we wish you and your family our deepest<br />

condolences for the recent loss of a great man, your father,<br />

Tom Kretsinger, Sr. You have spoken about him many times, but<br />

tell us about the legacy he leaves behind.<br />

Dad kept this quote on his wallboard and showed it to me often:<br />

“Ecclesiasticus (Sirach) 44: 1 – 15<br />

New Revised Standard Version<br />


1 Let us now sing the praises of famous men,<br />

our ancestors in their generations.<br />

2 The Lord apportioned to them great glory,<br />

his majesty from the beginning.<br />

3 There were those who ruled in their kingdoms,<br />

and made a name for themselves by their valor;<br />

those who gave counsel because they were intelligent;<br />

those who spoke in prophetic oracles;<br />

4 those who led the people by their counsels<br />

and by their knowledge of the people’s lore;<br />

they were wise in their words of instruction;<br />

5 those who composed musical tunes,<br />

or put verses in writing;<br />

6 rich men endowed with resources,<br />

living peacefully in their homes-<br />

7 all these were honored in their generations,<br />

and were the pride of their times.<br />

8 Some of them have left behind a name,<br />

so that others declare their praise.<br />

9 But of others there is no memory;<br />

they have perished as though they had never existed;<br />

they have become as though they had never been born,<br />

they and their children after them.<br />

10 But these also were godly men,<br />

whose righteous deeds have not been forgotten;<br />

11 their wealth will remain with their descendants,<br />

and their inheritance with their children’s children.<br />

12 Their descendants stand by the covenants;<br />

their children also, for their sake.<br />

13 Their offspring will continue forever,<br />

and their glory will never be blotted out.<br />

14 Their bodies are buried in peace,<br />

but their name lives on generation after generation.”<br />

My father’s focus in<br />

life was his family and<br />

I believe that is his<br />

greatest hope and legacy.<br />

Father and son enjoy<br />

festivities at ACT<br />

during National Driver<br />

Appreciation Week in<br />

2012.<br />

Can you believe it’s almost been a year since you took<br />

the reins back in Orlando?<br />

I think it has passed fast, and I think that can sneak up<br />

on some people that do this because you come in and you<br />

have ideas about what you want to accomplish. You have a<br />

busy year and in the blink of an eye you’re at the end of it.<br />

So it is surprising at how fast it’s coming, but I think I kind<br />

of saw it. I think my predecessor Robert Low saw it and my<br />

successors do too, because we have spent a lot of time talking<br />

about working on continuity knowing that it’s hard, if not<br />

impossible, for one person to make lasting change in a period<br />

of just 12 months. It takes a coordinated team effort over a<br />

period of time to really do those things like we have done.<br />

What have you enjoyed most during your time as<br />

chairman?<br />

I’ve enjoyed the travel and seeing a lot of people. People energize<br />

me and I like hearing what people say, getting their ideas<br />

and networking and taking some waders and my fly rod with<br />

me as I go. It’s been a very rewarding year for me personally.<br />

What are the memories or the single memory you will<br />

cherish most?<br />

Wow, that’s a hard one. I don’t think I can pick out a particular<br />

one. It’s kind of a collage of memories to tell you the<br />

truth. I guess the most rewarding thing for me is to watch<br />

the officer group come together and coalesce and function as<br />

one to move the organization. Once you get to that point it’s<br />

kind of fun to sit back and watch it happen.<br />

In what ways did you grow personally and<br />

professionally in your work with TCA?<br />

Two generations of<br />

Kretsingers: Tom Sr.<br />

congratulates Tom Jr. on his<br />

wedding day, May 1982.<br />

When you are an officer, and I would encourage others<br />

to consider that, you really do receive more than you get<br />

because in trucking and especially in trucking leadership, we<br />

have a lot of really, really smart people. And the ones that<br />

survived the Great Recession are really smart. I don’t know<br />

of any other experience you can have where you spend so<br />

much time hearing such smart businessmen and how they<br />

think, how they approach problems. Certainly there’s a lot<br />

I’ve grown from personally and has benefited American Central<br />

Transport from that experience.<br />

36 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

Did you learn anything new about yourself as chairman?<br />

Yeah. I didn’t know I could be so extroverted, but I think I<br />

certainly can be on stage and in a group. I didn’t know I could<br />

travel as much as this although I did like it and yet I was able to<br />

get some time at home between trips. I didn’t know how much<br />

could be done with a limited amount of resources.<br />

Before your term comes to a conclusion, let’s address some<br />

key issues.<br />

President Obama recently announced new emissions standards<br />

regulating the trucking industry. Do you support this effort?<br />

This is the latest in a decade of increasing onerous, extensive,<br />

costly regulations that might hinder productivity. To the extent that<br />

this regulation is intended to clean the air it strikes me as silly. With<br />

all of the engine changes and extra costs associated with that and<br />

extra maintenance associated with that, I tend to believe the air going<br />

into our trucks is dirtier than the air coming out of our trucks these<br />

days. So I don’t know what else you can do. I think it is presumptuous<br />

to think that this would have any effect on the environment. We<br />

are a small part of a very large world. The air we breathe, the atmosphere,<br />

