Truckload Authority - August/September 2018

capitol recap | HIGHWAY ANGELS | SCHOLARSHIP WINNERS
OFFICIAL PUBLICATION o f t h e Truckload Carriers Association
AUGUST/SEPTEMBER 2018
CAN DEMOCRATS REGAIN
CONTROL OF CONGRESS?
In this issue
STAYING
POWER
Recruiters, dispatchers play pivotal
role in preventing driver turnover
plugging
electric
trucks
Industry recharged by the endless possibilities
don’t lean on me
New drivers need to stop relying on GPS, develop navigational skills

GET BEHIND A TIRE THAT RIDES
AHEAD OF
ITS CLASS
30% BETTER REMOVAL MILEAGE THAN
CONTINENTAL HSL2 ECO PLUS †
STEER
FS591
At Firestone, we back up our promises so you never have to
back down on yours. That’s why we guarantee the durability
and dependability of our tires with an unparalleled 90-Day
Buy & Try Guarantee. Your reputation rides on every tire—
choose one that’s ahead of its class.
See your Firestone Sales Representative for details.
COMMERCIAL.FIRESTONE.COM
*Certain conditions and limitations apply. † The Firestone FS591 is the most dependable, longest wearing long haul steer tire in its class/segment. Fleet evaluation in long haul applications with multiple users demonstrated the majority of
tested FS591 tires had at least 30% better removal mileage than the average CO HSL2 Eco Plus tire. Actual results will vary depending on several factors such as tire size, operating conditions, maintenance, road conditions and driving style.

AUGUST/SEPTEMBER | TCA 2018
President’s Purview
Our Success is
Defined by Your Input
You’ve heard me say this before — the roadmap to TCA’s success is defined
by our officers and refined by the needs of the entirety of our engaged membership
— and now is the time that proves how true that statement really is. At
no point in the year are the myriad voices and perspectives of truckload more
necessary than in the late summer and early fall, when the key players in the association
meet to discuss where TCA is now and the direction it will be heading
in the near future.
In August, the TCA officers gathered in Bend, Oregon, for our yearly Officer’s
Planning Meeting. This was a week of big discussions, innovative ideas, and the
tough talks that any association needs to continue to grow and improve. I am
proud to report that next year’s budget was approved, and I must thank the TCA
team for the many long hours they put into planning ahead and creating departmental
budgets that are both reasonable and creative.
With the success of our Officer’s Planning Meeting, it’s now time to turn to our
broader membership for input on TCA’s course of action. September 24-26, we
will be having our Fall Business Meetings in Washington, D.C. These important
meetings will bring together TCA’s committees to engage in more granular discussions
to provide guidance in specific areas such as regulatory policy, highway
policy, recruitment and retention, and more. If you are already an active member
of a committee, you know how integral these discussions are in guiding TCA’s
actions over the next year; but if you have never taken part in TCA committee
meetings, I cannot stress enough how important it is that we have you and your
unique perspective in those rooms. Your voice will be critical in shaping how TCA
operates.
Whereas the committee meetings will allow you to help shape TCA policy,
your voice will also be critical in helping to create the federal changes our industry
needs. When you attend our Second Annual Call on Washington you’ll meet with
members of Congress, their key staff, and federal regulators to discuss legislation
and regulations affecting your company and the industry. Your government leaders
need to hear from you, and we as truckload must work as one unified group
to have our experiences and expertise guide the decisions being made on our
behalf. Every single additional voice proudly sharing the truckload story will make
the totality of our message that much stronger and make it more likely that real,
substantive changes will occur. We need you there.
John Lyboldt
President
Truckload Carriers Association
jlyboldt@truckload.org
as a cannoneer with Battery C at a remote fire support
base in 1967. Purchase a ticket or a table and help us to
honor Sergeant Davis and all the brave men and women
who have served our country.
Between the Fall Business Meetings, Call on Washington,
the Wreaths Gala, and the opening of the application
periods for our Best Fleets to Drive For, Fleet Safety,
and Driver of the Year contests, this is sure to be a busy
and exciting time for TCA and our members. Only with
your continued engagement will these events be successful.
I look forward to seeing you in Washington soon.
September will also be a big month for engaging with TCA in other ways. The
Sixth Annual Wreaths Across America Charitable Gala on September 26 will be a
night of patriotism you won’t want to miss. The night’s keynote speaker, Sergeant
Sammy Davis, is a Medal of Honor recipient and will tell his brave tale of service
PRESIDENT’S PICKS
Chat With the Chairman
TCA Chairman Dan Doran talks about
regulatory issues immediately ahead
Page 26
Inside Out
Globe-hopping Kathryn Sanner joins
TCA as manager of government affairs
Page 34
Those Who Deliver
With its six divisions, Best Logistics
Group truly “can handle that”
Page 38
TCA 2018 www.Truckload.org | Truckload Authority 3

You Can’t Be In 100 Places At Once.
But We Can.
Great Dane’s AdvantEDGE program connects you to a nationwide parts and service
network with more than 100 locations—giving you a single point of contact for ordering
and invoices, a fixed pricing model and 24-hour emergency road service for your trailer.
Together, we can ensure the safe and efficient delivery of your goods. Let’s go.
Enroll for free today: GreatDane.com/AdvantEDGE
GREAT DANE AND THE OVAL ARE REGISTERED TRADEMARKS OF GREAT DANE LLC. 701 ELV 0217

Phone: (703) 838-1950
Fax: (703) 836-6610
CHAIRMAN OF THE BOARD
Dan Doran, President
Doran Logistics, LLC
AUGUST/SEPTEMBER 2018
PRESIDENT
John Lyboldt
jlyboldt@truckload.org
VICE PRESIDENT - GOV’T AFFAIRS
Dave Heller
dheller@truckload.org
AT-LARGE OFFICER
Roy Cox, President
Best Logistics Group
ASSISTANT EDITOR
Dorothy Cox
dlcox@thetrucker.com
AT-LARGE OFFICER
Dave Williams, Executive VP
Knight Transportation
PRODUCTION MGR. + ART DIRECTOR
Rob Nelson
robn@thetrucker.com
EXECUTIVE VICE PRESIDENT
William (Bill) Giroux
wgiroux@truckload.org
VP - OPERATIONS AND EDUCATION
James J. Schoonover
jschoonover@truckload.org
FIRST VICE CHAIR
SECOND VICE CHAIR
Josh Kaburick, CEO Dennis Dillinger, President
Earl L. Henderson Trucking Company Cargo Transporters
TREASURER
Jim Ward
President & CEO
D.M. Bowman, Inc.
SECRETARY
John Elliott, CEO
Load One, LLC
IMMEDIATE PAST CHAIR
Rob Penner
President & CEO
Bison Transport
ASSOCIATION VP TO ATA
Bill Reed Jr., Chairman & CEO
Skyline Transportation
AT-LARGE OFFICER
Mike Eggleton, Jr., Vice President
Raider Express, Inc.
publication are not necessarily those of TCA.
In exclusive partnership with:
Phone: (800) 666-2770 • Fax: (501) 666-0700
TRUCKING DIVISION SVP
David Compton
davidc@targetmediapartners.com
GENERAL MGR. T RUCKING DIV.
Megan Cullingford-Hicks
meganh@targetmediapartners.com
MARKETING MANAGER
Meg Larcinese
megl@targetmediapartners.com
VICE PRESIDENT + PUBLISHER
Ed Leader
edl@thetrucker.com
EDITOR
Lyndon Finney
editor@thetrucker.com
ASSOCIATE EDITOR
Klint Lowry
klint.lowry@thetrucker.com
PRODUCTION + ART ASSISTANT
Christie McCluer
christie.mccluer@thetrucker.com
NATIONAL MARKETING CONSULTANT
Dennis Bell
dennisb@targetmediapartners.com
PRESIDENT’S PURVIEW
Definition of Success by John Lyboldt | 3
LEGISLATIVE UPDATE
Midterm Election Turmoil | 6
Senate Toss-Ups | 10
Capitol Recap | 12
TRACKING THE TRENDS
Staying Power | 16
Plugging Electric Trucks | 20
Don’t Lean on Me | 22
A CHAT WITH THE CHAIRMAN
Halftime with Dan Doran | 26
MEMBER MAILROOM
SPONSORED BY MCLEOD SOFTWARE
Educational Opportunities | 32
TALKING TCA
Safety Recap | 33
Inside Out with Kathryn Sanner | 34
Carrier Profile with Best Logistics Group | 38
Reefer Recap | 40
Small Talk | 42
Important Dates to Remember | 46
REACHING TRUCKING’S
TOP EXECUTIVES
T H E R O A D M A P
© 2018 Trucker Publications Inc., all rights reserved. Reproduction without written permission
prohibited.
All advertisements
and editorial materials are accepted and published by Truckload Authority and its exclusive partner,
Trucker Publications, on the representation that the advertiser, its advertising company and/
or the supplier of editorial materials are authorized to publish the entire contents and subject
matter thereof.
Such entities
and/or their agents will defend, indemnify and hold Truckload Authority, Truckload Carriers
Association, Target Media Partners, and its subsidiaries included, by not limited to, Trucker
Publications Inc., harmless from and against any loss, expense, or other liability resulting from
any claims or suits for libel, violations of privacy, plagiarism, copyright or trademark infringement
and any other claims or suits that may rise out of publication of such advertisements and/or
editorial materials.
Cover Courtesy:
Rob Nelson/The Trucker News Org.
and Fotosearch
A-Z Photography: P. 26, 27
Best Logistics Group: P. 3, 38, 39
Chris Cone Photography: P. 3, 28, 29, 30
FMCSA: P. 13
FotoSearch: P. 6, 7, 8, 10, 11, 13, 14, 15, 20, 21, 22, 23, 32
J.B. Hunt: P. 24
J.J. Keller: P. 12
Kathryn Sanner: P. 36, 37
Stay Metrics: P. 16, 17, 18, 19
TCA: P. 3, 31, 33, 35, 40, 42, 43, 44, 45
The Trucker News Org.: P. 15, 16, 17, 18
“Truckload Authority provides us with
PROFESSIONAL CONTENT on
the LATEST HAPPENINGS in our
industry. It gives our team A MUCH
MORE IN-DEPTH LOOK at the
people and the issues that shape truckload
today. There is a good reason it is called the
‘Truckload Authority.’”
- John Elliott
CEo load onE, llC
TRUCKING’S MOST ENTERTAINING
EXECUTIVE PUBLICATION
TCA 2018 www.Truckload.org | Truckload Authority 5

AUGUST/SEPTEMBER | TCA 2018
Legislative Update
Can Democrats regain control
of the Senate (and House)?
By Lyndon Finney
Harken back some 40 years to 1978.
Arkansas’ upstart attorney general, a relatively unknown politician
named William Jefferson Clinton, easily won the governor’s
office, a continuation of the state’s moderate progressive political
period which began with the 1966 election of Republican Winthrop
Rockefeller.
Clinton tried to do too much during his first two years in office
and was stung by two issues that frayed the nerves of Arkansas’
generally conservative political residents despite the
fact they had traditionally voted Democratic.
First, Clinton doubled the price of car tag fees,
angering many in a state that is always near the
bottom of the income grid in the United States.
Second was the arrival of some 20,000 Cuban
refugees at Fort Chaffee just east of Fort Smith on
the Arkansas-Oklahoma border who, with the permission
of the Cuban government, left the island to
seek a new life in the U.S.
Some of the refugees who had family or sponsors
in the U.S. were quickly processed out of the fort.
Several thousand others were stuck there
for several weeks and on June 1, 1980, rioted,
burning several buildings.
The Republican gubernatorial candidate in
1980, a banker named Frank White, quickly
seized the Cubans and car tags as two of the
reasons Clinton had not done well in his first
term, and Arkansas voters agreed, electing
White by a 51.93 percent-48.07 percent margin.
Clinton reformed his political direction and in
1982 regained his office, defeating White 54.71
percent to 45.29 percent.
Ten years later, Clinton was elected president
and brought many of his Arkansas contemporaries
to Washington — much to the angst of many Capitol
insiders.
The House and Senate remained Democratic as
they had pretty much for the previous 60 years.
During the campaign, he had promised to reform
healthcare and even appointed his wife Hillary to spearhead
the effort, but his efforts failed and what’s more,
Republicans claimed Clinton was not the new Democrat he
claimed he was during the 1992 campaign, but rather a taxand-spend
liberal.
Republicans revolted and rather than campaign independently
in each district during the 1994 midterm election, GOP candidates
chose to rally behind a single program, offering in exchange for
6 Truckload Authority | www.Truckload.org TCA 2018

Clinton’s policies a new “Contract With America,” a 10-point
legislative plan to cut federal taxes, balance the budget and
dismantle various welfare programs enacted and expanded
by Democrats.
Americans bought into the contract, with Republicans taking
control of both the House and Senate.
Clinton, realizing Americans were unhappy with his policies,
became more centric and easily won re-election.
Now it’s 2018, and while there’s no Clinton to kick around
anymore, the stakes of this year’s midterm elections are as
high as they were in Arkansas in 1980 and in Washington in
1992.
In the period since Donald Trump’s election as president,
Washington has been plagued with a do-nothing, harshly partisan
Congress, and while in reality both parties are to blame,
the American people seem to be poised to drain the Congressional
swamp and give the blue party a chance to run things
on Capitol Hill.
History says the president’s party loses seats in the first
election following his inauguration.
But will that hold true in 2018? And if so, how many seats
will his party lose?
It might even be that voters are ready to send new blood
to Washington, even if it means casting out members of Congress
from their own party.
One only has to look at what happened in New York City in
the Democratic primary.
Alexandria Ocasio-Cortez, 28, defeated incumbent Joe
Crawley, the Democratic Caucus Chair, in the primary on June
26, in what has been described as the biggest upset of the
2018 election season thus far.
Ocasio-Cortez is a member of the Democratic Socialists
of America and has been endorsed by various politically progressive
organizations and individuals.
Crawley was seeking his fourth term to represent New
York’s 14th Congressional District after serving as representative
from the 7th District beginning in 1999.
It wasn’t really even close, with Ocasio-Cortez winning 57
percent of the vote.
“He was pretty well entrenched in his position, so to say his
loss is a shock is pretty much an understatement,” said David
Heller, vice president of government affairs at the Truckload
Carriers Association. “In fact, it was massive shock. It was a
blow that shows the upcoming midterm election is anybody’s
ballgame.”
While many pundits are focusing on the Senate, where the
GOP holds a slim 51-49 advantage and where at least seven
seats are being called “toss-ups” by Real Clear Politics, some
are beginning to wonder aloud if the House, where Republicans
hold a 236-193 margin with six seats unfilled, could be
a turnover, too.
Take, for instance, the races for the House seat from
Ohio’s 12th District, where voters went to the polls August 6
to choose a replacement for Rep. Pat Tiberi, a Republican who
resigned to work in private business.
At press time, Republican Troy Balderson had 101,772
votes to 100,208 for Democrat Danny O’Conner, which
amounts to a 1,564-vote difference.
But there are 3,435 provisional ballots that have yet to be
counted.
What’s more, Ohio law requires an automatic recount if
two candidates are ultimately separated by less than onehalf
a percentage point, and with the afore listed vote totals,
Balderson’s lead is only fourth-tenths of 1 percent.
Early in the race, O’Conner was given little chance to win
given the facts that Trump carried the district by 11 points
and that Tiberi won by 37 points in 2016.
Since Republicans typically are friendlier toward trucking
than Democrats, Heller and other industry executives are
casting a wary eye toward November.
“Obviously, we will be watching these races without a
doubt,” Heller said. “If the Democrats take control of the
House, it presents an interesting landscape because currently
you have strong Republicans in the House and Senate.
With the Republicans controlling all three venues it makes it
somewhat of an easy time [getting pro-trucking legislation]
passed. If any of that landscape changes, it’s a whole new
ballgame.”
Heller blames inaction as cause of voter unrest.
“Partisanship has been rather strong. One side blames the
other and vice versa, many times over the same issue,” he
said. “Traditional strongholds of both parties have often come
up contested these days. That hasn’t always been the case.
A strong Republican part of the country based on a strong
Republican officeholder may not be the case anymore. Look
at every bill out there today. Nothing gets done on its own.
Rather, they are often attached to a larger bill.”
Heller believes that regardless of which party holds power,
inaction still may be an issue.
“The harsh reality is we need to come together and work
on things that really make sense,” he said. “For instance, we
start having talks about ELDs and exemptions. We don’t need
to exempt these devices, we need to support the mandate
that was put in place, and there is a reason this mandate
came about. People were submitting fraudulent logs, and so
obviously, we have to prove that can no longer be the case.
We have to tell the true story.”
There have been documented cases of a president achieving
bipartisan success in getting major legislation
through a Congress of the opposite party.
Both were former governors who
defied political stereotypes, wrote
Jack Markell in a 2012 article on
the website, Politico.com.
Both worked with political
opponents to confront
the challenges facing the
nation and craft bipartisan
solutions. Reagan
worked with a Democratic
Congress to pass
comprehensive immigration
and tax reforms.
Clinton worked with a
TCA 2018 www.Truckload.org | Truckload Authority 7