is many, many times the size of an ocean and you know how<br />

vast those are. And to think by tweaking the trucks one more time is<br />

going to make any difference whatsoever I think is arrogant at best. If<br />

the goal is to save fuel, that is a worthy goal. I think from a patriotic<br />

standpoint it’s in our interest as a country to be energy independent.<br />

So is this the best way to do it? I don’t believe it is. For one, every<br />

carrier I’m aware of is now doing everything in their power to raise<br />

mpg. They are buying driver scorecard programs, they are investing<br />

in APUs, they are introducing performance pay for drivers and a host<br />

of other things that they are not required to do by government. So to<br />

think that the government by unilateral precedence can make us any<br />

better on that I think is also arrogant and presumptuous. I think it’s<br />

about appealing to an extremely liberal and emotional portion of the<br />

president’s base in an election year.<br />

Do you feel as though your fellow carrier executives are<br />

willing to go along?<br />

I doubt it. I would think they are worn weary of these costly<br />

types of things. I think these types of costly things only serve to<br />

benefit competing modes of transportation and although there is<br />

no policy developed—it’s kind of new and fresh—I would hazard<br />

a guess that most executives in the industry don’t think this is a<br />

good idea and would like to see it fail.<br />

Many industry professionals say an EOBR mandate would be<br />

an industry game changer. There are two main reasons given<br />

by those who advocate on its behalf—the benefit to trucking’s<br />

image and the leveling of the playing field among carriers.<br />

How do you view the issue?<br />

I was recently asked a question on satellite radio about which<br />

laws I didn’t like as a lawyer. I said they were too numerous to<br />

mention. However, we have to obey the law. We have to live by<br />

the book. If you have a situation where in this highly competitive<br />

business which is subject to electronic bids, that some work<br />

on the basis that they obey the law regardless of their personal<br />

opinion of it, and others disregard the law, it would be similar to<br />

a football game where one team had to respect the out-of-bounds<br />

lines and the other team did not. Where one team worked to<br />

avoid a flag, and the other team did not. It’s time for our industry<br />

from a standpoint of professionalism and image and liability to<br />

get to a point where all of us are following the law to our utmost.<br />

If we do not like the law, we should work to change the law and<br />

that requires contacting your elected representatives. Electronic<br />

logging devices in our experience take law violators out of the<br />

equation and make that one less thing for us to worry about. And<br />

if our competition would do the same thing, I think it would be<br />

good for us, it would be good for them and it would be good from<br />

the standpoint that carriers would have to price business on the<br />

presumption and their drivers on the presumption that we all will<br />

follow the same laws.<br />



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<strong>2014</strong><br />

1<br />

www.<strong>Truckload</strong>.org | <strong>Truckload</strong> <strong>Authority</strong><br />

2/25/<strong>2014</strong> 2:09:38 PM<br />


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The net effect of the avalanche of rules coming from the federal,<br />

state and local levels is to disproportionally burden small<br />

carriers and independent contractors. Does growing consolidation<br />

of the industry trouble you?<br />

The industry in 1980 was about 1,700 carriers. The industry after<br />

deregulation is over 700,000. It’s a highly competitive and fragmented<br />

industry and it’s likely to remain so for a long time. The president<br />

claims he wants to help the middle class. I think the opposite is happening<br />

and he claims he wants to help small business and the opposite<br />

is happening. The reason is large businesses have the capital, the<br />

resources, the legal talent, the HR talent and the administrative talent<br />

to be able to change and adapt to these costly never-ending stream<br />

of regulations. The small guy with 20 trucks or 50 trucks, I don’t<br />

know how in the world they do it. So at the end of the day, this does<br />

inure to the larger and more sophisticated companies. What we are<br />

seeing is a big uptick in failures of trucking companies, most of which<br />

are smaller. The other thing I believe will contribute to enhanced consolidation<br />

is the driver shortage. As an industry we simply cannot fill<br />

our trucks. And so how do you grow or maintain a desired size and<br />

the answer to that often lies in acquiring another company. So yes,<br />

definitely that is on the uptick. It will be a challenge for all our industry<br />

associations as they lose members and I think it will continue.<br />

Have we passed the point of no return with regard to navigating<br />

the complexity and the cost of beginning and building a motor<br />

carrier from the ground up?<br />

I don’t know it’s at the point of no return, but it’s well, well on its<br />

way. Prior to deregulation in 1980 it was near impossible to get into<br />

the business. As a result, an operating authority was worth a lot of<br />

money, often millions of dollars. In the 1980s and 1990s and up until<br />

recently, they gave away this authority for the asking. So from the<br />

regulatory standpoint, getting legal to run has been very easy. There<br />

are a lot of things now that are going in an opposite direction. The<br />

Federal Motor Carrier Safety Administration has said it is their intent<br />

to raise the barriers to enter into this business. That’s not a secret.<br />

The FMCSA is able to more aggressively track carriers and put those<br />

who violate the law out of business. And then all the costs are being<br />

driven up. With all the EPA changes to a truck most owner-operators<br />

can’t afford to buy one anymore. And that’s just one example of<br />

many things that make it much harder to gain entry into the trucking<br />

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You have called the challenge of recruiting qualified drivers<br />

the No. 1 danger facing the industry. Some estimates show the<br />

industry needing to attract close to 100,000 new entrants per<br />

year for the next 10 years just to keep pace with the churn of the<br />

existing driver pool and accounting for modest economic<br />

growth. Simply put, do you see trucking taking the necessary<br />

steps right now to meet this enormous challenge?<br />

For the past few years the customer has been No. 1. Today, the<br />

driver’s No. 1, the driver’s No. 2, the driver’s No. 3 and the customer<br />

is No. 4. This is the year of the driver. It appears we are currently in<br />

the middle of an historic capacity meltdown. We are seeing that in our<br />

business and I’m hearing that from many others and seeing economic<br />

reports that tend to validate that. This hasn’t really happened since<br />

the fall of 2005 during [Hurricane] Katrina and that was a brief and<br />

temporary one. This seems to be much more systemic. The long and<br />

short of it is the customers — the shippers — have not invested over<br />

the years in the capacity that they now need. Driver pay has gone<br />

radically backwards in real dollars each and every year for a very long<br />

time. Regulations and technology are such they really have made<br />

this job unattractive to what it pays. Infrastructure is crumbling and<br />

not keeping up with the growth in our business resulting in more difficulties<br />

for a driver on the road doing his job. I think this crunch will<br />

go on a long time even though purists will try to address it because<br />

the gap between what these guys are paid and what they ought to<br />

be paid is so vast. Truckers have been squeezed downward actually;<br />

their rates in real dollars have gone down for a number of years and<br />

they simply don’t have the money to pay these folks what they would<br />

like to pay. Will we get some relief? Yes, I think that is happening<br />

now. Is it enough to resolve the capacity issue? No. To one respect<br />

this benefits a trucking company because it gives them economic leverage<br />

that they haven’t enjoyed for a very long time. On the other<br />

hand, it will threaten companies because you just can’t keep shrinking<br />

and selling trucks as your driver force reduces and I believe that’s<br />

going on throughout the country.<br />

38 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

That being said, what can the trucking industry do collectively to<br />

address this problem?<br />

There are limits on what can be done collectively because the antitrust<br />

laws prohibit by criminal and civil sanctions carriers combining to<br />

increase their prices they charge to the customers. So that can’t be done<br />

either with several companies or in the industry. There are some things<br />

that possibly can be done. One thing I know TCA is reviewing at the moment<br />

is to see if they can find any data that would support a rulemaking<br />

to change the driver age from current 21 to 18, with some conditions.<br />

That was tried in the year 2000 but it failed for lack of scientific data.<br />

Other things that are ongoing are things that try to make a driver’s life<br />

better, such as increasing rest stops and increasing driver health and a<br />

host of things like that. The real answer to all of this lies in the laws of<br />

economics and it does appear that those are at work right now.<br />

What would you say to shippers who disregard a driver’s time and<br />

what would you say to trucking companies that allow their drivers<br />

to be treated in such a fashion?<br />

What I would say is you better educate your top management and<br />

you better do it quickly. As I said before, the driver is now No. 1. That<br />

means our sales folks and I believe a lot of other people will be working<br />

for freight that is friendly to drivers. As a result, we’re most competitive<br />

where that’s the case and we’re least competitive where that’s not the<br />

case. So, I believe what economics will cause in time and maybe a very<br />

short time, is those shippers who have abusive practices will not be able<br />

to move their freight or it will come at a very high cost. One thing TCA is<br />

working on in a positive light is a program to thank those shippers who<br />

do have good practices by using positive reinforcement. I know that’s in<br />

the works and it’s in the nature of, “I caught you doing something good.”<br />

And I think shippers will covet that award.<br />

Does the political will exist to accomplish having the latest<br />

iteration of HOS altered or is it here to stay for years to come?<br />

What political will? I haven’t seen any political will on anything in a<br />

very, very long time. I think the short answer is no.<br />

What accomplishments made by TCA are you most proud of during<br />

your time in leadership?<br />

I think something very significant has happened in the last three terms<br />

between Gary Salisbury, Robert [Low] and myself and will be forwarded<br />

by successors. You know, <strong>Truckload</strong> <strong>Authority</strong> has been a great thing for<br />

the association. It’s an incredible communication piece that adds value to<br />

our members and I think it’s getting better every time. I’ve been proud to<br />

watch it continue to grow. The team, the officer core, embarked on strategic<br />

planning this year. In May, they came up with a very good plan, everybody<br />

has bought in. Staff created some practical action plans around that<br />

so staff has bought in. And one of the highlights of all of that I think, that<br />

was started by Robert, is driver health. I think that is gaining more momentum.<br />

I think this officer group is outstanding. I think they’re in accord<br />

with what’s important and there’s a focus and direction that will continue<br />

to add value in the coming years. I feel good leaving that behind for us.<br />

What advice will you give to incoming Chairman Dunn?<br />

My biggest advice would be to remind people of some of the good things<br />

we do. Remind people of the value you get from being involved. You need<br />

to network in this environment where it’s getting harder and harder to run<br />

a trucking company. Shepard will be fine, he doesn’t need my advice. I just<br />

look forward to watching him do what I know he’s able to do and will do.<br />

What is next for you?<br />

What is next for me — I’m looking forward to several years of tight<br />

capacity. I’m challenged by several years of a tanked driver market. I<br />

will continue as past chairman for one year, so I’m not completely uninvolved<br />

yet. And then I plan to continue my involvement in TCA and continue<br />

my increasing involvement in ATA.<br />

On behalf of all TCA members and all of us at <strong>Truckload</strong> <strong>Authority</strong>,<br />

we thank you sincerely for your effort and your outstanding<br />

leadership this year.<br />

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TCA <strong>2014</strong> www.<strong>Truckload</strong>.org | <strong>Truckload</strong> <strong>Authority</strong> 39