Republican Congress
to reform welfare
and keep moving
toward federal surpluses.
For example, Reagan,
confronted with
mounting deficits, agreed
to deficit-reduction measures
that cut spending and raised revenue
in tandem.
Markell noted that Reagan decried the
notion that members of Congress would “bring the government
to the edge of default” to force the president to
accept their approach to deficit reduction. “This brinksmanship,”
Reagan said, “threatens the holders of government
bonds and those who rely on Social Security and
veterans benefits,” along with America’s “well-earned
reputation for reliability and credibility — two things that
set us apart from much of the world.”
So when did partisanship pretty much become the
norm?
“I wish I could tie it to a particular incident, but I don’t
know of one. It just seems more brazen,” Heller said. “As
social media started coming out and new channels began
to appear it started to change, especially when particular
media outlets would take a party spin.”
Heller said Americans have so much information at
their fingertips right now that individual opinions can be
easily swayed, noting now that the news cycles are 24
hours long, what is a big story one day takes the back
pages the next because something else has come out.
Everyone is tied to their cellphones and have news reports
almost instantaneously.
Without a doubt, Heller says, information provided
through social media is often misinformation.
“Our president will address the nation in 140 characters
or less,” Heller said. “[It] probably leads to a lot of
misinformation being spread.”
The outcome of the election could impact how Congress
and the administration deal with trucking concerns,
sleeper berth flexibility being at the top of the list.
“Sleeper berth flexibility is the direction this industry
has to go because we now have electronic logging
devices and they tell the story: Our drivers are not
doing what they need to be doing and that is drive.
That’s no fault of their own,” Heller said. “It’s the fault
of outside influences such as detention time, weather,
congestion. Sleeper berth flexibility is absolutely paramount.”
Passage of legislation to prevent states from enacting
their own rest and meal break laws is just behind the
sleeper berth issue.
“The F4A needle has to be moved,” Heller said. “No
longer can trucking companies be penalized for following
the federal law. That’s what they are supposed to do. They
work in interstate commerce, but yet they are being found
guilty of not upholding state meal and rest break laws.”
The trucking industry is certainly concerned that partisanship
will continue uncontrolled — and that might
impact such issues as the attempt to cut back on regulations.
In that case, it would likely be the Republicans who
would have to reach out with the olive branch.
“A lot has been said about repealing regulations,”
Heller said, “but make no mistake. There are regulations
out there that are truly good regulations. Eliminating the
need for sensible regulations is a concern. We need to talk
about sensible regulations. And it has to be bipartisan in
nature. Safety is not a particular party issue. Safety is a
roadway issue and accidents don’t just involve Democrats
or Republicans.”
The question in electing new representation is how
they will respond when they get to Washington.
During the campaign they say they are going to Congress
to do the will of the people they represent.
But when they get to Washington, they get caught
up in the current partisan culture and the “people” be
damned, he said.
“The question becomes where have we been and
where are we going?” Heller said. “One of the key issues
during the election was the nation’s infrastructure. We all
talked about it. We said we need infrastructure and here
it is in August and we are not having serious discussions
about what needs to be done to repair our roads and
bridges. Instead we’re just kicking the can down the road
and focusing more on social media fake news and anything
else that seems to be going on.”
No doubt about it, the time for inaction is long gone,
Heller emphasized.
“We as a country can’t support inaction. We have to
rise to the occasion and find people who want to get
things done,” he said. “And that has to be done in a bipartisan
fashion. It has to happen when both sides of
the aisle come together and pass rules that make sense,
particularly about the infrastructure. Everybody has to be
involved because rebuilding this nation is essential to just
about everything. Trade, economics, shipping, retail. Infrastructure
is paramount to those.”
There is hope for action, Heller said.
“Our nation is starting to breed some really great ideas
from our next-generation type of thinkers. Technology is
exploding in the trucking industry because there are new
ideas,” he said. “It’s an opportunity to do things differently.
It’s moving the needle on the right things to do. I think
those ideas will start creeping into other things, politics
being one of them as evidenced by that primary in New
York. You had a new thinker, someone who traditionally
hadn’t been part of the establishment, and she stepped
up and beat an incumbent who was thought to be widely
favored. I think that’s going to be the status quo from
now on. New ideas are being maintained. Someone’s willing
to challenge the status quo to do things a little bit
differently and make a difference.”
8 Truckload Authority | www.Truckload.org TCA 2018

TM
Easy ELD switch
BIG
difference FREE
HARDWARE!
No Gimmicks!
If your current ELD provider isn’t delivering on its promises,
switch to one that will.
DEDICATED CUSTOMER CARE SPECIALISTS l 24/7 DRIVER SUPPORT l IMPLEMENTATION SERVICES
DRIVER ROADSIDE INSPECTION HOTLINE l
FREE DRIVER TRAINING RESOURCES
DATAQs CHALLENGE SERVICE l REGULATORY EXPERTISE l NO CONTRACTS
FREE ELDs l QUICK ELD INSTALLATION
Fleet Management System
with ELogs
Test drive our solution with
FREE ELDs
JJKeller.com/DontStayStuck
855.693.5338
PC 201966

Senate
Races
7 toss-ups that could decide control
Here’s a look at each of those races.
ARIZONA
Candidates
Republican candidates are U.S. Rep. Martha McSally, former state Sen.
Kelli Ward and former Maricopa County Sheriff Joe Arpaio.
Democratic candidates are U.S. Rep. Kyrsten Sinema and Deedra Abboud.
There is no incumbent since Sen. Jeff Flake decided not to seek re-election.
Polls
In the GOP race, McSally leads Ward 33.3 percent to 25.3 percent; Arpaio
has 19.5 percent. Sinema is considered a shoo-in for the Democratic
nomination.
In a head-to-head between McSally and Sinema, the Democrat holds a 45
percent to 38 percent lead over McSally.
While some political pundits are predicting that the Democrats could win
back both the House and the Senate, it’s much easier to see how that could
be accomplished in the senior chamber where Republicans hold a slim 51-
49 majority and where widely respected Real Clear Politics, a Chicago-based
political news and polling data aggregator, classifies seven races as toss-ups —
Arizona, Florida, Indiana, Missouri, Nevada, North Dakota and Tennessee.
Race at a glance
• Arizona primaries held August 28
• When Flake decided not to run, the GOP establishment initially struggled
to find a replacement candidate to take on Ward in the primary. That changed
when McSally, the first woman U.S. history to command a combat aviation
unit, opted to run for the seat.
• The entrance of controversial Maricopa County Sheriff Joe Arpaio has the
potential to split the populist vote and perhaps open the door for McSally to win.
• In the GOP primary, the latest Real Clear Politics average poll data show
McSally holding a 33.3 percent to 25.3 percent lead with Arpaio at 19.5 percent.
• The Associated Press reports that Sinema has only “nominal” opposition
for the Democratic nomination and said Flake’s seat is within her reach.
• A Sinema victory in November could have big implications beyond control
of the Senate, signaling an opportunity for Democrats to make inroads in the
Southwest.
MISSOURI
Candidates
Missouri’s Democratic incumbent Sen. Claire McCaskill and current
Republican Attorney General Josh Hawley are set to face each other.
Polls
McCaskill holds a 1 point lead over Hawley.
Race at a glance
• It’s a state where President Donald Trump won by 19 percentage points
in the 2016 election and Republicans control every statewide elected office
except the auditor’s office and have supermajority control of the state House
and Senate.
• Real Clear Politics reports that the state has swung dramatically toward
Republicans over the course of the past decade; Barack Obama narrowly lost
the state in 2008, while Trump won by 20 points. However, if the national
environment remains poisonous for Republicans, McCaskill may survive
another term.
• As attorney general, Hawley touts himself as having earned a reputation
for taking on the big and the powerful to protect Missouri workers and
families, “battling big government and big business, the special interests,
organized crime, and anyone who would threaten the well-being of
Missourians.”
INDIANA
Candidates
Incumbent Democratic Sen. Joe Donnelly is running for re-election to a
second term against businessman and former State Representative Mike
Braun.
Polls
Real Clear Politics has Braun 1 point ahead.
Race at a glance
• Congressmen Luke Messer and Todd Rokita beat each other up in the GOP
primary, allowing Braun to take advantage of the bloodshedding and win
the nomination. Braun hasn’t been thoroughly vetted because Messer and
Rokita focused so much of their fire on each other.
• The danger for Democrats is that someone who hasn’t been to Washington is a
pretty good foil for Donnelly in an environment where a Democratic senator is
running in a red state. Real Clear Politics considers Donnelly in deep danger.
• According to Politico, “Donnelly is constantly dogged by Republicans
aiming to unseat him” while also facing “disgruntled Democrats who think
he’s far too conservative.”
• Braun said he is running because Indiana voters are ready for leaders “who
can break the stranglehold career politicians have on control of the federal
government and bring conservative change to Washington.”
10 Truckload Authority | www.Truckload.org TCA 2018

NORTH DAKOTA
Candidates
Republican Kevin Cramer, who holds North Dakota’s one seat in the House
of Representatives, is challenging incumbent Democrat Heidi Heitkamp,
who is seeking a second term.
Polls
Cramer leads Heitkamp 44 percent to 43.5 percent.
Race at a glance
• Heitkamp was thought to be a winner for another term until Cramer, who’s
served three terms in the House, announced his candidacy. Pundits said when
Cramer announced, the competitiveness of the race increased exponentially.
Heitkamp is popular, but Cramer has won repeatedly in the same state, by
increasingly large margins.
• Heitkamp gives Democrats the best chance they could hope for in this
blood red state, but it is an open question whether that chance is good
enough.
• Many anticipated that the race would be a pickup for Republicans.
But, Real Clear Politics reported, 2012 Republican nominee Rick Berg
underwhelmed, while the Democrats rallied around former Attorney General
Heitkamp, who proved to be a fiery campaigner and a good fit for the state.
• Heitkamp has been critical of Trump’s trade policies, saying they have
threatened the economic livelihood of North Dakota’s agriculture and energy
producers.
• North Dakota ranks fifth in the nation in terms of residents 65 and older
and Cramer is quick to point out his support of those senior adults, recently
announcing he would cosponsor House Resolution 1026, an effort that calls
on Congress to protect Social Security, as it provides “an essential benefit for
current enrollees and should be strengthened for future generations.”
FLORIDA
Candidates
Incumbent Democrat Sen. Bill Nelson vs. current Republican Gov. Rick
Scott.
Polls
Scott holds a 1-point lead over Nelson.
Race at a glance
• According to the most recent Real Clear Politics average poll data, Scott
holds a 1-point lead over Nelson, who is considered by many the last of a
dying breed of moderate white Southern Democrats. First elected to the
House in 1978, Nelson’s voting record was quite conservative.
• Gun control is an expected key issue for this race. The election comes
less than nine months after the Stoneman Douglas High School shooting
in Parkland, the deadliest school shooting in American history that killed
17 people. Nelson has also mentioned the Orlando nightclub shooting that
occurred in June 2016 and killed 49 people, stating that “nothing was done”
by Scott’s administration.
• Both men are extremely popular among the state’s voters. Nelson currently
holds a 47 percent-29 percent approval rating; Scott a 58 percent to 31
percent approval rating.
TENNESSEE
Candidates
In Tennessee, where incumbent Sen. Bob Corker is not running for reelection,
Republican Rep. Marsha Blackburn is seeking to become the first
woman to represent Tennessee in the Senate. Should her opponent, former
Gov. Phil Bredesen, win, he would become the first Democrat to win a
Tennessee Senate race since Al Gore was re-elected in 1990.
Polls
In the most recent Real Clear Politics poll, Blackburn leads Bredesen by 4.5
percentage points.
Race at a glance
• Given that the Democrats failed to win this seat in 2006, when Corker
first won, it seems like a stretch to believe that they can do so in today’s
Tennessee, although the national environment will probably keep Bredesen
in the game.
• On his website, Bredesen says that “out-of-control partisanship is killing
our country” and points to what he calls his long track record “of bringing
Democrats and Republicans together to get things done for Tennessee.”
He said as a businessman, mayor and governor, he was known for his
bipartisan approach to problem solving and careful fiscal management.
• Republicans have been quick to criticize Bredesen’s record as governor.
They claim that while Bredesen was in the governor’s office, the number of
Tennesseans on unemployment nearly doubled. Bureau of Labor Statistics
data show that when Bredesen became governor in January 2003, the state
had about 149,000 unemployed people. When he left in January 2011, it had
about 296,000.
• Blackburn said she is running to help fix a “broken” Senate.
NEVADA
Candidates
Incumbent GOP Sen. Dean Heller prepares to take on a serious challenge
from Democrat Jacky Rosen, who represents Nevada’s 3rd Congressional
district.
Polls
Rosen leads Heller by six-tenths of a point.
Race at a glance
• Democrats have sharply focused on Nevada as a takeaway state as
incumbent Heller prepares to take on a serious challenge from Democrat
Rosen.
• Nevada was once considered a swing state that leaned slightly to the right. It has
since become the opposite, giving Barack Obama a seven-point victory in 2012
while simultaneously electing Dean Heller to the Senate by one point. In 2016, the
state shifted right, still voting for Hillary Clinton, but only by two points.
• Because of the consistent swing nature of the state, Heller is now cited by
many observers as perhaps the most vulnerable incumbent Republican in the
U.S. Senate up for re-election in 2018, a year with few of that type.
• Rosen took Heller to task for supporting the so-called “skinny” repeal of
the healthcare act. She said Trump “is trying to pull up the ladder behind
him, leaving the middle class stranded while his super-wealthy buddies turn
the federal government into a source of enrichment for themselves.”
• Heller voted for Trump’s agenda 96 percent of the time in 2017, according
to Rosen.
TCA 2018 www.Truckload.org | Truckload Authority 11

CAPITOL RECAP
A review of important news coming out of our nation’s capital.
By Lyndon Finney, Klint Lowry and Dorothy Cox
With ELDs done and dusted, the Federal Motor Carrier Safety Administration says from their CMV inspections, the rate of
compliance was 99.14 percent, making it pretty much “universal.” Now it’s time to mine the ELD data to drive more change for the
better, from needed HOS flexibility to flagrant detention time scofflaws. It appears more changes are in the offing for CSA, as FMCSA
withdrew its latest changes so it can concentrate on an overhaul recommended by the National Academy of Sciences. And speaking of
overhauls, FMCSA and state agencies are working on getting their computer systems upgraded. Meanwhile, the trucking industry is
still battling tolls and freight is still booming. But will it continue to boom? That and more are explored in this latest Capitol Recap.
‘UNIVERSAL’ ELD COMPLIANCE
December 18, 2017, came and went; so did April 1, 2018 — the soft
and hard enforcement dates, respectively, for the ELD mandate — and the
world didn’t orbit off its axis or the U.S. fall into the sea.
By midyear, the Federal Motor Carrier Safety Administration had
launched a new page on its website declaring that according to its nearly
600,000 inspections nationwide, there was a 99.14 percent compliance
rate for the devices, making conformity nearly “universal.”
The page’s main feature was a graph that shows the rate at which
drivers have been cited for Hours of Service violations during the past
year. It was color-coded to divide the year into three time periods: the
leadup to the ELD mandate, the period from the soft rollout to the full
rollout, and the two-plus months since the full rollout.
The graph tracked the rate of total driver inspections from month to
month along with the percentage of drivers each month who were cited
for at least one HOS violation.
FMCSA spokesman Duane DeBruyne explained the graph represented
violations of daily or weekly HOS time limits, such as the 14-hour daily
total service rule, and didn’t include those cited for not having a required
electronic recording device.
The chart indicated a significant downward improvement over the past
year in the number of HOS citations issued. The chart showed only 0.64
percent of inspections conducted in May 2018 led to HOS violations, a
rate that is less than half of the 1.31 percent it was in May 2017.
The most notable spot on the graph marked a sharp, sudden decline in
HOS violations immediately as the ELD mandate went into its soft rollout
phase in December, from 1.19 percent to 0.83 percent in that one-month
period. A second, slow but steady drop was also seen beginning in March,
shortly before full enforcement began, and continuing to the present.
While the graph appeared to imply a direct relationship between
implementation of the ELD mandate and improved HOS compliance,
CSA CHANGES WITHDRAWN
In an effort to make a substantive change to the CSA safety
evaluation program rather than a piecemeal fix, the Federal Motor
Carrier Safety Administration has withdrawn its most recent
proposed changes to CSA so it can concentrate on a more sweeping
overhaul suggested by the National Academy of Sciences (NAS).
A key recommendation of the NAS for an overhaul of CSA’s Safety
Measurement System (SMS) was that FMCSA build a new system of
data collection and analysis called the Item Response Theory or IRT,
which is said to be more about probabilities than tallying violations.
there was nothing to indicate whether that’s yielded any measurable safety
benefits yet, which the Owner-Operator Independent Drivers Association
immediately pounced on.
OOIDA also cited the various exemptions applied for by groups and
carriers, saying it was proof the mandate needs to be reworked.
David Heller, vice president of government affairs for the Truckload
Carriers Association, questioned just how extensive the list of exemptions
is becoming and added that the statistics from FMCSA represent a positive
step that is part of a process.
The near-universal use of electronic logging provides the industry with
an opportunity, Heller explained. While ELDs are monitoring drivers’
compliance with HOS rules, they are compiling an enormous amount of
data. “It’s telling the story of drivers’ lives that we’ve anecdotally been
telling for years, but now we have the data that supports it,” he said.
In background information accompanying its withdrawal
announcement FMCSA noted that “the NAS cautioned the agency
against making changes to the algorithm based on ad-hoc analysis and
instead to rely on the IRT.”
The Fixing America’s Surface Transportation or FAST Act required
NAS to conduct a study of CSA and SMS, the agency’s current
algorithm for identifying patterns of non-compliance and prioritizing
carriers for intervention.
In a report to Congress on its findings, NAS gave benchmarks for
12 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018