<strong>Spring</strong> Edition | TCA <strong>2014</strong><br />

Member Mailroom<br />

What is the Ambassador Club?<br />

TCA created its prestigious Ambassador Club in 1996<br />

as a way to honor companies that have maintained membership<br />

with the organization for 25 years or longer.<br />

Each year at the Annual Convention, companies are<br />

honored if they are being inducted into the Ambassador<br />

Club for the first time, or if they have reached the next<br />

milestone of membership longevity.<br />

The carrier with the longest membership is Craig<br />

Transportation. The late Dale Craig and his son Lance,<br />

the second and third generations to lead the company,<br />

are TCA past chairmen.<br />

Below is a list of the 98 members of the Ambassador<br />

Club along with the year they became a TCA member.<br />

Craig Transportation Co. 1941<br />

Truck One, Inc. 1948<br />

RJW, Inc./Bestway Systems, Inc. 1950<br />

B & T Express, Inc. 1951<br />

Dameo Trucking, Inc. 1951<br />

Warren Transport, Inc. 1952<br />

FFE Transportation Services, Inc. 1956<br />

Houff Transfer, Inc. 1956<br />

Refrigerated Food Express, Inc. 1956<br />

Apgar Bros. 1960<br />

Online Transport, Inc. 1960<br />

Schilli Transportation Services 1960<br />

Reed Trucking Co. 1961<br />

Anderson Trucking Service, Inc. 1966<br />

CRST International, Inc. 1966<br />

D.M. Bowman, Inc. 1966<br />

Crete Carrier Corporation 1968<br />

Howell’s Motor Freight, Inc. 1968<br />

Dart Transit Company 1970<br />

Melton Truck Lines, Inc. 1970<br />

Witte Brothers Exchange 1970<br />

Cresco Lines, Inc. 1971<br />

Diamond Transportation System, Inc. 1971<br />

Sammons Trucking 1971<br />

C.R. England, Inc. 1978<br />

Con-way <strong>Truckload</strong> 1978<br />

Heartland Express 1978<br />

Art Pape Transfer, Inc. 1979<br />

Davis Transport, Inc. 1979<br />

Decker Truck Line, Inc. 1979<br />

Dennis Truck Lines, Inc. 1979<br />

Freymiller, Inc. 1979<br />

Great Dane Trailers 1979<br />

Marten Transport, Ltd. 1979<br />

Millis Transfer, Inc. 1979<br />

Tennant Truck Lines, Inc. 1979<br />

DeBoer Transportation, Inc. 1980<br />

K and J Trucking, Inc. 1980<br />

Mill Corporation 1980<br />

PAM Transport, Inc. 1980<br />

1st Guard Corporation 1982<br />

Carrier Transicold 1982<br />

Contractual Carriers, Inc. 1982<br />

Cummins, Inc. 1982<br />

Eaton Corporation 1982<br />

J.J. Keller & Associates, Inc. 1982<br />

Navistar, Inc. 1982<br />

Utility Trailer Manufacturing Co. 1982<br />

Volvo Trucks North America 1982<br />

CrossGlobe Transport, Ltd. 1983<br />

GE Capital, Transportation Finance 1983<br />

HireRight, Inc. 1983<br />

May Trucking Co. 1983<br />

Prime, inc. 1983<br />

Weinrich Truck Line, Inc. 1983<br />

Baldwin & Lyons, Inc. 1984<br />

Bestway Express, Inc. 1984<br />

Stevens Transport, Inc. 1984<br />

TravelCenters of America and Petro 1984<br />

Badger Utility, Inc. 1985<br />

BDR Transport, Inc. 1985<br />

Dutch Maid Logistics 1985<br />

Rand McNally & Company 1985<br />

Comdata Corporation 1986<br />

Land Span, Inc. 1986<br />

Pilot Flying J 1986<br />

Swift Transportation Co., Inc. 1986<br />

TransCore 1986<br />

U.S. Xpress Enterprises, Inc. 1986<br />

Venezia, Inc. 1986<br />

Gordon Trucking, Inc. 1987<br />

Interstate Distributor Co. 1987<br />

JBS Carriers 1987<br />

National Carriers, Inc. 1987<br />

Baylor Trucking, Inc. 1988<br />

Crane Composites 1988<br />

Mercer Transportation Co., Inc. 1988<br />

Transportation Costing Group, Inc. 1988<br />

Wabash National Corporation 1988<br />

Ameri-Co. Carriers, Inc. 1989<br />

Celadon Group, Inc. 1989<br />

Challenger Motor Freight, Inc. 1989<br />

Detroit Diesel Corporation 1989<br />

Earl L. Henderson Trucking Co. 1989<br />

Epes Transport System, Inc. 1989<br />

Fikes Truck Line 1989<br />

G&P Trucking Co., Inc. 1989<br />

Great West Casualty Company 1989<br />

J&R Schugel Trucking, Inc. 1989<br />

John Christner Trucking, Inc. 1989<br />

Kenworth Truck Company 1989<br />

Michelin North America 1989<br />

Omnitracs, LLC 1989<br />

Peterbilt Motors Company 1989<br />