J. J. KELLER’S ELD INSIGHTS
Appropriate Off-Duty Uses for
Personal Conveyance
for development of IRT:
• In September, run a small-scale IRT model test
• In April 2019, run a full-scale IRT model test
• In June 2019, evaluate test results and effectiveness of the full-scale model.
The rationale for IRT is that FMCSA needs “a more formal, statistical model to
replace the current SMS algorithm and that the agency should focus on improving its
data, including exposure and crash data,” the NAS report to Congress said.
The FMCSA proposals that were withdrawn include changes to the intervention
thresholds used by the agency to decide which carriers are a crash risk; segmenting
the hazardous materials BASIC and making it public; making the violation for
operating out-of-service show up under the unsafe driving BASIC rather than under the
specific violation BASIC; increasing the maximum vehicle miles traveled in its carrier
calculations; making the intervention threshold in the vehicle maintenance BASIC the
75th rather than the 80th percentile; raising the controlled substances BASIC to the 90th
percentile; and keeping the 65th percentile the intervention threshold for unsafe driving,
crash indicator and HOS compliance.
TIME FOR AN UPGRADE
Federal Motor Carrier Safety Administration Chief Ray Martinez wasn’t kidding
when he told Truckload Authority that it’s imperative FMCSA gets its computer systems
upgraded and generating good data.
FMCSA June 18 issued an interim final rule delaying certain aspects of its Medical
Certification integration in order to give FMCSA and state licensing entities more time
to get their IT systems coordinated and up to speed.
The delay changed the deadline from June 22 this year to June 22, 2021.
The FMCSA administrator said prior to his confirmation hearings that the agency’s
The recently published FMCSA guidance on personal conveyance provides
additional flexibility for fleets that choose to allow their drivers to utilize
off-duty driving for personal conveyance. The flexibility comes from the
removal of the “unladen” term, which eliminates the strict requirement for a
driver’s vehicle to be “empty,” as well as the appropriate use scenarios in
Interpretation Question #26 from §395.8.
Each personal conveyance scenario will be reviewed by enforcement based
on at least these four primary points:
1. Is the driver ill or fatigued?
2. Is the driver off duty?
3. Is the move purely personal, with no benefit to the business?
4. Is the move to strictly seek the closest, safe place to park, even if a driver
has moved along the route line to the next business-related location?
Examples of appropriate uses of a CMV for personal conveyance while off
duty include, but are not limited to:
• Time spent traveling from a driver’s en route lodging (such as a motel or
truck stop) to restaurants and entertainment facilities.
• Commuting between the driver’s terminal and his or her residence,
between trailer-drop lots and the driver’s residence, and between work
sites and his or her residence. In these scenarios, the commuting distance
combined with the release from work and start to work times must
allow the driver enough time to obtain the required restorative rest as to
ensure the driver is not fatigued.
• Time spent traveling to a nearby, reasonable, safe location to obtain
required rest after loading or unloading. The time driving under personal
conveyance must allow the driver adequate time to obtain the required
rest in accordance with minimum off-duty periods under 49 CFR 395.3(a)
(1) (property-carrying vehicles) or 395.5(a) (passenger-carrying vehicles)
before returning to on-duty driving, and the resting location must be the
first such location reasonably available.
• Moving a CMV at the request of a safety official during the driver’s
off-duty time.
• Time spent transporting personal property while off duty.
• Authorized use of a CMV to travel home after
working at an offsite location.
For a copy of our Personal Conveyance fact sheet,
visit JJKeller.com/PC
www.Truckload.org | TRUCKLOAD AUTHORITY 13

CAPITOL RECAP
information technology (IT) infrastructure is one of his three top
priorities, the other two being safety issues and expanding and
enhancing relationships with trucking industry stakeholders.
“Our IT infrastructure is a challenge,” Martinez said. “If your IT
infrastructure is not up to the task it is being assigned, then you are
going to have a challenge.”
He said the agency must have good data on which to base its
decisions and that so much of that data is related to the health of the
agency’s IT systems.
In the interim, certified medical examiners or CMEs will continue
issuing the original paper certificates to qualified drivers; drivers will
continue giving state licensing agencies their medical examination
certificates and carrying the certificates with them; motor carriers will
continue verifying their drivers have been certified by a CME listed
on the National Registry; and state licensing agencies will continue to
process paper copies of examiners’ certificates (Form MCSA-5876)
they receive from CDL holders and commercial learner’s permit
holders.
The interim rule doesn’t change the fact that CMEs must report
results of all CMV drivers’ examination results in which the driver
was unqualified, by midnight of the calendar day following the exam.
“We have such a broad base of constituencies here that we are
required to deal with, that we must be reliant on good IT infrastructure,”
Martinez said.
RHODE ISLAND TOLL FIGHT
Leaders of the American Trucking Associations and the Rhode
Island Trucking Association (RITA) have pledged to continue
fighting against what they called “the state of Rhode Island’s
predatory and discriminatory truck-only toll scheme.”
The state June 1 announced that two of its long-delayed truck tolls
WEIGHING IN ON FREIGHT
What goes up, must go down, something truckload carriers know
all too well in an industry that’s by its very nature, cyclical.
Sometimes it’s hard to remember that, though, when the trucking
industry is arguably in its best freight environment since — some
say — deregulation in 1980.
One of those is American Trucking Associations Economist Bob
Costello, who in July at a conference in Nashville, Tennessee, went
on record as saying the trucking business is enjoying its best freight
environment since deregulation. And, he said, he can’t even start
talking about another recession until at least another year goes by.
Anecdotally, some stakeholders say freight could be good for
another 10 years, while others predict it will be closer to Costello’s
estimate.
Trucking is known as a barometer of the nation’s economic health,
so by those standards the economy is certainly booming.
would go online June 4. The rest of the 14 tolls should be activated
over the next 18 months.
“By pressing ahead with her ill-conceived RhodeWorks scheme,
Gov. [Gina] Raimondo is violating the Constitution by interfering
with interstate commerce,” said ATA President and CEO Chris Spear.
“She and her administration were warned of this repeatedly by the
trucking industry and we will continue to fight these unjust tolls by
any means available.”
Trucks make up just over 2 percent of the traffic on the highways
being tolled under Rhode Island’s plan, and to place 100 percent of
the burden for maintaining the state’s roads and bridges on those
trucks will hurt Rhode Islanders and the entire New England region,
stated an ATA news release.
“By imposing these tolls, Gov. Raimondo and her profiteering
allies in Providence are needlessly inflicting economic pain — 94
percent of the costs of these tolls will ultimately be borne by Rhode
Island businesses — and worsening our state’s congestion problems
as study after study has shown that when new tolls are imposed,
traffic simply diverts away from them — thus taking traffic off of
the interstates and putting it on Main Street,” said RITA President
Chris Maxwell.
“Trucking is willing to pay our fair share — to pay more than we
do now — for good roads and bridges. What we are not willing to do
is foot the bill alone for an ill-conceived and illegal highway funding
program that ultimately will become an unwatched slush fund for the
governor’s office,” Spear said.
One of the linchpins to all of this has to be the industry’s ability to
attract — and retain — drivers.
Of particular note is the fact that carrier after carrier is increasing
driver pay and even providing detention time pay, something that’s
not lost on industry analysts.
Some carriers were only paying detention time after two or
three hours, “now they’re paying 100 percent,” said Kenny Vieth,
president and senior analyst at ACT Research.
“You’re afraid that the rate of growth in freight is slowing down
but what we’re seeing is that the industry is still in a meaningfully
capacity restrained” situation with drivers, he said. He added that for
a while, rates should remain tilted in truckers’ favor, not shippers.
Vieth said President Donald Trump’s “tax windfall” has helped
create “a pull-forward demand,” sustaining a healthy economy for
at least another year.
14 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018

There are several things that could hasten the demise of the great
freight environment.
One of those, both Vieth and Costello said, is if trade skirmishes
become an all-out trade war.
The National Retail Federation is also concerned about what
tariffs will do to commerce.
That being said, however, the number of imports at the nation’s
major retail container ports have set two new records highs this
summer and are expected to set another record high for August,
according to the monthly Global Port Tracker report released August
9 by the National Retail Federation and Hackett Associates.
Tax reform and a thriving economy are mostly driving retail sales,
the report said, but part of it seems to be concern over what’s to come
as far as tariffs and trade policies.
Then there’s the supply-and-demand seesaw.
“You know, the higher the cliff the bigger the fall,” Vieth said.
“Our model says that there are about the number of tractors in the
field today relative to the work to be done.”
On the other hand, from this past March to May, the build-out of
tractors decreased because parts manufacturers couldn’t find enough
workers. In June, there was an uptick as more tractors came off
the assembly lines with all their needed components. Before that,
tractors coming off the line were missing various cab components,
even windshields, Vieth noted.
A significant concern he has is the rate of inflation, which could
also blunt the freight boom. Then there are factors like the health of
other industries that impact trucking, like the housing market.
“We just saw the housing starts in the building permits numbers,”
he said, and “they were kind of soft, and the rising interest rates and
the inability to find construction workers and rising home prices”
could mean the economy is starting to slow down.
By the third quarter of 2019, certainly, this freight up-cycle is
“going to be kind of long in the tooth,” Vieth said.
At some point, the industry’s ability to attract drivers will go up
and “at some point freight’s going to roll over and those two lines
will cross. So it’s not a question of if, it’s a question of when.”
A bellwether of when that will happen has to do with interest
rates, Vieth explained.
“Bankers borrow money at short-term rates and they lend money
at long-term rates.” So as long as long-term rates are higher than
short-term rates, things are OK. But “when you get the yield curve to
where the short-term rate is higher than the long-term rate, bankers
are no longer making money on lending.” When that happens,
credit conditions tighten as banks stop lending money, capital dries
up, projects sit for lack of funding and the economy heads toward
recession.
But then nobody has a crystal ball. So stay tuned.
MAN WITH A PLAN
Rep. Bill Shuster, chairman of the House Transportation and
Infrastructure Committee, has drafted “Building a 21st Century
infrastructure,” which isn’t a bill, rather a product of vast amounts
of discussion that have already taken place among his legislative
colleagues from both sides of the aisle, as well with numerous
stakeholders from throughout the nation, he said.
Set to retire next year, Shuster hopes his plan will spur Congress
to finally come up with an infrastructure bill.
The problem, Shuster wrote, is political and bureaucratic red tape
that can delay progress for years, especially when so many opinions
are being floated.
He said the draft is meant to reignite discussions amongst his
colleagues, and he urged “all members to be open-minded and
willing to work together in considering real solutions that will give
America the modern-day infrastructure it needs.”
It calls for the formation of a Highway Trust Fund Commission
that will recommend to Congress ways to achieve long-term solvency
of the HTF, as well as for a provision that allows for Congress to
expedite consideration of legislation on the matter.
The discussion plan calls for the establishment of a national,
volunteer-based pilot program to see whether a per-mile user fee
could be a viable replacement for the existing user fees on gasoline
and diesel. The volunteer-based program would be administered by
the Secretary of Transportation in coordination with the Secretary of
the Treasury.
It also calls for an increase in federal user fees on gasoline and
diesel by 15 and 20 cents, respectively, phased in over a three-year
period, along with similar user fees on alternative fuels. The tax
would end in 2028.
TCA 2018 www.Truckload.org | TRUCKLOAD AUTHORITY 15

AUGUST/SEPTEMBER | TCA 2018
Tracking The Trends
Staying
Power
14.6%
7 to 12
months
Time Drivers Spend Working
for New Carrier
17.6%
1 to 2
years
Recruiters and dispatchers
play a pivotal role in
preventing driver turnover
Y
By Klint Lowry
You never get a second chance to make a first
impression.
Stay Metrics could have used that bit of sage wisdom as
the title of its latest white paper. Instead, the analytics firm
banked on its reputation throughout the trucking industry as a
specialist in the areas of driver retention, engagement and training,
queueing up interest in the document by posing a couple of coverpage
questions:
“Is Early Turnover Damaging the Business? How and What Can
We Do to Stop it?”
The report is based on a statistical premise that would come
as a surprise to no one in trucking: The industry has a turnover
problem. It reached a “historic high” of 95 percent in the third
quarter of 2017, the report says in its opening statement.
It’s also not exactly a revelation that most of that turnover —
72.6 percent — occurs within the first year, with almost half of
those in and out the door in three months or less.
“Considering the costs of recruitment and retention,” the report
states, “one may wonder, what do we know about the leavers and
what can we do to stop them from leaving?”
A research team led by Stay Metrics Chief Science Officer
Timothy Judge set out to satisfy those questions, and along the
way asking and answering others: Do early-stage job leavers
share any common characteristics? Do people who leave early
leave for different reasons than those who stick around a while?
Most important, is there a way companies can forecast and prevent
some of the turnover?
The team drew upon findings from previous research and combined
it with data obtained from Stay Metrics’ orientation surveys, which
have been given to 62,000 drivers at seven days and 45 days into
their employment; and its in-depth Annual Driver Survey, as well as
driver turnover data provided by its 100-plus clients.
Some interesting patterns emerged from the data, some of them
more surprising than others, said Stay Metrics CEO Tim Hindes.
“Every carrier’s different in terms of what the issues are, but
there are some common issues,” Hindes said, “and what the hope
is, is that the carriers glean through this and that they understand
things like recruiter satisfaction and what that has to do with
retention.”
22.4%
3 to 6
months
Less than 3 months
35.6%
4.7% - 3 to 4 years
1.8% - 5 to 6 years
Statistics compiled by
Stay Metrics for a recently
released research report
give a breakdown of how
long professional truck
drivers stay employed at
carriers. This pie chart
shows that nearly threefourths
last a year or less,
with more than 35 percent
quitting within three
months of getting hired.
9
8
7
6
5
1.3% - 7 to 9 years
1.7% - 10+ years
4
3
2
1
16 Truckload Authority | www.Truckload.org TCA 2018

Recruiter Satisfaction
Reduces the Likelihood of Turnover - Especially Early Turnover
A key finding in the Stay Metrics study indicates a strong connection between
driver dissatisfaction with the recruiter who brought them into a carrier and
the likelihood of their quitting early, especially in the first three months.
64.01%
62.52%
59.94%
42.44%
36.22%
34.01%
One finding that may at first seem to fly in the face
of logic is that drivers who quit in three months or less,
called “early leavers” in the report, are actually more
likely to recommend that company to another driver
than those who depart later.
The report divided job-leavers into three categories:
Those who left with positive, negative or neutral feelings
about the company. Among early leavers, 52 percent
reported a positive attitude toward the company.
This was not surprising to Judge and his team,
Hindes said. It can be attributed to what is known as
the honeymoon period, which is something that occurs
throughout the working world. When people start a new
job, they approach everything with a positive attitude.
Even if they decided to leave, it’s with more of a “no
hard feelings” attitude, Hindes said. “It’s not what they
thought it was, but it’s so early they’re willing to give
the benefit of the doubt, a bit, to the company that
some of it might be on them.”
The report shows that the employees who leave with
the most ill will are those who depart between five and
seven years into a job. This implies that people leave
jobs at different stages for different reasons.
The Stay Metrics team also looked at which drivers
tend to be early leavers. Specifically, they looked at
whether age could be a predicter. Hindes said that even
before this project began, he and Judge had talked
about the supposed millennial problem, the popular
dogma being that today’s young adults don’t have a
strong enough work ethic or sense of loyalty.
“Judge said, ‘wait, let’s actually look at the numbers,’”
Hindes said. They broke early leavers into five-year age
groups.
“The reality is there really isn’t much difference,”
Hides said. Millennials, baby boomers and every group in
between were within just a few percentage points of one
another in their likeliness to leave within the first year.
“It wasn’t a big surprise to us, because we’ve been
looking at this data for about a year, but it’s certainly
discussed in the industry that this specific group is a
problem. But it’s really no bigger a problem than the
other age groups.”
They also looked at whether industry experience
made a difference. Here, there was a little bit of an
eyebrow-raiser. The study showed that veteran drivers
— with “veteran” defined as a driver with more than one
year’s worth of experience — were slightly more likely
to be early leavers than rookies.
“The more experienced driver will be quicker to say,
‘yup, I’m cutting bait, I’m leaving,’” Hindes said. If a brandnew
driver senses a problem, they can’t tell off the bat if it’s
a problem with the company or a problem with the whole
industry. They might even wonder if they’re the one with
the problem. They’re more apt to try to work it out.
“The experienced driver can smell the disconnect a
lot quicker,” Hindes said. Call it savvy or being jaded,
“they’re quicker to get a sense of, ‘nope, this isn’t right.’”
Depending on past experience, they may be more apt to
come in with an eye out for red flags and quicker to act
on those perceptions.
TCA 2018 www.Truckload.org | Truckload Authority 17

Dispatcher Satisfaction
91.21%
15.80%
75.41%
The study found that driver dissatisfaction with
their dispatcher is also a significant indicator of
the likelihood of that driver being an early
leaver. While not quite as influential as the
relationship with the recruiter during those
first three months, it remains an important factor
further into their employment.
25.54%
4.88%
20.67%
However, the report showed, of those who last the
first year, those who came in with experience will tend
to stay longer. That same sense of wariness tells them
to stick with a good thing when they find it.
The academic model from which the Stay Metrics
team built their study indicated that in the overall
job market, employee dissatisfaction begins festering
within the first four months. The study concluded that in
trucking, it can start practically out of the gate.
The report shows that drivers’ attitudes toward their
recruiters and their dispatchers by their 45th day of
employment are a strong signal of whether that driver
will be an early leaver.
The recruiter’s role in shaping a driver’s opinion of a
new company is especially crucial, Hindes said.
“They are the ones who set the groundwork for the
driver’s perception of his or her relationship with the
company.”
According to the study, drivers who expressed high
satisfaction with their recruiter have a 22 percent lower
turnover rate in the first three months compared to
those with low satisfaction. Although it diminishes as
the months go by, recruiter satisfaction plays a role in
driver retention throughout that entire first year.
The importance of dispatcher satisfaction is nearly
as pronounced. There was nearly a 16 percent lower
turnover rate in the first three months among drivers
who expressed high dispatcher satisfaction.
“As time goes on, we have seen satisfaction with
dispatchers be predictive of drivers who have been
there almost a year,” Hindes said.
The reasons for the influence of dispatcher and
recruiter satisfaction on drivers’ attitudes are different,
Hindes explained.
Once a driver is on the road, the dispatcher is their
most frequent connection to the company, and they
remain an important influence throughout the driver’s
employment. Data show employees are much more
likely to stay at companies where they have friends.
While the dispatcher doesn’t have to be the driver’s best
buddy, it makes a world of difference if they are at least
work-friends.
Unfortunately, automation and tight workloads have
squeezed out time for idle but psychologically productive
chitchat, Hindes said. Carriers need to impress upon
their dispatchers, and recruiters for that matter, that
the ability to build a relationship with a driver is critical
to being able to hold on to that driver.
“One of the things Stay Metrics does with its clients
is gauge driver satisfaction levels with dispatchers so
carriers can work with dispatchers who need to up their
game,” Hindes said. “What we suggest on the dispatch
side is using a psychometric tool to actually pair a driver
with the right dispatcher.”
While the relationship with the dispatcher may be
key to a driver’s long-term satisfaction, it’s the recruiter
who makes that all-important first impression. At
first, that person is the face of the company to that
driver, and they set the tone for everything that follows,
starting with orientation.
“A lot of carriers have underestimated the value of
the first impression,” Hindes said. “A lot of carriers need
to stop and ask, when was the last time they looked
at their orientation process. Most of them are cookiecutter,
they’re orientating their drivers the same way
they were 12, 15 years ago.
“I tell carriers the most critical call a driver is going
to make is the first call at break, when they’re out in
the parking lot, they pick up the phone and they’re
calling home. And they’re answering the most obvious
question: ‘How do you like it? Did you choose the right
company?’ At that point they’ve only got experience
with the recruiter and about three hours with other
people.”
Orientation, Hindes said, is where the first
impression with the recruiter is tested. One of, if not the
most, important thing that’s going to factor into that
impression is whether the driver believes the recruiter
has been honest. Are the things they’re hearing at
orientation matching up with what they were told when
they signed on?
Something happened to recruiting in this industry,
Hindes said, and he thinks it goes all the way back to
when the CDL laws came into being in the mid-’80s.
18 Truckload Authority | www.Truckload.org TCA 2018

“We’ve stopped the traditional process
of screening and hiring drivers,” he said.
Instead, recruiting has become more of a
sales pitch.
“And some carriers are almost like used
car salesmen,” he added. “You look at some
of the marketing literature out there, some
of the billboards.”
Carriers need to bear in mind that
many drivers will come bearing the
scars of being burned by falsehoods and
misrepresentations at former jobs. You can’t
even get cute with the truth, Hindes said.
If they were told at recruitment they’d be
driving a new truck, then at orientation they
hear, “Yeah, you’re going to get a new truck,
but that only kicks in after you’ve been here
nine months,” drivers aren’t going to take
that as a half-truth; that was a lie.
They have to hear the same thing at
recruitment that they hear at orientation,
Hindes said, and then that better be the
way it is once they get out there or you’ve
laid down a bad foundation.
In order to tell the truth, carriers need
to make sure their recruiters know the
truth. Hindes said when he goes to
seminars and other gatherings, he
asks recruiters how much a typical
driver is making these days at
their company. About 90 percent
of the time, they can’t answer.
“And one of the first questions
a driver’s going to ask is ‘what can
I make here?’” Hindes said. “I ask
them, ‘then what do you tell these
guys?’”
While this report does not delve directly
into the honesty-in-recruitment issue,
Hindes believes the implications of the
study bear out what he’s saying.
“We as an industry have to be much
more transparent with drivers,” he said.
“We have to stop marketing practices that
are misleading, because they’re not helping
you. They’re actually hurting you. That’s
the biggest takeaway I’d like to see come
out of this.”
To obtain a free copy of Stay Metrics’ new
whitepaper, “Is Early Turnover Damaging
the Business? How and What Can We Do to
Stop It?” visit staymetrics.com.
TCA 2018 www.Truckload.org | Truckload Authority 19

By Dorothy Cox
The automotive — and indeed the heavy-duty trucking industry itself
— have been electrified with the idea of how many benefits electric and
hybrid-electric vehicles can bring to the table.
In fact, hardly a day goes by without an email about electric vehicles, and
more OEMs — startup and otherwise — are joining in as time goes on.
Driving that interest are a number of things: Lower fuel costs; lower, even
“zero” emissions; lower total cost of ownership or TCO; an increasing number
of regulations banning diesel vehicles in certain areas, such as urban centers;
government and other subsidies provided to developers and users; and of
course, contributing to a greener world with less carbon footprint.
OEMs are hoping other factors will eventually capture customers’ interest
in electric-powered trucks as well.
“We see diesel vs. electric prices as just one part of the puzzle,” said Daimler
Trucks North America’s Director of E-Mobility Andreas Juretzka. “Other
factors that will influence customers’ purchase decisions are maintenance,
regulation, depreciation costs, as well as the expected decrease in battery
prices over time.”
Daimler, Volvo and Paccar have been offering electric models and carriers
are rushing to complete order forms.
Daimler and Volvo have had the advantage of parlaying their European
electric vehicle expertise in North America, and although electric vehicles
are destined at first for urban centers where they can noiselessly carry
on business at night when there’s less traffic, sights have been set on the
long-haul market.
Daimler was just awarded a $16 million grant by the South Coast Air Quality
Management District or SCAQMD in July for its electric truck development.
Nikola, Tesla and more recently the start-up Thor, have also entered the
picture, as has carmaker Toyota.
On July 30, Toyota officials said the company had taken “the next great
leap” toward the future of zero-emission trucks, unveiling the second iteration
of its hydrogen fuel cell electric Class 8 trucks.
The new truck, known internally as “Beta,” expands on the capabilities of
Toyota’s first Project Portal test vehicle by increasing the estimated range to
more than 300 miles per charge, according to Andrew Lund, chief engineer
for the project.
Since it first began operation in April 2017, Toyota’s Project Portal “Alpha”
truck has logged nearly 10,000 miles of testing and real-world drayage
operations in and around the Ports of Long Beach and Los Angeles while
emitting nothing but water vapor, a Toyota spokesmen said.
Nikola One’s electric motors are powered by a liquid-cooled 320 kWh,
lithium-ion battery pack (over 30,000 lithium cells), which is charged by a
proprietary onboard Nikola Motor Co. turbine powered by natural gas (NG) or
other fuel. The turbine automatically charges the batteries when needed.
Nikola has reportedly received $2 billion or more in orders and 8,000-plus
reservations.
“Nikola’s business model has been vetted, and the investment world is
taking notice,” Nikola Founder and CEO Trevor Milton said August 6.
Then he ticked off accomplishments to date: “So far this year we have
kicked off plans to build the largest hydrogen network in the world with
NEL [a hydrogen fueling solutions company], secured a 800-truck order
commitment from Anheuser-Busch, developed the most energy-dense
battery system on the market with almost 400 watt hours per liter, engineered
a 240 kW fuel cell, kicked-off electric vehicle stability controls
and electric ABS with WABCO, designed a thermo-management and HVAC
system with Mahle, finalized the most advanced Class-8 independent
suspension on the market with Meritor, relocated our company to Arizona
to build our new 150,000-square-foot headquarters and now closed on
$100 million [funding].”
The Tesla tractor can go from zero to 60 mph in 5 seconds unloaded
and has a range of from 300 to 600 miles with an 80,000-pound load.
The longer range was 500 until Tesla Chief Executive Elon Musk said
in a conference call with investors the second week in August that the
larger Tesla truck will get 600 miles of range on one charge traveling at
highway speeds.
So far, Tesla’s prototype has garnered the lion’s share of the attention, and
quite a few large carriers have their own hubs and use local and regional
routes suited to the Tesla’s range. United Parcel Service, Inc. said in December
it was buying 125 Tesla, Inc. all-electric tractors, while Ruan, J.B. Hunt,
Anheuser-Busch, Walmart Transportation LLC, Pepsi and others also have
placed orders.
“Electric energy costs are half those of diesel,” said a Tesla spokesman.
“With fewer systems to maintain, the Tesla Semi provides $200,000-plus in
fuel savings and a two-year payback period.”
The expected base price for the 300-mile-range Tesla is $150,000; for
20 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018

the 600-mile-range it’s $180,000. A base reservation fee for a Tesla Semi is
$20,000, according to the Tesla website.
Kenworth last year rolled out hydrogen-electric prototypes that are to be
used first at Southern California ports.
A prototype Kenworth T680 tractor equipped with a parallel hybrid electric
propulsion system made its public debut at the Advanced Clean Transportation
(ACT) Expo earlier this year. The Kenworth T680 vehicle is part of the
Hybrid Emission Cargo Transport (HECT) demonstration project. It’s funded in
part by the Office of Energy Efficiency and Renewable Energy (EERE), the U.S.
Department of Energy and the SCAQMD.
The T680 HECT truck uses the Cummins Westport ISL G Near Zero (NZ)
emission engine fueled by compressed natural gas (CNG) in combination
with a generator to extend the truck’s battery range. The truck has a 30-mile
zero emissions range using the electricity stored in the lithium-ion batteries.
When the batteries are depleted, the near-zero emission engine turns on to
generate more energy, extending the truck’s range up to 250 miles.
Kenworth’s partner in developing the truck’s parallel hybrid electric propulsion
system is BAE Systems.
“Our near-zero emission hybrid-electric Kenworth T680 has been developed
to evaluate potential alternatives to diesel power for commercial
vehicles,” said Kenworth’s Director of Product Planning Stephan Olsen. “We
believe that in certain applications, such as drayage and regional hauling,
the T680 HECT truck will be an excellent solution for local clean air regulations,
while delivering performance our customers expect. Later this year,
when the truck is placed into service with Total Transportation Services, Inc.
(TTSI) at the Ports of Los Angeles and Long Beach, we anticipate it will perform
equally, or even better than, current diesel trucks.”
Both the T680 HECT and T680 ZECT are currently still in development and
testing.
Daimler officials recently said the OEM is providing more than 30 Freightliner
eCascadias and eM2 electric trucks to Penske Truck Leasing Corp.,
which provides leasing and contract maintenance, safety and compliance
assistance, and NFI Industries, a third-party supply chain solutions provider.
Penske and NFI will be testing the trucks in all weight categories in a joint
venture with Daimler.
According to Daimler, it’s the first OEM in the world to test electrified
trucks in all weight classes. Daimler also is working with customers on route
planning, development of charging infrastructure and service support.
Ten Freightliner eCascadias are going to NFI for drayage efforts from the
Los Angeles and Long Beach ports to warehouses and distribution hubs in
California’s western Riverside and southwestern San Bernardino counties.
According to Daimler, the eCascadia will have up to 730 peak horsepower
at the start of production, with batteries providing 550 Kwh usable capacity
with a range of up to 250 miles and the ability to charge up to 80 percent
(about 200 miles) in about 90 minutes.
The Class 8 tractor is designed for local and regional distribution and
drayage.
The Freightliner eM2 is at present slated for local distribution and lastmile
delivery services and will initially have up to 480 peak horsepower,
with batteries providing 325 Kwh of usable capacity and a range of up to 230
miles. It will able to charge up to 80 percent (approximately 184 miles) in
about 60 minutes.
“We will begin series production of our eCascadia Class 8 heavy-duty
battery electric truck in 2021; we will also begin series production of our
medium-duty eM2 in 2021,” said Daimler Trucks North America’s Juretzka.
This spring, Volvo unveiled its first all-electric truck, the Volvo FL Electric,
then three weeks later showed off the Volvo FE Electric, which Volvo spokesmen
said is designed for heavier city distribution and refuse transport operations,
with gross vehicle weights of up to 27 tons. Sales of the FE electric will
begin in Europe next year.
Volvo called the FE just the latest example of the OEM’s “ongoing work to offer
fully-electric vehicles for applications best-suited for electric vehicles at this time.”
Volvo Trucks President Claes Nilsson said in cities the aim will be to “improve
air quality, reduce traffic noise and cut congestion during peak hours,”
with the electric trucks delivering goods “quietly and without tail-pipe
exhaust emissions early in the morning and late at night.”
The FE Electric and FL Electric both use lithium-ion batteries; the FE and
has a range just under 125 miles, while the Volvo FL has a range of around
186 miles.
According to Jonas Odermalm, product line president for both trucks,
Volvo has “close partnerships with suppliers of charging infrastructure.”
Somehow, it always comes back to the infrastructure.
Next: More about how OEMs are working with customers on the charging
infrastructure for electric vehicles.
TCA 2018 www.Truckload.org | TRUCKLOAD AUTHORITY 21

By Klint Lowry
Doesn’t it sometimes seem like people in trucking
are constantly asking, “What direction is this industry
headed?”
That’s a complicated question that encompasses a
lot of long-range topics. Who can see that far ahead?
For now, Eddy Mullins is more concerned about
drivers who can’t tell what direction their own trucks
are headed.
Mullins has been training truck drivers for J.B. Hunt
since 1999, shortly before GPS and smartphones
exploded onto the market and changed how drivers
navigate, or rather how they let themselves be navigated.
“When you sit up high in a truck, you can see people,
those GPS’s everywhere,” Mullins said. “I see people
who look lost, like they’re just waiting for that voice to
say, ‘turn right in 500 feet.’
“Don’t get me wrong, I love my technology,” he
added. “I’ve got my phone, I’ve got a tablet, I’ve got a
bunch of electronic gadgets. But some things, you still
need to do it the old way.”
But in the last few years, Mullins has noticed his job
getting tougher, as new drivers are coming to him
lacking skills that would have been almost taken for
granted a generation ago.
“I started driving in 1995,” Mullins said. “When I first
started we spent three whole days in class learning
how to read a map and trip plan.
“Nowadays, they just say, ‘put the address in the GPS
and go.’ I’ve trained some fairly new drivers and they’re
like, ‘map? What’s a map? They never taught us that.’”
Along with not knowing how to read maps,
young drivers are also coming to him lacking basic
navigational skills, having never had the experience of
being in situations where they’ve had to visually scan
the surroundings, read street signs and spot addresses
on buildings in order to find their way around.
Maybe even more disturbing is that many new
drivers seem to lack skills that are even more basic.
“I’ll ask them, ‘OK, the way we’re standing here right
now, which direction are we facing? No, no, put the
phone down. Which direction are we facing? If the sun
rises over there, what does that tell you about what
direction we’re facing?”
Part of Mullins’ job has become convincing new
drivers not to be GPS dependent. “I tell them, the GPS
is only a tool,” he said. “You still need to plan your trips
and don’t blindly rely on that thing. It can and will get
you in trouble.”
Mullins isn’t alone in this observation. Carriers
everywhere are having to assess new drivers’
navigational skills when they’re brought aboard. Leslie
Stout, director of safety at CalArk International, Inc.,
said some drivers come to them with well-rounded
navigational skills but most do not. And it isn’t just the
raw beginners they have to watch out for.
“We have to look at experience very closely,” Stout
said. “For instance, even if a driver has 10 months to a
year of experience, if they ran for a company who has
GPS in their trucks then the driver often has no map
reading skills.”
Use it and lose it
Nearly anyone who’s used a GPS with any frequency
has experienced some kind of snafu — the instruction to
turn when there isn’t a road there; being taken around the
block for no apparent reason; the sudden, unannounced
recalculation; or the loss of signal at a most inconvenient
time.
Yet people still hand navigational responsibility to
their GPS, sometimes over their own senses and common
sense. Occasionally, drivers who’ve taken this behavior
to the extreme make the news after driving or almost
driving into lakes, over cliffs and off roads and bridges
that were closed for construction.
Mullins collects these stories along with pictures to
show his trainees of trucks whose drivers allowed a GPS to
lead them into embarrassing and sometimes dangerous
situations.
“They’ll say, ‘what’s he doing on that walking path?’ I’ll
say, ‘he was following his GPS.’ ‘What’s he doing on the
[Atlantic City] boardwalk in a truck?’ ‘He was following
his GPS. See what I’m getting at?’”
One common element to these stories is the drivers
try to blame their predicament on the GPS. In many of
these cases, the stories describe how the driver ignored
22 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018