Pride Transport 1989<br />

Sherman Bros. Heavy Trucking 1989<br />

Scopelitis, Garvin, Light,<br />

Hanson & Feary P.C. 1989<br />

Sunrise Express, Inc. 1989<br />

40 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

<strong>Spring</strong> Edition | TCA <strong>2014</strong><br />

Talking TCA<br />

D elivering m o r e t h a n<br />

W<br />

reaths<br />

Story by Aprille Hanson<br />

Laying wreaths at the<br />

Tomb of the Unknown Soldier<br />

On Saturday, Dec. 13, 89 trucking companies sent their trucks<br />

rolling across the United States with unique and precious loads<br />

— 540,000 wreaths to more than 900 locations in honor of veterans<br />

who served this country, many of whom paid the price of freedom<br />

with their lives. It was all part of the annual National Wreaths<br />

Across America Day, the staple event for the nonprofit Wreaths<br />

Across America, which again could not have been possible without<br />

the help of the trucking industry. And according to TCA officials, big<br />

logistical changes are on the horizon for this year’s wreath-laying<br />

ceremony.<br />

“We’re very dependent on the trucking industry which delivers<br />

all the wreaths free of charge,” said Karen Worcester, who founded<br />

the organization with her husband Morrill. “It just shows how much<br />

people believe in the mission we have to remember, honor, teach.”<br />

Wreaths Across America became an official nonprofit in 2007<br />

and was founded to remember the sacrifices military service men<br />

and women make for our freedom. WAA has several educational<br />

and ceremonial offshoots, but it’s biggest draw has always been the<br />

wreath-laying ceremony at Arlington National Cemetery in Arlington<br />

County, Va., and other locations throughout the United States.<br />

With a $15 donation, a wreath is placed at the grave of a veteran.<br />

But in order to make the day a reverent reminder of the heroes<br />

this country was built upon takes planning, talent in driving and<br />

logistics and a passionate group of volunteers. This is where the<br />

trucking executives and drivers come in.<br />

This year, 152 loads were delivered. Morrill “Rob” Worcester II<br />

is one of Karen and Morrill’s six children who help with Wreaths<br />

Across America. Rob, who works for the Worcester Wreath Company<br />

which supplies the wreaths, has been a WAA coordinator on<br />

the trucking side of this event for many years.<br />

“At this point we have partnered up with TCA; they basically<br />

have opened up their contact list and put it in their system to try to<br />

get new carriers and solicit for help,” Rob said. “We also have some<br />

of their members help with logistics as well,” including TCA spokesperson<br />

Debbie Sparks, who Rob pointed out, “has a huge amount of<br />

contacts in the industry. A good portion of her time goes to this.”<br />

Sparks said every year has been a learning experience for how<br />

to best distribute the wreaths and <strong>2014</strong> will be the most promising<br />

yet.<br />

“We now have three years of data,” she said, adding that TCA<br />

will have carriers sign up for what routes they want to take in September<br />

and have a set plan in October. “We’re doing it the trucking<br />

way … it will be operational; they’re going to apply trucking intelligence.”<br />

Taking both WAA’s spreadsheet data on the wreaths as well as<br />

TCA’s collected dispatch data from previous wreath-laying ceremonies,<br />

TCA will utilize technology and incorporate a stronger emphasis<br />

on logistics with the help of TCA At-Large Officer Aaron Tennant,<br />

president and CEO of Tennant Truck Lines, Inc.<br />

“Once we have the destinations for the wreaths, we can use<br />

technology to optimize the routing. This will yield more efficient<br />

transport and allow the carriers to sign for their preferred destinations<br />

earlier for planning and efficiency,” Tennant said.<br />

TCA <strong>2014</strong> www.<strong>Truckload</strong>.org | <strong>Truckload</strong> <strong>Authority</strong> 41

“I hope this will attract more carrier participants<br />

as coordinating the logistics will be less<br />

burdensome. The use of cross docks within the<br />

optimization will also allow carriers to participate<br />

with a load to a more favorable destination.”<br />

Tennant Truck Lines has already been involved<br />

in the event, allowing its headquarters<br />

in Colona, Ill., to be used as a loading facility so<br />

drivers coming from the West Coast don’t have<br />

to travel all the way to the East Coast to pick<br />

wreaths up, Rob said.<br />

“It’s continued at a pace<br />

of growing at 40 percent a<br />

year,” Rob said of trucking<br />

company participation. “It<br />

was 60-something companies<br />

last year, about a 100<br />

loads last year. We’re continuing<br />

to grow.”<br />

Rob said if a trucking<br />

company has to back out<br />

for some reason, it has<br />

never caused a problem<br />

because those companies<br />

have offered to pay another company to take<br />

on the load, at no charge to the nonprofit.<br />

“The generosity in the trucking industry, it<br />

gets emotional at times because you have a<br />

time crunch. Next thing you know, you’re having<br />

a trucking executive step up and say, ‘You<br />

know what, we’re going to make this happen,’”<br />

Rob said. “There are quite a few individuals<br />

that have continued to do this. There’s a dozen<br />

guys who keep in touch with me through the<br />

years and have had great experiences and plan<br />

their Christmas season around the trips … They<br />

want to complete the mission with us.”<br />

Rob pointed to Barry Pottle, past chairman<br />

of TCA and president and CEO of Pottle’s<br />

Transportation, Inc., of Bangor, Maine, who has<br />

helped since the organization became a nonprofit.<br />

Rob said the second year, the organization<br />

needed about 20 trucks to volunteer to<br />

deliver the wreaths and Pottle was one of a list<br />

of people in the New England area that Morrill<br />

Worcester called.<br />

“He’s been instrumental in getting us deeper<br />

“it’s just remarkable. I don’t think words can explain<br />

how it’s taken off. I’m just amazed at how the trucking<br />

industry has come together to support Wreaths Across<br />

America and our veterans.”<br />

into the industry,” Rob said. “He said, ‘I’d like to<br />

help you get this done; it’s important to get this<br />

done.’ He helped us through a couple seasons<br />

with the contacts he has in the industry … It<br />

got to the point where we needed more than 50<br />

trucks and the TCA through him jumped in to<br />

help us. Barry Pottle was our networking.”<br />

That first year and many years after, Pottle<br />

drove the truck himself and was in charge of<br />

dispatching all the trucks. This year, his company<br />

also helped deliver wreaths.<br />

“I think it’s just remarkable. I don’t think<br />

words can explain how it’s taken off. We all get<br />

asked so much to donate to certain things and<br />

everyone wants you to give, give, give. I think<br />

this is just a thing people want to give to,” Pottle<br />

said. “I’m just amazed at how the trucking<br />

industry has come together to support Wreaths<br />

Across America and our veterans … It’s really<br />

good for the veterans, and our trucking industry<br />

really relies on a lot of the veterans to drive<br />

for us.”<br />

When he was delivering wreaths, Pottle said<br />

he made several stops along<br />

the way at schools and VFW<br />

halls to spread the WAA message<br />

and one woman is still<br />

a vivid memory, showing her<br />

support for the cause.<br />

“There’s one moment that<br />

really touched me more than<br />

anything, I think, when I was<br />

driving down this road in<br />

Massachusetts or Connecticut.<br />

There was a woman on<br />

the side of the road waving at<br />

me, with her hand over her<br />

heart and I could read her lips; she was saying<br />

‘thank you.’ You don’t know if she lost her<br />

son, daughter, father [during military service].<br />

It meant a lot to her. Those things bring tears<br />

to your eyes knowing you’re helping. It’s something<br />

you’ll always remember.”<br />

The participation of trucking companies<br />

grows every year and Pottle said, “No matter<br />

who you call, people are always willing to<br />

help.”<br />

“A lot of the guys donate the time; trucking<br />

companies they donate the fuel, the truck, the<br />

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42 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

CAT <strong>Truckload</strong> <strong>Authority</strong> 021414_Layout 1 2/13/14 5:38 PM Page 1<br />

drivers. Once a driver does it he always wants to do it. Then it grows<br />

into something big,” Pottle said. “It’s been a great thing. For some of us<br />

that haven’t been in the military, it’s a way to give back to the veterans,<br />

the fallen heroes that have given their lives for our freedom.”<br />

To continually encourage more truckers to be involved even if they<br />

can’t haul the wreaths, the organization unveiled “Trucking’s Patriot<br />

Pair” (in partnership with TCA and Pilot Flying J), where drivers can<br />

order two wreaths at $15 apiece — one for the grill of their truck, the<br />

other going to a grave at Arlington on their behalf.<br />

To spread the word, the Worcesters and other WAA staff and volunteers<br />

went to a Pilot Flying J in Connecticut, handing out 500 free<br />

wreaths to truckers.<br />

“It was kind of a learning curve,” trying to explain about the wreaths<br />

to truckers in a rush to get to their destinations. “We just realized for<br />

as many people that know about Wreaths Across America, there’s a lot<br />

more that don’t. But we did have the opportunity to explain and when<br />

people did understand, they just loved it,” Karen said.<br />

This year, she said the nonprofit hopes to keep building up volunteers<br />

and donations for the wreaths to fill up Arlington National Cemetery<br />

as much as possible for the cemetery’s 150th anniversary.<br />

“We want to really challenge people; we’ve got some creative ideas<br />

we’ll announce regarding the teaching part,” Karen said. “We’re trying<br />

to have people make connections with the families of these loved ones<br />

… to find out more about their character. What makes us great as a<br />

country is the hundreds of years … that people have been willing to lay<br />

down their life for this country.”<br />

On the trucking side of the ceremony, Tennant said companies and<br />

drivers can expect “a quick load to a destination of their choice,” and of<br />

course, a sense of pride from giving back.<br />

“It gives me great pride to support the event, as I deeply believe in<br />

the WAA mission. I receive even more pride when I see the excitement<br />

throughout our organization and the desire to partake in any way they<br />

can,” Tennant said.<br />

“Some donate time, others financially, but they are all so humble and<br />

proud. It excites me to become further involved when employees, their<br />

families and friends participate and understand the true purpose.”<br />

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www.<strong>Truckload</strong>.org | <strong>Truckload</strong> <strong>Authority</strong> 43<br />

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2013 Driver of the year<br />