warning signs, flashing lights and barricades to follow the
devices’s verbal commands.
Mullins has seen and heard the same from drivers he’s
trained. “They’re so focused on listening to that voice,
they’re not aware of their surroundings. Like there’s
a low bridge coming up, or, wait a minute, this is a
neighborhood, what’s a truck doing in a neighborhood?
‘But the GPS says go this way.’ What about those big signs
that say, ‘no trucks’?”
Researchers have shown that the saying, “it isn’t the
destination, it’s the journey that matters” takes on new
meaning when it comes to GPS use and its effect on
drivers. There are definite use-it-or-lose-it consequences
from overreliance on the devices.
In 2016, a study at University College London
compared brain activity between drivers given turn-byturn
instructions from a GPS and drivers using their own
senses. The study found that when drivers used their own
senses, there was a spike in activity in the hippocampus,
the part of the brain responsible for navigation, and in
the prefrontal cortex, the part of the brain responsible for
planning. The spikes occurred literally at every turn and
were more pronounced when the driver had more than
two options.
No such increase in brain activity was recorded in
the drivers who simply followed GPS directions. And
when these drivers were suddenly cut off from GPS
instructions, their brains had not adequately monitored
their progress and they were unable to immediately take
over navigating.
Other studies have indicated that the more people
depend on technology to lead them around, the less they
retain their natural ability to navigate on their own, much
the way muscles weaken from lack of exercise.
In a Japanese study done in 2008, scientists took three
groups of drivers along a route, using either maps, GPS
or no directional aid at all, then asked them to repeat
the route on their own. The drivers who’d used GPS on
GPS devices are a helpful navigational tool. But when
people become so dependent on them that they blindly
follow the machine’s instructions over what their own
experience tells them and what’s right before their eyes,
it can lead to big problems.
the first run were not only outperformed by those who’d
used a map, but by those who used memory alone.
A 2006 study of London cab drivers who’d navigated
that city’s complicated streets for years found these
drivers had above-average development in the area of
the brain that processes spatial representation. The study
also suggested that this pumped-up part of the brain
starts to diminish once the drivers retire.
Roadmap to proficiency
Researchers have found that one of the key problems
with GPS is its focus on an A-to-B route. The driver’s task
is reduced to doing what the voice tells him to do. Even
the map on many GPS units will rotate in the direction
the vehicle is going so there isn’t the directional northsouth-east-west
consistency of a paper map. At this level
of disengagement, the driver’s mind is prevented from
developing what is called a cognitive map, a combination of
instinct and intellect that humans normally use to find their
way around.
In the automotive age, cognitive mapping traditionally
begins with studying an actual map, plotting out a route,
noting the towns you’ll pass through, the natural and
manmade landmarks you’ll encounter. Then, memory, vision
and other cognitive functions all come into
play while driving — reading the road signs,
noting the landscape, creating your own
mental landmarks — in the formation of the
cognitive maps we create in our minds.
Mullins’ advice to younger, beginning
drivers is to take the time to learn how to use
a map and an atlas along with your GPS.
At CalArk, Stout said, it’s mandatory.
“Education from the very beginning of
employment is key. We do not offer GPS
systems in our units, but even if we do at
some point, map reading will still need to be
a skill all of our drivers have,” she said.
At some point, that GPS will make a
TCA 2018 www.Truckload.org | TRUCKLOAD AUTHORITY 23

Eddy Mullins has been training drivers for J.B. Hunt for
18 years, and he says new drivers are coming to him
today with less and less in the way of navigational skills
due to their overreliance on GPS technology.
mistake or malfunction altogether, she said, and they
don’t want drivers who are literally lost without it.
“We interview newer, less experienced drivers when
they get here for orientation to gauge their map-reading
comfort and skills,” Stout said. “If we feel they need
additional training specifically pertaining to map reading,
we have a course they go through which includes having
examples to work through. And we make sure they have
an atlas before they leave to go solo.
“In some instances, the applicants go out with driver
trainers who work closely with safety to ensure the
trainee is proficient in map reading before going solo.”
Mullins advises that with drivers who’ve been raised
on GPS, never assume they even know the little things
about finding their way around. He runs into many
young drivers who were never taught that interstates
with odd numbers run north-south, while those with
even numbers run east-west. It’s these little things that
can help you find your bearings when the tools have
steered you wrong.
Even for veteran drivers, he said, it’s a good idea to
check yourself now and then to make sure you haven’t
fallen into the bad habit of blindly following that placid,
mechanical voice.
“Nothing is 100 percent,” he said. It’s still important
to use the navigational tools you were born with
because maps and atlases can be flawed, just like GPS
instructions.
And if all else fails, he said, there’s an old-school,
all-but-forgotten trick he learned back when he was a
beginner and would get lost from time to time.
“It’s called stopping and asking the locals for
directions.”
Values Drive Performance
Shared Values Can Lead to Organizational Excellence
We understand you are in business to make a profit. Our Value-Driven ® Company modules can
help you reduce losses and increase profits by focusing on influencing employee behavior, changing
culture, improving communication, and managing risk successfully.
We believe it is everyone’s job to do what they can to prevent losses. We have developed a
variety of training tools to help get all employees involved in safety. From seminars and webinars to
Self-Service e-Tools and FAQs, we have solutions to fit your operations.
We see “Critical Crashes” as a risk to your company. Our Value-Driven ® Driving program focuses
on helping drivers do what they can to prevent these types of accidents: rear-end, loss of control, lane
change, and run under. All of our driver training programs are FREE to our insureds and can be accessed
24/7 on Great West’s Online Learning Library.
GREAT WEST CASUALTY COMPANY – No matter where the road takes you, you will discover that
at Great West, The Difference is Service ® .
800.228.8602
gwccnet.com
24 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018

AUGUST/SEPTEMBER | TCA 2018
A Chat With The Chairman
26 Truckload Authority | www.Truckload.org TCA 2018

Sponsored by
Foreword and Interview by lyndon finney
Halftime at a football game is a time for the players to rest and replenish themselves and a time for coaches to
review the opposition’s game plan for the first half and strategize changes for the second half. While the first half of
Chairman Dan Doran’s term is over, there won’t be any formal halftime break. Resting, replenishing and strategizing
will have to be done on the run. In today’s Chat, Chairman Doran reviews the accomplishments of the first six
months and discusses the many regulatory challenges facing the industry in the days and weeks ahead.
Mr. Chairman, you are now halfway through your term. Give us an update on how things are going and
what is on the agenda to be accomplished the last half of your term.
First let me say thank you to Truckload Authority and
Target Media Partners for showcasing the TCA and its
programs. The year is flying by fast. Our Safety and
Refrigerated Division meetings have come and gone, and
they were successful. Our first TCA Profitability Program
(TPP) meeting was held in Chicago and was very well
attended, with a lot of new faces at that meeting as
well as some old. There were great discussions at all
the meetings, very open talk about best practices and
programs that are working. It’s very encouraging to see
active participation and open dialogue amongst carriers
who compete with each other on a daily basis.
The agenda for the last half of 2018 is action-packed.
There’s the officers’ retreat; the TPP meeting on
maintenance; our first Government Advisory Committee
meeting; the Bridging Border Barriers meeting in
Mississauga, Ontario; the TCA Open House; our second
Call on Washington in conjunction with our second fall
business meeting; the Wreaths Across America Gala
and wreath-laying event and appreciation dinner; and
the Capitol Christmas Tree event. As well, John Lyboldt
and the TCA staff work every day for the association
members on issues like F4A, Hours of Service flexibility,
infrastructure, etc. We are also preparing for another
visit with FMCSA.
I am also still Immediate Past Chairman of the Ohio
Trucking Association, so I have some events to attend
in conjunction with OTA as well.
TCA 2018 www.Truckload.org | Truckload Authority 27

Sponsored by Mcleod software
McLeodSoftware.com | 877.362.5363
A year ago at this time, the association was preparing
to launch its Profitability Program. How well
has that program been received by the membership
and share with us some of the outcomes.
Very well received. A new “light” version of the
program was introduced to encourage new carriers
to get involved. Jack Porter and Chris Henry do an
excellent job producing and promoting the program and
events. John Lyboldt brings his experience in forming
a successful structure and business plan for TPP as
well. The first onsite meeting was held in late June in
Chicago. The theme of that meeting was recruiting and
retention. A lot of fresh faces were in attendance and
there was a very strong discussion on what is working,
and what pitfalls to avoid. The TPP program is a modern
extension of our best practice groups and provides a
level of participation for all interest levels. We are
excited about where this program is going.
As we speak, you are in Bend, Oregon, for the annual
officers’ retreat. Talk about the value of this
meeting and some of the discussion points on the
agenda.
As I have said before, it is truly an honor to be asked
to serve as an officer of the TCA. The nomination comes
from our peers, and no one takes the position lightly. So
to get together with the other officers for a few days is
quite the experience. As Rob Penner likes to say, when
you get a room full of type A personalities together,
anything can happen. The executives in the room over
the years have been an all-star team in trucking. The
meeting mainly focuses on the upcoming year and the
budget. Each staff leader presents a budget for their
department, and now has accountability for their own
area and its budget and success. All current programs
are discussed as well as potential programs and events.
Last year, TCA initiated what turned out to be a
highly successful Call on Washington, combining
that first-time event with the TCA Fall Business
Meeting and the annual Wreaths Across America
Charitable Gala. This year’s events will take place
at the Crystal Gateway Marriott in Arlington,
Virginia. First, talk about the importance of the
Call on Washington and why it’s important to
meet face-to-face with decision-makers on Capitol
Hill. Second, share with us the agenda for the Fall
Business Meeting, and finally, for those members
who’ve never been to the Wreaths Across America
Gala, why is it important for them to participate?
I cannot put enough stress on the importance of
meeting with your representatives at the state level
as well as in Washington, D.C. Any citizen, business
person, or association member should make it a point
to visit with and get to know their representatives.
State and federal representatives want to meet with
their constituents and believe it or not, they do listen.
They may not agree, or act in the way you wish, but
they do listen. If we do not make our voices heard, we
have no one to blame but ourselves. Members of the
TCA have a unique voice that pertains to a specific part
of our industry. We have been given the opportunity to
tell the story of the truckload segment of trucking and
we need to build on that success. We need to set the
narrative on regulations that come from Capitol Hill
and the DOT. We have a great schedule in the works
for this year’s Call on Washington, which includes a
luncheon on Capitol Hill. It is an event that should not
be missed.
Secondly, the Fall Business Meeting agenda will
consist of committee meetings, and those committees
set the topics that are current and developing; those
issues get pushed up to the board for consideration.
We also deal with association business matters that are
pressing.
Lastly, the Wreaths Across America Gala is a
fundraising event. TCA has been involved with Wreaths
Across America from the very beginning and TCA has
helped build the program to what it is today. Wreaths
is a great image booster for our industry and we are
proud to be an integral part of such a magnificent
event. TCA members have participated in the program
financially and via logistical support from the inception
and will continue to do so. Our members help deliver
the wreaths, so it is critical that we stay involved.
Let’s shift to some industry issues. This has been
a banner year for most carriers in terms of good
freight rates and corresponding profitability.
How long do we expect this type of environment
to continue?
The current economic conditions, as well as strain on
capacity in our industry, have proven to be a positive
environment. There are several issues that may affect
the current conditions such as tariffs, regulations and
midterm elections. Financing will also be a factor. I
would think that we have two years or so of this current
environment.
28 Truckload Authority | www.Truckload.org TCA 2018

McLeod Software customers are
the leaders when it comes to
deploying information technology
to run a better trucking company.
But don’t take our word for it!
Let us show you, or better yet,
ask a company with one of these
decals how McLeod helped them
gain their technology advantage.
®
877.362.5363 | McLeodSoftware.com
®
A C H I E V E M O R E
TCA 2018 www.Truckload.org | Truckload Authority 29
®

Sponsored by Mcleod software
McLeodSoftware.com | 877.362.5363
Trucking is a zero-tolerance industry. That’s why
the Drug and Alcohol Clearinghouse rulemaking
is so important and why the federal government
needs to allow hair testing as a pre-employment
screening tool. Both of these issues have seemingly
stalled. What’s it going to take to get them off
dead center?
While the electronic logging device mandate has
been a resounding success in the eyes of most industry
stakeholders, various organizations and
associations continue to ask the Federal Motor
Carrier Safety Administration and Congress for
exemptions from the rule. Does TCA feel exemptions
are warranted, or should every carrier have
to abide by the same rule, regardless of the commodity
they transport?
All carriers are subject to the same rules and
regulations; however, there are some exemptions
for equipment and scope of service. TCA supports
Hours of Service regulations that are practical and
that promote a safe environment on our highways.
With that said, I believe sleeper berth flexibility and
an ability to stop the 14-hour clock will improve
safe travels on our highways and eliminate the need
and requests for exemptions. When we are given
the chance to promote flexibility, we need to take
advantage of the opportunity and make our voices
heard. An apt time to do that will be at our Call on
Washington and in any comment period associated
with proposed rulemakings.
The industry has expressed the need for changes
in the Hours of Service, particularly when it comes
to sleeper berth flexibility. In terms of safety and
HOS compliance, why is this flexibility necessary
and do you anticipate the FMCSA will respond and
change the rule?
We at TCA have been talking about the problems
associated with the 14-hour clock and the need for sleeper
berth flexibility since long before the ELD mandate. Now
that ELDs are solidified, the other associations seem to
recognize that there is an issue. Safety on our highways
and safety in the cab of a commercial vehicle are directly
related to the individual behind the wheel. Each one of
those individuals has different sleep habits, different
job functions, different schedules, and different routes.
All those outside influences affect the driver’s need and
schedule for quality sleep. No one rule can determine
when each and every driver should work and/or sleep.
The data that is coming from the use of ELDs will show
that the current “one-fits-all” rule is creating unsafe
conditions on our highways. FMCSA is listening, and
when we can present data that supports this position, I
am sure they will react.
You are correct about zero tolerance. There is no place
in this industry for drugs or alcohol. Some carriers have
found that hair testing uncovers more drug use and for a
longer period. At this time those carriers are also forced
to test urine samples because the regulation does not
recognize hair testing, thereby duplicating their testing
procedures. The Drug and Alcohol Clearinghouse has
been in the works for some time and has made progress;
however, there are still a lot of unanswered questions
about the details. The hair testing has stalled because of
the standards of testing and the process involved. There
are currently several test facilities and they do not all test
the same way. So until a standard is determined, this
method of testing will not be recognized as compliant.
A year ago, during the FY2018 federal budgeting
process, it appeared Congress would include F4A
language into a bill such as the omnibus appropriations
legislation. That didn’t happen and a
year later, the industry — despite a massive lobbying
effort — is still waiting for Congress to tell
individual states they can no longer pass trucking
regulations that are in conflict with federal
rules. What is it going to take to get Congress to
pass the F4A amendment?
There has been a lot of pushback from certain
segments of trucking as to whether the F4A language
is good or bad. There is no good reason for each state
to have different rules and regulations when it comes
to interstate commerce. It is cumbersome and not
productive. This may be one good example of Congress
taking their time to get the rule correct, a good example
of a rule that needs input from members of our industry
speaking up to let their representatives know the effects
of changes in legislation. So to answer your question,
it is going to take our members to speak up and be
heard. You are correct that a lot of effort has been put
forth on this issue. I know Dave Heller and John Lyboldt
have been to the Hill many times on this subject. But
there is no substitute for the voice of a constituent from
a representative’s district. And there you have another
reason to participate in our Call on Washington.
30 Truckload Authority | www.Truckload.org TCA 2018

Going My
Weigh?
From day one of the 2016 presidential campaign, Donald
Trump promised to pass legislation that would lead to an
overhaul of the nation’s infrastructure. That hasn’t happened,
and now outgoing House Transportation and Infrastructure
Committee Chairman Bill Shuster has presented
his own plan that (1) includes a 20-cent-a-gallon fuel tax
increase for three years, (2) for years three through 10 indexes
the fuel tax to inflation, and (3) after 10 years drops
the fuel tax in favor of a vehicle-miles-traveled tax. Where
does TCA stand on Mr. Shuster’s proposal?
Chairman Shuster’s plan is a little too new for TCA to have
a formal policy. However, TCA does have a policy regarding
highway funding, and that policy supports the fuel tax as an
efficient, effective, and current practice to fund infrastructure.
TCA opposes tolling. Chairman Shuster has announced that he
will not seek reelection, so he is not afraid to say the words “tax
increase.” I think it is safe to say that Chairman Shuster’s plan is
a step in the right direction.
The driver shortage simply will not go away. There are
some in the industry who feel that one of the solutions
is to change the regulations and allow younger CDL-holders
to drive interstate routes. How do you feel about the
ability of 18- to 20-year-olds to drive interstate routes?
The current regulation allows 18- to 20-year-old drivers to
operate intrastate. However, in certain circumstances like we
have here in southwest Ohio, that doesn’t make sense because
an 18-year-old can drive 250 miles to Cleveland, but that same
driver cannot go 15 miles to Brookville, Indiana. TCA supports a
program that would carefully screen younger drivers and provide
quality training. Personally, I think there should be a mileage
radius that would allow the younger drivers to cross state lines
but limit their time away from home and a main terminal location.
In what appears to be an effort to make a substantive
change to the CSA safety evaluation program rather than
a piecemeal fix, FMCSA has said it has withdrawn its previously
proposed changes to CSA so it can concentrate on
what is reportedly a more sweeping overhaul suggested by
the National Academy of Sciences. Does TCA support this decision
and why or why not?
You are referring to the suggested use of Item Response
Theory in the CSA evaluation process. However, the real problem
with CSA is the quality of different data that is used from different
states. TCA supports any program that improves the safe travels
on our highways, but we must be sure that any program uses
accurate data and that the data is measured in a proper way to
reflect the true picture of any carrier being evaluated.
Thank you, Mr. Chairman.
SAVE TIME.
MAKE MONEY.
Time is money, and your drivers need to make
every minute count. The Weigh My Truck app is
the fastest way to weigh. It’s a game changer
that streamlines the weighing process and
payment all from a mobile device.
Find out how to
add more driving time
back into your
drivers’ day.
1-877-CAT-SCALE (228-7225)
catscale.com
weighmytruck.com
Now accepting:
Thank you, Lyndon. Always a pleasure.
www.Truckload.org | Truckload Authority 31