Presented by:<br />

Six professional truck drivers have made the cut as the top<br />

contenders in the 2013 Driver of the Year competition hosted by the<br />

TCA and Randall-Reilly Business Media & Information Company.<br />

Company Driver of the year Nominees<br />

Results are in and the <strong>Truckload</strong> Carriers Association and<br />

CarriersEdge have announced the 20 trucking companies<br />

from across North America which are winners in the<br />

<strong>2014</strong> Best Fleets to Drive For.<br />

The annual survey and contest, now in its sixth year, identifies<br />

for-hire trucking companies that provide the best workplace<br />

experiences for their drivers.<br />

Bison Transport<br />

Winnipeg, Manitoba<br />

Brian Kurtz Trucking Ltd.<br />

Breslau, Ontario<br />

Fremont Contract Carriers<br />

Fremont, Neb.<br />

FTC Transportation<br />

Oklahoma City<br />

Central Oregon Trucking Co.<br />

Redmond, Ore.<br />

Gordon Trucking, Inc.<br />

Pacific, Wash.<br />

Reuben Dupsky<br />

Fremont Contract<br />

Carriers, Inc.<br />

Fremont, Neb.<br />

Jack Fielding<br />

Bison Transport<br />

Winnipeg, Manitoba<br />

Allan Raffay<br />

Prime, inc.<br />

<strong>Spring</strong>field, Mo.<br />

DJ Knoll Transport Ltd.<br />

Emerald Park, Saskatchewan<br />

Grammer Industries, Inc.<br />

Grammer, Ind.<br />

owner-operator of the year Nominees<br />

TCA honors<br />

Thomas Miller<br />

Prime, inc.<br />

<strong>Spring</strong>field, Mo.<br />

Bryan Smith<br />

Art Pape Transfer, Inc.<br />

Dubuque, Iowa<br />

Terrance Smith<br />

SLH Transport<br />

Kingston, Ontario.<br />

It is always such a privledge to be able to<br />

work with professional drivers of this caliber. I<br />

wish we could give every one of them the title<br />

of ‘Driver of the Year.’<br />

— Tom B. Kretsinger, Jr., TCA Chairman 2013-14<br />

President & CEO, American Central Transport<br />

TCA’s Driver of the Year competition recognizes and pays tribute to<br />

the outstanding company and owner-operator truck drivers who<br />

provide reliable and safe truck transportation in moving the nation’s<br />

goods.<br />

The finalists and subsequent grand prize winners are selected based<br />

on their ability to operate in a safe manner on the public highways,<br />

their efforts to enhance the public image of the trucking industry, and<br />

their positive contributions to the communities in which they live.<br />

To be eligible for the contests, driver applicants had to meet certain<br />

minimum criteria, such as having driven one million consecutive,<br />

accident-free miles. Trucking companies were limited to nominating<br />

only five drivers for each contest. Previous grand prize winners were<br />

not eligible to enter either contest again.<br />

Driver applicants were evaluated based on operating information,<br />

work history and safety record. Each also submitted a 300-word essay<br />

explaining why he/she is a good “trucking citizen” and why they<br />

should be a candidate for the grand prize. Equipment specifications,<br />

business plans and financial statements were also reviewed for the<br />

owner-operator candidates.<br />

38 th annual national fleet<br />

safety awards<br />

Presented by:<br />


The Difference is Service<br />

E<br />

ighteen companies have been named division winners in<br />

the 38th annual National Fleet Safety Awards. Sponsored by<br />

Great West Casualty Company, the awards recognize trucking<br />

companies that demonstrate a superior commitment to safety<br />

and accident reduction.<br />

Companies applying for the National Fleet Safety Awards have completed<br />

the first of a two-step process. First, their accident frequency<br />

per million miles driven was calculated for each of six mileagebased<br />

divisions. The top three division winners were selected and<br />

have been audited by an independent expert to verify their accident<br />

frequency numbers.<br />

In addition to focusing the spotlight on companies th<br />

is performing as a whole. With the continued decrease i<br />

members exhibit on a daily basis.<br />

44 <strong>Truckload</strong> <strong>Authority</strong> | www.<strong>Truckload</strong>.org TCA <strong>2014</strong>

®<br />

Presented by:<br />

Each year, I am more and more amazed at the innovative programs these fleets are implementing, regardless<br />

of their size. And several of the Best Fleet winners are also in contention for TCA’s National Fleet Safety Awards, so<br />

clearly these are not just nice places to work — they’re also safe.<br />

— Chris Burruss, TCA President<br />

Grand Island Express<br />

Grand Island, Neb.<br />

Halvor Lines, Inc.<br />

Superior, Wis.<br />

Kriska Holdings Ltd.<br />

Prescott, Ontario<br />

Landstar System, Inc.<br />

Jacksonville, Fla.<br />

Load One LLC<br />

Taylor, Mich.<br />

Motor Carrier Service, Inc.<br />

Northwood, Ohio<br />

Paramount Freight<br />

Systems LLC<br />

Fort Myers, Fla.<br />

Prime, inc.<br />

<strong>Spring</strong>field, Mo.<br />

Sue Vinje Trucking<br />

Superior, Wis.<br />

TimeLine Logistic<br />

International Ltd.<br />

Saskatoon, Saskatchewan<br />

Transpro Freight Systems Ltd.<br />

Milton, Ontario<br />

Trimac Transportation<br />

Calgary, Alberta<br />

In addition, five companies have<br />

been identified as “Fleets to<br />

Watch” (honorable mentions) for<br />

demonstrating innovation in their<br />

driver programs:<br />

• Drive Logistics Windsor, Ontario<br />

• Erb Group of Companies<br />

New Hamburg, Ontario<br />

• Roehl Transport, Inc. Marshfield, Wis.<br />

• Steelman Transportation, Inc.<br />

<strong>Spring</strong>field, Mo.<br />

• Tennant Truck Lines, Inc.<br />

Colona, Ill.<br />

s industry excellence<br />

There will be honors galore to bestow on TCA member carriers during our annual convention<br />