AUGUST/SEPTEMBER | TCA 2018
Member Mailroom
What opportunities
does TCA have for
educating my skilled
workforce?
TCA has specialized education tracks to suit your team’s
various education needs. For those looking to be more knowledgeable
purchasers of insurance for your motor carrier, TCA in conjunction
with the Motor Carrier Insurance Education Foundation (MCIEF)
offers the Motor Carrier Insurance Risk Management Program
(MCIRMP).
This program examines a wide variety of topics including the types
of coverage needed, key strategies for obtaining a sound insurance
program that is an asset for the motor carrier, and the considerations
that go into how coverage is provided.
In addition, participants learn steps to take to become better insured,
and how best to be prepared for critical situations with major financial
implications.
For those members of your team looking for further knowledge on how
to be effective leaders, TCA offers the Fleet Manager Certification Program.
This training spans from basic overall business roles including budgeting
and managerial responsibilities, as well as communication and
leadership skills. It culminates with driver-performance management
and operations best practices.
TCA offers discounted license rates for group purchases, so learning
together isn’t just the best way for your team to grow, it will also
save you money.
32 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018

NORFOLK
Virginia
AUGUST/SEPTEMBER | TCA 2018
Talking TCA
The Norfolk Waterside Marriott at Norfolk, Virginia, was the site of the 37th Annual Safety & Security Division Meeting
June 10-12.
Sunday, June 10 was designated as Company Shirt Day and featured a special workshop on “Safety Vision — Yesterday,
Today and Tomorrow,” featuring Dennis Dillinger, president, Cargo Transporters; Jim Ward, president & CEO, D.M. Bowman,
Inc.; and Dean Newell, vice president, safety and training, Maverick USA. Truckload Carriers Association President John Lyboldt
moderated the workshop.
A “Regulatory Update” by TCA Vice President of Government Affairs David Heller concluded the Sunday session, which also
included a presentation of the Fleet Safety Awards.
The Small Fleet Grand Prize winner was Boyle Transportation of Billerica, Massachusetts, and the Large Fleet Grand Prize
winner was Bison Transport of Winnipeg, Manitoba, Canada.
Monday’s session June 11 featured a presentation on “Operational Fatigue Risk — Staying Ahead of Issues in a Demanding
Environment,” by Daniel Mollicone, PhD, CEO, and chief scientist at Pulsar Informatics; and Steve Bruneau, COO, Pulsar Informatics.
After eight concurrent workshops in the early afternoon, the day concluded with “Perspectives on Truckload — A Panel
Discussion of Industry Partners and Leaders,” featuring Adrienne Gildea, deputy executive director, Commercial Vehicle Safety
Alliance; Lane Kidd, managing director, The Trucking Alliance; and John Lannen, executive director, Truck Safety Coalition. The
moderator was Angie Buchanan, vice president, safety and human resources, Melton Truck Lines, Inc.
After another round of concurrent workshops Tuesday morning, the meeting concluded with another “Regulatory Update.”
Exhibitors at the meeting included Add on Systems, Inc.; Atlas Injury Prevention Solutions; Creative Concepts; Cura Emergency
Services; Custard Insurance Adjusters; DriverFacts; DriveriQ; Drivers Legal Plan; EBE Technologies; Emergency Response and
Training Solutions; Frontier Adjusters; FSSolutions; HireRight; Hudson Insurance Group/Napa River Insurance Services; Idelic;
iiX; J.J. Keller & Associates, Inc.; KeepTruckin’; NATMI; Netradyne; Omnitracs; Psychemedics Corp.; Pulsar Informatics, Inc.;
SmartDrive Systems; SuperVision; Truckload Carriers Association; TruckRight; UrgentCareTravel; and Virage Simulation.
6
7
1 2 3
8
4 5
9
1: TCA’s Vice President of Government Affairs, David Heller,
gives a regulatory update during the Safety & Security Division
Annual Meeting.
2: Monday’s general session “Perspectives on Truckload – A
Panel Discussion of Industry Partners and Leaders,” offered a
question and answer panel on how the safety image of truckload
is perceived by those who are regulating and advising the
industry.
3: Melton Truck Lines, Inc.’s Angie Buchanan, vice president of
HR and Safety, was presented the Truckload Carriers Association’s
2018 TCA Safety Professional of the Year - Clare C. Casey Award.
This honor is bestowed upon a trucking industry professional
whose actions and achievements have made a profound
contribution to enhancing safety on North America’s highways.
4: Monday’s General Session featured a presentation on
“Operational Fatigue Risk — Staying Ahead of Issues in a
Demanding Environment”
5: Attendees network prior to Sunday’s general session.
TCA’s 42nd Annual Fleet Safety Awards,
sponsored by Great West Casualty Company, honor
trucking companies who have demonstrated an
unparalleled commitment to safety. The awards
were presented by John Joines, vice president
of safety at Great West Casualty Co. Recipients
included (6) Stephanie Fensom, manager, safety
and compliance, Bison Transport of Winnipeg,
Manitoba, Canada, first place in Division VI,
(7) Michael Lasko, safety manager, Boyle
Transportation of Billerica, Massachusetts, first
place in Division II, (8) Michel Robert, president
and CEO, Groupe Robert, Inc., of Rougemont,
Quebec, Canada, first place in Division V, and (9)
Guy Roy, director, risk management, Trans-West
Logistics of Lachine, Quebec, Canada, first place
in Division IV. Not pictured are Division I first place
winner Stateline Express, Inc.; and Division III first
place winner, Kottke Trucking, Inc.
TCA 2018 www.Truckload.org | TRUCKLOAD AUTHORITY 33

Kathryn Sanner | Manager of government affairs
BY klint lowry
“This kid’s going places.”
Yes, that’s the sort of cornball line you’d expect to hear in a
snappy-talking 1940s movie, but it’s the perfect double-entendre
to introduce Kathryn Sanner, TCA’s new manager of government
affairs.
Just a cursory look at her history is enough to see she’s “going
places” in the jazzy sense of the phrase. At 26, she has not only
graduated college and served an internship in the U.S. House,
but after that, while working full time as a legislative analyst at a
national trade organization, she’s already gone back and gotten
her master’s degree in public policy.
Right after finishing that, and just before starting her new job
at TCA in June, Sanner took a little time in between for one of her
life’s passions — going places in the literal sense — this time a
trip to Spain with her family. One of her life’s goals is to visit every
continent.
Both sides of Sanner’s “going places” persona go back to her
childhood in Ebensburg, Pennsylvania, a town of about 3,500 a
little over an hour’s drive east of Pittsburgh.
She grew up with her two brothers, Jason and Jim. Well,
she didn’t exactly grow up with them, she explained. They were
15 and 12 years old, respectively, when she was born, which in
retrospect she believes worked out nicely.
As adults, “I really appreciate having them around,” Sanner
said. On the other hand, when she was growing up, Jason and Jim
were already off to college and living their lives, so she avoided
the sibling squabbling and brotherly torment that comes with
being a kid sister.
But when you grow up in a small town, you’re kind of
everybody’s kid sister. The community observes you and
eventually “pegs” you with an identity, Sanner said.
In high school, she hung out with three close friends. Mariah
was dubbed the musical one; Kelsey was the athletic one and
Morgan was the comedian of the group.
Young Kathryn, that was a no-brainer, she was “the smart
one.”
The community’s consensus served to enhance the affirming
environment her parents, Barry Sanner and Lynn Miller, provided
at home.
“If you ask either of my parents they will tell you that from a
very young age, they were telling me that I should be a lawyer,”
Sanner said. That’s because she was always arguing with them,
and to their credit they recognized she was good at it.
“When I was in high school, I did mock trial, and even in
college I was leaning toward being a lawyer.”
Barry Sanner is a high school math teacher. “He teaches
calculus and geometry and all the things I’m not good at,” she
said.
While she lived up to her studious billing, Sanner has always
made it a point to balance work with outside interests. She’s
played piano since she was 5, and she took part in her high
school’s musical every year. She also played basketball and
softball and ran track.
Welcome to a wider world
“When I was 8, my parents took me on a trip to Europe,”
Sanner said.
This started a pattern that has stuck her entire life: keeping
an active, busy, well-rounded schedule but dropping it all once in
awhile to go see some part of the world.
Sanner’s mother is a Lutheran pastor who has always been
committed to organizing youth-group missionary trips to other
countries, which Kathryn often went on.
Off the top of her head, one trip that stands out was when
they went to Juarez, Mexico, just across the Rio Grande from El
Paso, Texas. They spent a week there, working at an orphanage.
A trip to Peru also came to mind.
It’s one thing to travel on a vacation and enjoy all the
pleasantries popular tourism has to offer, Sanner said. “It’s a
very different experience sleeping on a floor, and spending days
helping build a school or feeding children. You’re there, this
American who has everything, and you’re with these people who
have nothing. It’s a humbling experience.”
Back home, Western Pennsylvania was an interesting place to
grow up, Sanner said. “I had an interest in politics for as long as I
can remember,” she said. “You were confronted with all sorts of
issues, being in that area: employment, education.”
Being raised with an eclectic worldview taught her to see
issues from all sides and nurtured her interest in political science,
drawing her to George Washington University, in Washington,
D.C.
College can have a way of bringing some high school academic
stars down to earth in a hurry. Not so for Sanner; she graduated
34 Truckload Authority | www.Truckload.org TCA 2018

TCA 2018 www.Truckload.org | Truckload Authority 35

An academic star is born, as a young Kathryn Sanner
is about to head off to her first day of school.
High school graduation day for Kathryn Sanner, left,
and her friends Morgan Eckenrod, Kelsey Seymour
and Mariah Seymour.
magna cum laude in less than the traditional four years.
She did, however, realize that she wasn’t nearly
interested enough in things like torts and other
aspects of law to make it a career. Instead, she
majored in political science.
With this move she managed to include some travel
into her academic itinerary.
In her junior year, she spent a semester in Prague,
where she studied European Union policy and Eastern
and Central European politics. She even learned how
to speak passable Czech. She also took advantage of
the continent’s convenient transportation to take side
trips to several other countries.
In 2014, shortly after completing her bachelor’s
degree, she began working for the Association of
National Advertisers (ANA) as an administrative
assistant. A year later she was promoted to legislative
analyst.
At 23, she was working with industrial giants,
such as Hershey and Proctor & Gamble. After
handling that job for about a year, she decided,
sure, she could add a full-time grad school course
load into her life, so she went back to George
Washington University to get her master’s degree in
public policy.
Somehow, amid the demands of work and school,
Sanner found the time to find a boyfriend, Nathan
Pobre, who helped her take advantage of the little
“me time” she had during that period. He’s also
contributed to her lifelong world tour.
Nathan’s family is from Guam, and his father is
originally from the Philippines. Since they’ve been
together, Sanner has traveled with Nathan’s family to
both places. Chalk up another continent.
Finding her place, at her own pace
With her master’s degree now in hand and her new
job at TCA, this spring has marked a transition into a
new chapter, one that promises a downshift back to a
more balanced life.
“Trying to find hobbies is my next challenge,”
Sanner said.
She has picked up one new hobby in the last couple
years — competitive bocce.
“Now that I’m out of school, I’m full into bocce,”
she said.
Bocce? That’s a game you’d expect to see
gravel-voiced, cigar-champing old guys with names
like Carmine and Louie playing “back in the old
neighborhood,” not young professionals playing on
the National Mall in front of the U.S. Capitol.
But that is where you’ll find Sanner and her friends
Thursday evenings, spring, summer and fall.
“It’s pretty neat to be playing bocce right in front
of one of the nation’s most important landmarks,”
Sanner said.
It began about three years ago, she explained. One of
her sorority sisters joined an alumni group that featured
a “social sports league.” One of the sports offered was
bocce. One by one, Sanner and her friends gave it a try,
part of the fun being that it was a “totally random thing.”
“None of us knew anything about bocce going in,”
she said. “We kind of thought, ‘isn’t this a game that
our grandparents played?’”
They had so much fun they decided to form their
own team and joined a league.
“It’s not super competitive,” Sanner said, though
she’s quick to note that they’ve won the championship
Q & A With Kathryn Sanner
DATE AND PLACE OF BIRTH: February 1, 1992, in
Brookville, Pennsylvania
MY TRADEMARK EXPRESSION IS: “Will do!”
MOST HUMBLING EXPERIENCE: Losing my passport
before my flight home from Guatemala
PEOPLE SAY I REMIND THEM OF: Kate Middleton
I HAVE A PHOBIA OF: Spiders
MY GUILY PLEASURE IS: Cheetos
THE PEOPLE I’D INVITE TO MY FANTASY DINNER
PARTY: George Washington, J.K. Rowling, Amy Poehler and
Alex Trebek
I WOULD NEVER WEAR: Overalls
MY GREATEST PROBLEM AS A PROFESSIONAL IS:
Embracing the “hurry up and wait” of advocacy
A GOAL I HAVE YET TO ACHIEVE: Traveling to every
continent
THE LAST BOOK I READ: “My Own Words” by Ruth Bader
Ginsburg
LAST MOVIE I SAW: “Black Panther”
MY FAVORITE SONG: “Follow Your Arrow,” by Kacey
Musgraves
IF I’VE LEARNED ONE THING IN LIFE, IT WOULD BE:
Your relationship with your family is irreplaceable
THE THING ABOUT MY OFFICE IS: It’s still pretty sparse!
ONE WORD TO SUM ME UP: Genuine
36 Truckload Authority | www.Truckload.org TCA 2018

a couple of times and are undefeated so far this
season, thank you very much.
She also looks forward to having more time to
connect with her old friends.
Mariah’s the only one who’s gotten married so
far. “She and her husband had been dating since high
school, so we all saw that coming early on,” Sanner
said. Mariah’s father had been the music teacher
at their high school, and she joined him as a music
teacher in the district.
It’s only a few hours’ drive from Washington
to Ebensburg. Kelsey is living in Pittsburgh, so she
gets back home pretty often. But as they each go
on with their individual lives, “I think we know it’s
only going to get harder” to all get together, she
said.
Right now, Morgan is the one having the hardest
time getting home. The comedian of the group is in
the middle of earning her doctorate degree at the
University of Tennessee.
As for herself, Sanner is pretty sure she’s done
with school. At this point she’s more interested in
moving forward with her career and her goal of
visiting every continent.
By her tally, she’s made it to four so far: North
America, South America, Europe and Asia. She’s been
figuring Australia should be next, but Africa was
tantalizingly close during this spring’s trip to Spain,
which has gotten her thinking. If she goes back to
Spain, it would just be a quick jump over the Straits
of Gibraltar to get to Morocco, which she would love
to see.
There’s also quite a bit of America she needs to
explore, too. In fact, a while back, a friend came to
visit. Sanner asked her what she wanted to see while
she was in town. When the friend rattled off a handful
of touristy stops she wanted to make, it occurred to
Sanner, wow, after eight years in Washington she
hadn’t done any of those, either.
Part of her reason for wanting to see more of
America is to consider her future. She imagines she’ll
always want to do something government-related.
Washington is OK, but it’s a very big city and she’s a
small-town girl. Maybe there’s a state capital that’s
more suited to her style.
For now, though, thoughts of traveling far and
wide can wait. This summer Sanner has been focusing
on her new job at TCA.
“I don’t have a strong background with the
trucking industry,” she admits, and she’s quickly
seeing that trucking is a world unto itself. But from
what she’s gathered so far, it’s a world where she
feels very much at home.
She grew up in a hardworking community.
Sanner’s father had been raised on a farm and had
been a coal miner before he went into teaching. Then
there’s the missionary work she did with her mother.
Wherever Sanner goes in life, this is where she came
from.
Compared to her job at ANA, where she dealt
with a lot of slick, high-power, corporate, advertisingindustry
types, trucking “is a little more down-toearth
and grounded,” she said.
“I think it’s so much more up my alley, to be more
connected with real live people, that the things we’re
asking for here in Washington will make a difference
in people’s lives.”
She might not have come in knowing a lot about
the trucking industry and its issues, but she knows
government affairs and legislative processes. In
grad school, her areas of focus were regulatory and
technology policies.
Jumping into the trucking industry, why, it’s like
being a kid in a candy store.
She has been getting her feet wet writing
regulatory comments on behalf of the TCA to the
Federal Motor Carrier Safety Administration and
updating the government affairs section of TCA’s
revamped website.
You can sense the pleasure she takes from her
own wheels turning as she starts talking about some
of the topics she’s been focusing on.
“I’ve learned about ELDs and all the pros and cons
that come with them,” she said. What she wants to
know is “how are these devices being protected in
terms of cybersecurity?”
Also, “We’ve been working a great deal lately on
the F4A.” It reminds her of a similar issue she dealt
with in the advertising industry. Every state has its
own laws concerning data breaches.
“You don’t ever want a patchwork,” she says
flatly, then moves on.
“The one thing you learn very quickly is that every
industry has its own dictionary of acronyms, and
that’s been one of the biggest challenges, to learn
this alphabet soup, what does everything stand for,”
she said. But that just takes time, and she figures
at the rate she’s picking it up she’ll be up to speed
in time to discuss these issues with lawmakers and
TCA members at Call on Washington, coming up in
September.
Her goal to visit every continent may have to be
sidetracked just a little while she explores trucking’s
regulatory, legislative landscape, but that’s fine.
Australia and Morocco aren’t going anywhere.
Oh, and in case you were wondering, no, she
hasn’t forgotten about Antarctica.
Kathryn Sanner, second from right, vacations in Spain with
her stepfather, Mike Blair, left; grandmother, Donna Miller;
mother, Lynn Miller; and her boyfriend, Nathan Pobre.
Kathryn Sanner and Nathan Pobre share a
coconut concoction while in Guam.
CUTLINE NEEDED
It probably wasn’t baby Kathryn’s idea to put a bucket on her
head for this picture with big brothers Jason and Jim Sanner.
Thursday night is bocce night out on the National Mall for Kathryn, second from left, Nathan, center, and their friends.
TCA 2018 www.Truckload.org | Truckload Authority 37

Those
Who Deliver
By Lyndon Finney
with Best Logistics Group
When you ask Best Logistics Group President Roy
Cox about his company, he cuts straight to the chase.
“Our motto is ‘no matter what it is, we can handle
that,’” he says with the hint of a smile in his voice.
An overview of the Kernersville, North Carolinabased
Truckload Carriers Association member easily
justifies the motto.
Best Logistics Group has six operating divisions.
There’s Best Cartage, the company’s regional
truckload division that specializes in shipping across
North Carolina, South Carolina, Tennessee, Virginia,
and Georgia.
Then there is Best Dedicated, which specializes in
running fleets that are dedicated exclusively to the
carrier customer, offering, among other things, access
to storage trailers, driver recruitment/training and
all vehicle maintenance. Best Dedicated runs routes
throughout the United States.
Thirdly, there is Best Specialized, which provides
oversized load, heavy-haul and customized equipment
transport. Its routes run mainly east of the Mississippi
River and especially along the CSX railroad tracks
“because we support their engineering and maintenance
departments hauling a lot of the heavy equipment they
use to maintain their tracks,” Cox said.
Fourth, there is Best Logistics, the company’s freight
management unit and brokerage arm of Best Logistics
Group, which offers full-service North American brokerage
and third-party logistics, and which manages
freight and transportation operations in a nationwide
network of over 10,000 partner carriers.
Fifth, there is Best Distribution, the company’s
warehousing and distribution unit. “We are housed
in a 225,000-square-foot facility at our company
headquarters in Kernersville so we lease space to
clients as a value add for our customers,” Cox said.
Best Logistics Group is located near the Piedmont Triad
International Airport (a major FedEx Hub) and the
Greensboro bulk mail facility, he noted.
Finally, there is the Carpet Distribution Unit (more
about that later).
Cox has been company president since 2016, taking
over for Mike Herman, who had held that position for 25
years before retiring at the end of 2015.
Cox is a 1993 graduate of the University of North
Carolina at Chapel Hill and was hired on by Roadway
Express as a management trainee.
“But I got laid off in 1994 because of the Teamsters’
strike.”
He answered an ad for a dispatcher at Best, then a
company with some 10 trucks.
“I met with the company’s partners and they asked
me to come to work for them and help them build the
company, which at that time was a $4-$5 million-dollar
company.”
Today, the company’s annual revenue is $140 million,
split almost evenly between its asset-based and
non-asset-based business units.
Between the time he went to work for Best and the
time he became president, he served as business unit
leader at Best Cartage and then served as director of
corporate strategy there and for the 10 years prior to
becoming president, he was vice president of fleet operations.
Cox is actively pushing to grow the company
organically as well as acquisitions, which have numbered
three since he became president.
38 Truckload Authority | www.Truckload.org TCA 2018

President: Roy Cox
CFO: Gary Surber
Chief Strategy Officer: Will Reich
Chief Information Officer:
Randy Little
VP of Sales: David Reich III
VP of HR/Administration:
Richard Hepler
Power Units: 300
Trailers: 1,200
Drivers: 315
Member of TCA Since: 1998
In doing so, “We’ve really tried to focus on doing what
we say we are going to do,” Cox said. “We hire good people
and take care of them, and we take care of our customers.
Right now, I would say we’re in a growth mode.”
When opportunities present themselves, the
company “really gets excited.”
Cox said the company operates as one company with
six business units because they do different things and
because it provides company associates with a focus.
In the first of three acquisitions, Best bought Bradco
Transportation, located just 45 minutes away from
Kernersville, and folded it into its brokerage operation.
“Then we purchased C&S Carpet Distribution in Dalton,
Georgia, after we were contacted by that company
because they thought we might have an interest in purchasing
them,” Cox said. “It’s a stand-alone operation
in Dalton, Georgia, and it was something we thought we
could add to our portfolio because it was something we
didn’t currently do.”
Dalton is considered the carpet capital of the world
and the distribution center picks up carpet from the
various mills and consolidates the carpet into full truckloads
to ship to distributors.
“The distributors get their products faster than if the
mills were shipping individually,” Cox said.
Best’s most recent acquisition was East Coast Truck
Lines of Cheraw, South Carolina, which was folded into
Best Cartage.
“We’re constantly looking for acquisitions externally
as well as growing internally,” Cox said, adding that Best
is already enjoying a 20 percent revenue growth over
last year.
Constant growth requires a solid driver recruitment
and retention strategy, something that has enabled
Best to keep its driver turnover at 48 percent, about
half the national average.
“Truck drivers are akin to a scarce commodity,” Cox
said. “You have to treat them with respect, treat them
like the way you would want to be treated and pay them
well. We focus a lot on home time because a lot of our
business is shorter haul. We want our drivers to have a
good quality of life as well as earn a good living.”
Cox is appreciative of the company’s membership in
TCA where he is an at-large member of the board of
directors.
“It’s very valuable for us,” he said. “We’re heavily
involved in benchmarking as part of a 20-carrier group.
We also find the workshops very helpful and we like being
engaged with having a voice in Washington, which
is important because we want to be part of making a
difference in the industry.”
Cox is bullish on the trucking industry and its future.
“Obviously, I’m pretty biased but everything you see
around you is moved by truck and we are so vital to the
economy,” he said.
“Without trucking to move the goods that get to market,
our economy would basically shut down. The two
most important things in our business are our carrier
partners and our drivers. We beat the drum every day
about recruiting the best drivers and retaining them and
recruiting the best carrier partners and retaining them.
“I am all about the future of the industry. I don’t
see it slowing down and there’s nothing to derail it. The
folks that have the drivers and treat their customers
right are going to reap the rewards. It’s the best freight
market I’ve seen in 25 years.”
Best for the industry and best for Best Logistics
Group.
PROFILE
Roy Cox took over as
president of Best Logistics
Group in 2016.
The Best Logistics Group’s
office is a hub of activity.
TCA 2018 www.Truckload.org | Truckload Authority 39

35 TH ANNUAL
REFRIGERATED DIVISION
1 MEETING
It was in the cool of the mountain air at the Suncadia Resort in Cle Elum, Washington, that Truckload Carriers
Association members gathered July 11-13 for the 35th Annual Refrigerated Division Meeting.
The opening general session on July 12 featured two presentations: “Refrigerated Truck Freight Market Outlook” by
Avery Vise, vice president-trucking research at FTR Transportation Intelligence; and the keynote address by Merril Hoge,
former National Football League standout, ESPN sportscaster, cancer survivor and author of the book, “Find a Way.”
Preceding the general session there were two Trucking in the Round Sessions: “Social Media and Trucking-Finding
Presence,” led by Michael Eggleton, Jr., vice president, Raider Express; Wade Palmer, vice president, Kool-Pak; and Carl
Svendsen, CFO, Halvor Lines; and “Recruiting and Retaining the Right People,” led by Sam Burrer, vice president, operations,
Dutch Maid Logistics; Ryan Fraley, vice president, Halvor Lines; and Tom Pirnie, president, Grand Island Express.
The general session on July 13 featured the presentation, “Attributes of a Good Shipper/Receiver-A Trucker’s
Perspective,” presented by Sam Anderson, president, Bay & Bay Transportation, and Wendell Erb, president
and CEO, Erb Group.
The two Trucking in the Round sessions from Thursday were repeated Friday, and an
additional one added: “Driver Pay — What Model Works?” presented by Beth Carroll,
managing principal, Prosperio Group. Clay Murdoch, CEO of Doug Andrus Distributing
and chair of the Refrigerated Division, presided over the meeting.
Corporate sponsors were Loves Travel Stops, Great Dane, Comdata, McLeod
Software Corp., Thermo King Corp., Vanguard National Trailer Corp., ORBCOMM, The
Allied Committee for the Trucking Industry, Hendrickson, Utility Trailer Manufacturing
Co., Carrier Transicold, and TravelCenters of America/Petro.
2
3
4 5
6 7
1: Former NFL player, ESPN sportscaster, author of “Find a Way,” and cancer
survivor Merril Hoge speaks to attendees July 12. Special thanks to The Allied
Committee for the Trucking Industry (ACTI).
2: Dozens of attendees take part in the annual golf tournament on July 12.
Special thanks to sponsors Hendrickson, Utility Trailer Mfg. Company.
3: Attendees enjoy an outdoor breakfast July 12 at Suncadia Resort. Special
thanks to breakfast sponsor, Vanguard National Trailer Corporation.
4 and 5: Attendees were informed of the latest refrigerated segment trends
during the meeting.
6: Attendees enjoy a registration reception hosted by McLeod Software Corporation on
July 11 at Suncadia Resort.
7: The mountains of Washington provided a perfect backdrop for the meeting.
8: During the meeting, attendees participated in Trucking in the Round workshops.
9: TCA’s Kristen Bouchard greets attendees at the registration desk. The Lodge at Suncadia
Resort is in the grandest Northwest tradition, featuring majestic architecture, panoramic river
and mountain views, and all the amenities of a full-service luxury hotel and conference center.
10: Attendees network during breakfast July 12.
10
8 9
40 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018

TRANSGUARD INDEPENDENT CONTRACTOR INSURANCE COVERAGE
FINDING THE
RIGHT BALANCE
Ensuring Independence. Providing the Best.
It’s a balancing act providing appropriate coverage for independent contractors while ensuring your
independence. But creating and maintaining an arm’s length relationship that meets the needs of both the
carrier and the driver doesn’t need to be a challenge. TransGuard Independent Contractor coverage can
help you find the right balance. When you partner with TCA you can offer your independent contractors
the NAIT Insurance Program providing such benefits as:
• Occupational Accident
• Workers’ Compensation
• Non-Occupational Accident
• Non-Trucking Liability
• Physical Damage
• Passenger Accident Coverage
You can also help them reduce cost with:
• Truck Warranty Programs
• Truck Purchasing Programs
• CDL Legal Assistance
• Parts Discounts
And you can keep them on the move with:
• ACA Compliant Private Health Care Exchange
• Guaranteed Issue Life Insurance
• Guaranteed Issue Disability Insurance
• Dental & Vision Plans
We have the advantages you seek including defense protection in all states, a nationwide network of
attorneys, Contract Liability coverage and more; all designed to give you the arm’s length relationship you
need in Independent Contractor insurance. Contact us today at 800.237.0062.
A Member of the
Trucking Insurance coverages are an exclusive NAIT member benefit and are provided by TransGuard General Agency, Inc. which has a nationwide network of
retail producers who, coupled with 45+ years of experience in this market, is an industry leader in providing risk solutions to Motor Carriers and Owner/Operators.
www.naitusa.com

A QUICK LOOK AT IMPORTANT TCA NEWS
SMALL
A QUICK LOOK AT
IMPORTANT TCA NEWS
TALK
Best Fleets Contest
Nominations will be accepted between September 4 and October 31 for the
annual Best Fleets to Drive For contest, which was launched in the summer of
2008 by CarriersEdge and the Truckload Carriers Association.
The program identifies trends, shares best practices, and publicly recognizes
the for-hire carriers providing the best workplaces for their drivers.
Best Fleets to Drive For is open to any for-hire trucking company operating 10
trucks or more in the U.S. or Canada. Fleets do not have to be members of TCA to
participate and there’s no cost to participate.
To be considered, fleets must be nominated by a driver or independent contractor
currently working with them, then complete the evaluation process within
prescribed timelines.
There are four stages to the Best Fleets evaluation process:
• Nomination. A driver or independent contractor nominates the fleet through
this site. One nomination per company each year is sufficient.
• Questionnaire. Company representatives complete and submit an online
questionnaire, providing details on company programs and policies.
• Interview. CarriersEdge staff conduct a follow-up interview to review the
questionnaire and fill in additional information.
• Driver survey. Drivers/contractors at the fleet complete an online survey, providing
feedback on company programs and overall satisfaction.
Once the questionnaire and interview stages are completed and a sufficient
number of driver surveys are submitted, fleets may advance to the final round.
In the final round, scores are assigned for the breadth and depth of programs being
offered, driver satisfaction levels, and driver retention and safety performance.
Fleets with the best overall scores are named Best Fleets for the year.
After the evaluation and scoring process is complete, fleets are recognized in
a variety of different ways:
• Top 20 Best Fleets. The 20 fleets that have the best overall scores for the
year.
• Best Overall Fleet for Large Carriers and Best Overall Fleet for Small Carriers.
These are the two fleets in the Top 20 that have the absolute best overall
scores. One fleet is selected from the 10 largest carriers in the Top 20, the other
from the 10 smallest. These fleets are presented with a trophy in recognition of
their achievement.
• Five Consecutive Years. Fleets that make the Top 20 for five consecutive
years are recognized for their consistency and innovation.
• Fleets to Watch. These are the five fleets each year that have innovative
programs but didn’t make the Top 20.
All fleets recognized in one of the categories above receive a distinct logo to
identify themselves as winners or fleets to watch for the year. Each year’s Top 20
will be presented on stage at the 2019 TCA Annual Convention in Las Vegas and
the two overall winners unveiled.
The Best Fleets evaluation process runs through the fall each year, with winners
announced the following January.
After nominations close, questionnaires are completed through October and
November, interviews are conducted in November and early December, driver surveys
are submitted by midnight New Year’s Eve, the Top 20 announced around the
end of January and overall winners are announced at the convention each year.
Drivers of the Year Contest
Nominations are being accepted beginning September 17 for the annual Driver
of the Year contests which seek to identify and honor the best men and women
traveling the roads today, those who drive safely, give to their communities, protect
the environment and enhance the image of trucking as they make us all proud to
be a part of this great industry.
Truckers News and Overdrive partner with the Truckload Carriers Association
to conduct the contests. Sponsors are Cummins and Love’s Travel Stops & Country
Stores.
The overall goal of the contest is to recognize and pay tribute to the company
drivers and owner-operators who provide reliable and safe truck transportation in
moving the nation’s goods. Several finalists will be chosen for both divisions from
which the grand prize winners will be selected. The grand prize winners will be
recognized and honored as the outstanding company driver and owner-operator
for 2018 based on his/her ability to operate in a safe manner on the public highways,
efforts to enhance the public image of the trucking industry, and positive
contributions to the community in which he/she lives. Owner-operators will also
be judged on the ability to run a business.
The company driver contest is open to any company driver employed by an
over-the-road carrier who has safely driven one million consecutive, accident-free
miles. A company driver must be nominated by the motor carrier by which he/she
is currently employed and must have been employed by and driving for his/her
current trucking company employer for the past three years.
Fleet operators who own no more than five power units used in five-axle or
more tractor-trailer combinations and who drive one of the power units as a fulltime
occupation are eligible to enter this contest. An owner-operator who holds
his/her own state or federal operating authority or who is incorporated under the
laws of his/her or a trucking company’s domicile is also eligible for the contest.
Stephen Richardson, the 2018 Company Driver of the Year, grew up in a trucking family. His
father was a grocery delivery driver who enjoyed taking Stephen along with him during the
summer.
42 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018