March 23-26 at the Gaylord Texan in Grapevine, Texas as the association recognizes the Best Fleets to Drive<br />

For, National Fleets Safety Award winners, Company Driver of the Year and Owner-Operator of the Year.<br />

The awards ceremony will take place on the evening of March 25, <strong>2014</strong> and is among the highlights of the meeting as<br />

we take time to recognize the accomplishments of those among us who have excelled during the past year.<br />

Division winners will be recognized<br />

during the annual TCA convention<br />

in Dallas, at which time<br />

the grand prize winners — one<br />

in the less than 25 million miles<br />

category and one in the more<br />

than 25 million miles category<br />

— will be announced.<br />

Companies are listed according<br />

to the order they placed within<br />

each category:<br />

Division I (Less than 5 million miles)<br />

1. FTC Transportation, Inc.<br />

Oklahoma City<br />

2. Specialty Transport, Inc.<br />

Knoxville, Tenn.<br />

3. Art Papa Transfer, Inc.<br />

Dubque, Iowa<br />

Division II (5-14.99 million miles)<br />

1. Brian Kurtz Trucking LTD<br />

Breslau, Ontario<br />

2. MacKinnon Transport, Inc.<br />

Guelph, Ontario<br />

3. Diamond Transportation System, Inc.<br />

Racine, Wis.<br />

Division III (15-24.99 million miles)<br />

1. A&A Express, Inc.<br />

Brandon, S.D.<br />

2. Convoy Systems LLC<br />

Kansas City, Kan.<br />

3. Jett Express, Inc.<br />

Dayton, Ohio.<br />

Division IV (25-49.99 million miles)<br />

1. N. Yanke Transfer Ltd.<br />

Saskatoon, Saskatchewan<br />

2. Erb International, Inc.<br />

New Hamburg, Ontario<br />

3. Hill Brothers Transportation<br />

Omaha, Neb.<br />

Division V (50-99.99 million miles)<br />

1. May Trucking Co.<br />

Salem, Ore.<br />

2. Groupe Robert, Inc.<br />

Rougemont, Quebec<br />

3. J & R Schugel Trucking<br />

New Ulm, Minn.<br />

Division VI (100 million or more miles)<br />

1. Bison Transport, Inc.<br />

Winnipeg, Manitoba<br />

2. Gordon Trucking, Inc.<br />

Pacific, Wash.<br />

3. FFE Transportation Services, Inc.<br />

Lancaster, Texas<br />

s that work hard to achieve stellar safety records, these awards give us a glimpse of how well the industry<br />

e in the total contest fleet vehicle accident ratio, it demonstrates the forward safety thinking that our carrier<br />

— Jerry Waddell, chairman of TCA’s Safety & Security Division<br />

Safety Director, Cargo Transporters Inc., Claremont, N.C.<br />

TCA <strong>2014</strong> www.<strong>Truckload</strong>.org | <strong>Truckload</strong> <strong>Authority</strong> 45

Mark Your<br />

Calendar<br />

MaY <strong>2014</strong><br />

Safety & Security Annual Division Meeting - May 18-20<br />

- Hyatt Regency at the Arch, St. Louis. Register online at<br />

<strong>Truckload</strong>.org or contact TCA at (703) 838-1950 for more information.<br />

Exhibitor opportunities available.<br />

JulY <strong>2014</strong><br />

Refrigerated Division Annual Meeting - Grand Summit Hotel,<br />

Canyons Resort in Park City, Utah. Find more information at<br />

<strong>Truckload</strong>.org or contact TCA at (703) 838-1950.<br />

March <strong>2014</strong><br />

Annual Convention - March 23-26 - Gaylord Texan Hotel,<br />

Grapevine, Texas. Register online at <strong>Truckload</strong>.org or contact<br />

TCA at (703) 838-1950 for more information. Exhibitor opportunities<br />

available.<br />

<strong>2014</strong> Scholarship Fund Gala - March 24 - Gaylord Texan<br />

Hotel, Grapevine, Texas. Register online at <strong>Truckload</strong>.org or<br />

contact TCA at (703) 838-1950 for more information.<br />

april <strong>2014</strong><br />

“Driver Recruiting in a Mobile World” - April 10 - Webinar.<br />

Find more information and register online at <strong>Truckload</strong>.org.<br />

SepteMber <strong>2014</strong><br />

<strong>2014</strong> Independent Contractor Division Annual Meeting<br />

- Sept. 4 - Renaissance O’Hare Suites, Chicago. Find more<br />

information at <strong>Truckload</strong>.org or contact TCA at (703) 838-1950.<br />

<strong>2014</strong> Open Deck Division Annual Meeting - Sept. 4-5 -<br />

Renaissance O’Hare Suites, Chicago. Find more information at<br />

<strong>Truckload</strong>.org or contact TCA at (703) 838-1950.<br />

March 2015<br />

Annual Convention - March 8-11 - Gaylord Palms Hotel,<br />

Orlando, Florida. Find more information at <strong>Truckload</strong>.org or contact<br />

TCA at (703) 838-1950. Exhibitor opportunities available.<br />

46 4 <strong>Truckload</strong> auThoriTy <strong>Authority</strong> | |<br />

www.<strong>Truckload</strong>.org<br />

www.<strong>Truckload</strong>.org<br />

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