Philip Keith, the 2018 Owner-Operator of the Year, became a professional truck driver after
he was honorably discharged from the Marine Corps and quickly became enthralled with the
excitement of the job.
Owner-operator entrants must substantiate five years of job history as a commercial
truck driver with the last three years as an owner-operator.
An owner-operator may enter on his/her own behalf, be nominated by his/her
spouse, or be nominated by the motor carrier with which he/she has been under a
long-term contract continuously for a period of three years or more.
The top three finalists in each division will be announced in January 2019.
The grand prize winner will be announced during TCA’s 2019 Annual Convention
March 10-13, 2019, at the Wynn in Las Vegas.
For other rules, visit truckload.org.
Highway Angels
The Truckload Carriers Association has named Christina Powell, Jerry Miller
and Danny Martin as Highway Angels for their exemplary courtesy and courage
shown to others while on North America’s highways.
Powell, a professional truck driver with Challenger Motor Freight, Inc., of Cambridge,
Ontario, Canada, and who resides in Baden, Ontario, is being recognized
for her role in helping an elderly couple who had been in an automobile accident.
On January 5, Powell was cleaning out her truck to move to a new one, per
the request of her dispatcher. She moved all her gear and blankets to the back of
her vehicle and headed home after a long shift that had started at 4 a.m. As she
drove down Highway 7/8, she noticed up ahead several cars off to the side of the
road and much commotion. Just then, one passing car hit the side-wall and a huge
puff of snow blasted into the air. Powell pulled over and quickly ran to the scene to
make sure everyone was OK.
She came upon the car with the most damage. The couple was visibly shaken,
and as they were older, she felt the need to tend to them, ensuring they stayed
calm. It was a numbing minus-26-degree evening, so Powell went to her truck
and grabbed blankets to help keep them warm. She then began to direct traffic to
prevent further wrecks. Powell went back and forth between the immobile car and
the road, checking on the couple while diverting vehicles until the police arrived.
When the first officer arrived on the scene, he brought the couple over to Powell’s
vehicle so they could stay warm. Shortly thereafter, paramedics arrived and
decided the couple needed to be taken to the hospital. Abdul, the husband who
Powell tended to, wanted to obtain her name and number, as well as her company
so he could properly thank her.
“I didn’t give them my name. I wasn’t looking for accolades,” Powell said. “Just
happened to be in the right place at the right time to help them out. I’m so glad
they’re OK.”
Miller, a professional truck driver with CFI of Joplin, Missouri, who resides in
North Glenn, Colorado, is being recognized for his role in saving the life of a fellow
driver.
On March 21, after fighting winter weather all morning, Jerry and his wife
Linda were approaching the Hammond, Illinois, city limits and traffic was building
up in the lanes ahead. Jerry switched to the middle lane of the freeway to avoid a
car trying to pass him, but as he did so, he noticed a tractor-trailer swerving in front
of him. The driver then lost full control of the trailer and hit the guard rail, causing
his tandems to burst off the trailer. The truck spun and flipped over, slamming the
driver’s side down onto the freeway.
“The way his cab hit the ground, well, I knew the driver was in trouble,” Jerry
Miller said. He carefully pulled behind the overturned tractor-trailer and put on
his flashers, alerting other motorists to slow down. As Jerry got out of his truck
and approached the cab, he noticed it was leaking diesel fuel so he began to stop
traffic.
He then knocked on the cab door and tried to pull it open, but it was jammed
shut. He went around to the passenger side where he found the footsteps to the
cab had fallen off in the wreck, so he pulled himself into the cab and attempted to
wake up the unconscious driver. Jerry managed to get the driver’s seatbelt off him
and began to drag him out of the cab, when suddenly the driver side fuel tank exploded.
The explosion caused the driver to regain consciousness and Jerry walked
him over to his own semi, parked about 70 feet behind the accident. Just as Jerry
began asking the driver questions, the second fuel tank exploded.
“There are a lot of people that are by themselves when they get into an accident.
There are people that just won’t take time to get involved. But that’s not us.
We stop. It’s just what we do,” Jerry Miller said.
Martin, a professional truck driver with ABF Freight System of Fort Smith, Arkansas,
who also resides in Fort Smith, is being recognized for his role in helping a
deputy subdue a man who was attempting to flee the scene.
On October 18, 2017, Martin was driving south on Highway 49 when he exited
to a side road to make a delivery. As he pulled off the frontage road, he noticed a
Simpson County Sheriff’s Department Deputy arguing with a man who was leaning
over a police car. The deputy was an older gentleman and Martin knew he would
need some help as the situation escalated. Martin called out, “Look man, just do
what he tells you to do and no one will get hurt.” Finally, just as the deputy was
able to put one cuff around the man’s arm the fugitive pushed the deputy away and
tried to run. Acting swiftly, Martin stepped in and helped to wrestle the man to the
ground. The man began to drag the deputy along with the handcuffs, and they all
continued wrestling for several minutes.
Soon, a city truck arrived with a jail trustee in the back. The trustee hopped
out of the truck and yelled at the assailant to get down on the ground. Martin
grabbed the handcuffs and was quickly able to cuff both the man’s wrists. Without
hesitation the men placed the man into the police car, and Martin was finally able
to breathe for a moment before giving his statement as other police arrived. Martin
CHRISTINA POWELL JERRY MILLER DANNY MARTIN
TCA 2018 www.Truckload.org | TRUCKLOAD AUTHORITY 43

The road to
protecting
your fleet
left the scene without getting much of a chance to speak with the deputy after the incident. To his
surprise, later that evening, Martin received a call from Deputy Blair, who thanked him for stopping to
assist. He told Martin he had a broken hand and a bad cut, but the situation could have been much
worse if he hadn’t stopped to help.
“I just did what I could,” Martin said. “Didn’t think twice about that. When I saw the guy resisting
I knew this could turn out to be a bad situation, so I just stepped in to help. I’m glad I was there.”
The Highway Angel program is sponsored by EpicVue.
New Hires at TCA
Kathryn Sanner, left, and Zander Gambill have joined the staff of the Truckload Carriers Association as manager of
government affairs and director of membership outreach, respectively.
Transportation Insurance
Specialists Since 1970
888-313-3226 www.ecbm.com
Offices in PA & MD
Zander Gambill and Kathryn Sanner have joined the staff of the Truckload Carriers Association.
Gambill is the new director of membership outreach and Sanner will be manager of government
affairs.
Gambill joins the TCA team with a strong publishing background, having served in various roles
from audience development to operations to publisher.
After earning both a B.A. in economics from Dickinson College and an MBA in marketing and
international business from the University of Pittsburgh Katz Graduate School of Business, Gambill
began to make his mark on the publishing world.
He worked in Charlotte, North Carolina, as a circulation/consumer marketing manager at Hearst
Magazines from 1995-2000 and as a director of business operations and director of circulation for
American City Business Journals from 2001-2007. He then moved north to Harrisburg, Pennsylvania,
where he worked as an associate publisher for Central Penn Business Journal and as the vice president
of audience development/operations for BridgeTower Media from 2008-2018.
“Zander’s strength is outreach. He and the successful teams he builds are at their best when they
are on the phone and speaking directly to members,” said TCA President John Lyboldt. “His extensive
experience will not only help make sure our members are informed about all of TCA’s benefits, but he
will also help ensure that our members are engaged and active participants in the association. If you
haven’t spoken with him yet, you’ll be hearing from him soon.”
Sanner is a policy analyst with four years of direct trade association experience in legislative and
regulatory research and in public and congressional outreach, and is also a recent master’s graduate,
having received her master of public policy degree with a concentration in regulatory policy and technology
policy from The George Washington University Trachtenberg School of Public Policy and Public
Administration. After graduating from George Washington magna cum laude with a B.A. in political
science, Sanner began working at the Association of National Advertisers, first as an administrative
assistant and then as a legislative analyst. She has also had internships with NAFSA: Association of
International Educators; the office of Rep. Matt Cartwright of Pennsylvania; and the office of Rep.
Mark Critz, also of Pennsylvania.
“Kathryn is going to be vital in helping TCA to make truckload’s story known to legislators and
regulators. With her experience in public policy and fresh perspective on the transportation industry,
she will help enact the changes truckload needs,” Lyboldt. said.
Please help the TCA team welcome Zander and Kathryn to our truckload family.
Independent Contractors/Open Deck
Annual Meetings
The Truckload Carriers Association offers back-to-back educational/networking opportunities for
long-haul trucking company members with specialized needs.
44 TRUCKLOAD AUTHORITY | www.Truckload.org

The Independent Contractor Division Annual Meeting is tailored to members
who operate equipment leased to owner-operators.
Registration is open for the concurrent meetings to be held September 6 at the
Renaissance O’Hare Suites Hotel in Chicago.
TCA Chairman Dan Doran will open the meeting with welcoming remarks.
A panel discussion on “Managing Open Deck Capacity with Higher Customer
Demands” will feature Brian Brown, sales manager, Prime Inc.; Kenneth Moore,
operations analyst, Maverick USA; and Kevin Nixon, president, flatbed and specialized,
Roehl Transport. The session will be moderated by Jack Porter, representing
the TCA Profitability Program.
Other morning sessions include “Today’s Independent Contractor — Trigger
Points to Happiness” by Todd Amen, president and CEO, ATBS, Inc., and “Nine Traits
of High Performing Companies … and Their Leaders,” by Chris Henry.
The afternoon session begins with a panel discussion titled, “Working with
Your Independent Contractors for Success,” led by Chris Henry and featuring Shelly
Seaton, vice president, loss prevention, Landstar, Inc., and Jim Wilkins, director,
flatbed operations, Prime, Inc.
The afternoon continues with “Independent Contractor Status — State of
the Union” by Greg Feary, managing partner of Scopelitis, Garvin, Light, Hanson
& Feary, and concludes with a program on “The Driver Retention Dilemma and
Company Culture,” by Dan Baker, trucking’s senior statesman.
To register, go to truckload.org/events.
Scholarship Winners
The Truckload Carriers Association’s Scholarship Fund will be providing financial
assistance to 53 undergraduate college students for the 2018-19 academic
year.
Each student will receive a scholarship ranging from $2,725 to $6,250 from a
total pool of approximately $153,000.
The seven largest scholarships are named after dedicated members, affiliates,
and past TCA chairmen.
The largest scholarship — named after the National Association of Independent
Truckers (NAIT) in the amount of $6,250 — was awarded to Blake Quinn of
Springfield, Missouri. A junior at the University of Arkansas studying Supply Chain
Management, Quinn has earned one of the top TCA Scholarships for the second
year in a row, having received the Kai Norris Scholarship last year. However, this
will be his first time receiving the NAIT Scholarship. Quinn’s father works for Prime
Inc.
TCA’s Scholarship Fund has been providing assistance to students associated
with the truckload industry since 1973.
Each of the winners must be a student in good standing who will be attending
a four-year college or university and must be associated with a TCA member company
as an employee, independent contractor, or the child, grandchild, or spouse
of an employee or independent contractor of a TCA member company. The fund
awards its scholarships without regard to race, color, sex, national origin, religion,
age, equal pay, disability, or genetic information.
Here is a complete list of scholarship awardees for the 2018-2019 academic
year:
National Association of Independent Truckers Scholarship Winner ($6,250):
Blake Quinn, Prime Inc., Springfield, Missouri.
John Kaburick Past Chairmen’s Fund Scholarship ($4,500): Hannah Linville,
Wabash National Corp., Lafayette, Indiana.
Robert Low Past Chairmen’s Fund Scholarship ($3,250): Andrea Vidaurre, WEX
EFS, Nashville, Tennessee.
Kai Norris Past Chairmen’s Fund Scholarship ($3,250): Blake Woods, Wilson
CAMERON DOBER
BAILEY SNOW
Logistics, Springfield, Missouri.
Stoney Reese Stubbs Scholarship ($3,250): Derek Linville, Wabash National
Corp., Indianapolis.
Darrell Clark Wilson III Scholarship ($3,250): Cameron Dober, Great Dane Trailers,
Savannah, Georgia.
Thomas Welby Scholarship ($3,250): Bailey Snow, Crete Carrier Corp., Lincoln,
Nebraska.
TCA Scholarship Winners ($2,725): Kolton McDaniel, Raven Transport,
Jacksonville, Florida; Heather Corbin, Celadon Trucking, Indianapolis; Emma
Thomerson, Best Cartage, Kernersville, North Carolina; Katelynn Hayzlett, Big G
Express, Shelbyville, Tennessee; Rachael Beck, Maverick Transportation, North
Little Rock, Arkansas; Caleb Gomez, John Christner Trucking, LLC, Sapulpa,
Oklahoma; Emily Gomez, John Christner Trucking, LLC, Sapulpa, Oklahoma;
Cameron Deiderich, Hogan Transport, St. Louis; David Turner, Evans Delivery
Co., Schuylkill Haven, Pennsylvania; Austin Kohls, McLeod Software Corp.,
Birmingham, Alabama; Elizabeth Cox, Best Cartage, Inc., Kernersville, North
Carolina; Jacob Smith, Maverick Transportation, North Little Rock, Arkansas;
Simone Scally, Metropolitan Trucking, Bloomsburg, Pennsylvania; Ann Nagle,
Bay & Bay Transportation, Egan, Minnesota; Hunter Hodges, Hodges Trucking
Co., Columbus, Georgia; Taylor Smith, Gypsum Express, Georgetown, South
Carolina; Sydney Garrett, NFI Industries, Cherry Hill, New Jersey; Alexander
Comerford, AIM NationaLease, Girard, Ohio; Torrianna Harris, U.S. Xpress, Chattanooga,
Tennessee; Brittany Quinn, Prime Inc., Springfield, Missouri; Megan
Baumhover, Freymiller, Inc., Bella Vista, Arkansas; Thomas Goble, Central Marketing
Transport, Edinburgh, Indiana; and Annabelle Cain, Paschall Truck Lines,
Murray, Kentucky.
Also, Mikala Perino, V & S Midwest Carriers, Kaukauna, Wisconsin; Mitchell
Miller, Load One, LLC, Taylor, Michigan; Kolby Cole, CalArk, Little Rock, Arkansas;
Jacob Deere, Knight-Swift Transportation, Phoenix; Tori Zaborowski, Load
One, LLC, Taylor, Michigan; Emily Smith, Art Pape Transfer, Dubuque, Iowa; Austin
Owens, McLeod Software Corp., Birmingham, Alabama; Emily Hansen, Prime,
Inc., Springfield, Missouri; Kevin Schneier, Tri National, Inc., Earth City, Missouri;
Chase Beals, UPS Freight, Lawrenceville, Georgia; Katherine McDaniel, Raven
Transport, Jacksonville, Florida; Lauren Townley, CRST Malone, Inc., Trussville,
Alabama; Brooklyn Keys, Maverick Transportation, North Little Rock, Arkansas;
Jacob Mitchell, Paschall Truck Lines, Murray, Kentucky; Harper Auman, Prime
Inc., Springfield, Missouri; Katelyn Brady, Regency Transportation, Inc., Franklin,
Massachusetts; Alexis Homsted, Pottle’s Transportation, LLC, Hermon, Maine;
Paige Pacheco, Regency Transportation, Franklin, Massachusetts; Danielle
Swearengin, Wilson Logistics, Springfield, Missouri; Claire Andry, Fremont Contract
Carriers, Fremont, Nebraska; Casey Russell, JLE Industries, Dunbar, Pennsylvania;
Austin Wagner, McLeod Software Corp., Birmingham, Alabama; and
Autumn Littlebrant, Paschall Truck Lines, Murray, Kentucky.
BLAKE QUINN HANNAH LINVILLE ANDREA VIDAURRE BLAKE WOODS DEREK LINVILLE
TCA 2018 www.Truckload.org | TRUCKLOAD AUTHORITY 45

Mark Your
Calendar
september 2018
>> September 6 — Independent Contractor and Open
Deck Division Meeting, Renaissance Chicago O’Hare
Suites Hotel, Chicago
>> September 24-26 — TCA Open House, Call on
Washington and Fall Business Meetings, Washington,
D.C.
march 2019
>> March 10-13 — 80th Annual Convention, Wynn Las
Vegas Resort, Las Vegas
For more information about these or any other TCA
events, please visit www.truckload.org or contact TCA
at (703) 838-1950.
Visit TCA’s Event Calendar Page
online at Truckload.org and click “Events.”
The Truckload Carriers Association
welcomes companies that
joined our association in
June and July.
June 2018
Shining Stars Enterprises
Greater Omaha Express, LLC
KLLM Transport Services, LLC
July 2018
Gallano Trucking, Inc.
PrimeLink Express, Inc.
Cargomatic, Inc.
Smith Transport
Grant Thornton, LLP.
46 Truckload Authority | www.Truckload.org TCA 2018

We will change the way you look at trucking.
Are you ready?
Experience the new TheTrucker.com
Find everyThing trucking on the neW TheTrucker.com
• Award-winning journalism
• Insightful videos about trucking news
• Outstanding career opportunities for drivers
• A full-scale industry-specific social network

MANY ONLY SEE ONE
SIDE OF TRUCKING
A massive, loud machine. The rough exterior.
The stereotypes. The assumptions.
LET’S SHOW THEM
THE OTHER
Let’s show them an industry that works day
and night to deliver groceries for shelves,
toys for children, products for homes.
Let’s show the proud dad who carries
on a hardworking trucking heritage.
Let’s show the dedication, the community
involvement, and the care.
Let’s show them the other side of the story.
Learn more at insiderotella.shell.com.
© SOPUS Products 2018. All rights reserved.