Truckload Authority - April/May 2019

CONVENTION COVERAGE | PAST CHAIRMEN’S AWARD | SAFEST FLEETS
OFFICIAL PUBLICATION o f t h e TRUCKLOAD CARRIERS ASSOCIATION
MAY/JUNE 2019
TCA chairman Josh
Kaburick focusing on
making trucking
even better
IN THIS ISSUE
CAUGHT IN A ROUNDABOUT
Is the infrastructure solution going in circles? | 6
HIGH-DRIVING MOTORISTS
CMV drivers face foggy 4-wheelers | 12
THE ‘TRUTH LABORATORY’
NFL Hall-of-Famer Steve Young shares life lessons from the gridiron | 24

THETRUCKER.COM

MAY/JUNE | TCA 2019
President’s Purview
A Charged-up Crowd
Created by Truckload Strong
Last issue, I stressed that “being at the table and being involved produces
incredible results.” Never has this been more evident than at our 81st Annual
Convention. Industry veterans and newcomers alike came together in March at
the Wynn Las Vegas galvanized by the concept of being “Truckload Strong” and
leading the charge toward our industry’s future.
Addressing the crowd during the general session, newly minted TCA Chairman
Josh Kaburick passionately remarked that “TCA membership provides a
value proposition that lends itself to an undeniable truth: that this organization
has the sole purpose of reflecting the wants and needs of an industry segment
that delivers this nation. In essence, we in this room are ‘Truckload Strong.’ TCA
will continue down the path forward with a plan that is aggressive, advanced and
forward-thinking.”
You see, I truly believe we should respect the past, embrace today and shape
our future. It is easy for an association to get caught up in a familiar day-to-day
and year-to-year cadence, resting on its laurels and never taking the next step
toward shaping a better future for its members. Those “at the table” know that the
creed of Truckload Strong makes this scenario impossible for TCA. Our members
will continue to amplify “the Voice of Truckload” and dictate our actions. New
programs will create more value for our member companies while a renewed
focus on data through industry partnerships and the TCA Profitability Program
will continue to be the foundation on which we advocate for sensible regulations
for our industry.
To those who experienced the annual convention and helped us be “Truckload
Strong,” thank you. To anyone who was not able to join us, know that there are
always seats open for you to become a part of driving our future.
Before closing out this segment, I would be remiss if I didn’t give a special
thanks to Dan Doran for his exceptional leadership of this association over the
course of his term as chairman. He truly embodies the creed of Truckload Strong
and we look forward to continuing to work with him in his new capacity as Immediate
Past Chairman.
John Lyboldt
President
Truckload Carriers Association
jlyboldt@truckload.org
John Lyboldt
PRESIDENT’S PICKS
Those Who Deliver
Diversification key to Keller
Logistics Group’s success
Page 30
Highway Angel of the Year
Brian Snell honored for aiding
woman in wrong-way crash
Page 32
Drivers of the Year
Ester Nemeth top company driver,
Danny Jewell best owner-operator
Page 34
TCA 2019 www.Truckload.org | TRUCKLOAD AUTHORITY 3

leads the way
Great isn’t simply a promise, it’s our purpose. It’s why we’re
looking to the future, developing new technologies and
focusing on our customers’ growing needs. It’s what makes
us ready for the road ahead and why
Great Doesn’t Stop.
GreatDane.com
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Phone: (703) 838-1950
Fax: (703) 836-6610
CHAIRMAN OF THE BOARD
Josh Kaburick, CEO
Earl L. Henderson Trucking Company, Inc.
MAY/JUNE 2019
PRESIDENT
John Lyboldt
jlyboldt@truckload.org
VICE PRESIDENT - GOV’T AFFAIRS
Dave Heller
dheller@truckload.org
FIRST VICE CHAIR
Dennis Dellinger, President and CEO
Cargo Transporters, Inc.
TREASURER
John Elliott, CEO
Load One, LLC
ASSISTANT EDITOR
Dorothy Cox
dlcox@thetrucker.com
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
SECRETARY
Pete Hill, Vice President
VICE CHAIR TO ATA
David Williams, Executive Vice President
Hill Brothers Transportation, Inc. Knight Transportation
AT-LARGE OFFICER
John Culp, President
Maverick USA
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IMMEDIATE PAST CHAIR
Dan Doran, President
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Cover Courtesy:
Linda Q Photography
Additional magazine photography:
Americans for Modern Transportation: P. 11
Chris Cone Photography: P. 20
Fotosearch: P. 6, 7, 9, 12
J.J. Keller: P.8
Keller Logistics Group: P. 3, 5, 30, 31
Linda Q Photography: P. 14, 15, 16
State of Rhode Island: P. 10
TCA: P. 3, 18, 19, 20, 23, 24, 25, 26, 27, 28, 32, 36, 37, 39, 40, 41, 42, 43, 44, 45
The Trucker News Org.: P.3, 21, 22, 33, 34, 35
PRESIDENT’S PURVIEW
A Charged-up Crowd by John Lyboldt | 3
LEGISLATIVE UPDATE
Caught in a Roundabout | 6
TRACKING THE TRENDS
More Drugged Driving | 12
A CHAT WITH THE CHAIRMAN
Giving Back with Josh Kaburick | 14
SPONSORED BY MCLEOD SOFTWARE
TALKING TCA
Team Driving with Dan Doran and Josh Kaburick | 20
President’s Convention Address: Taking the Lead | 23
The Truth Laboratory with Steve Young | 24
Carrier Profile with Keller Logistics Group | 30
Highway Angel of the Year | 32
Best Fleets to Drive For | 33
Drivers of the Year | 34
Pictorial Review of Convention | 36
Member Mailroom: Safety & Security Meeting | 38
Small Talk | 39
New Members| 46
Important Dates to Remember | 46
REACHING TRUCKING’S
TOP EXECUTIVES
“Truckload Authority is the CONdUIT
of INfORMATION for our industry,
bringing to fOCUS its newsworthy
trends, political engagements, and
versatile people that define the
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— P. Dennis Dellinger
PresiDent anD CeO, CargO transPOrters, inC.
TRUCKING’S MOST ENTERTAINING
EXECUTIVE PUBLICATION
T H E R O A D M A P
TCA 2019 www.Truckload.org | TRUCKLOAD AUTHORITY 5

MAY/JUNE | TCA 2019
Legislative Update
caught in a roundabout
Is the Infrastructure solution going in circles?
By Lyndon Finney
Roundabouts are becoming more and more popular within
American cities these days.
Typically, the circular intersections are found at major
intersections and are designed so that road traffic is permitted
to flow in one direction around a central island, with priority
usually given to traffic already in the junction.
Of course, once you drive into a roundabout, there are four
possible exit points, including the one from which you entered,
and we’re sure many times confused motorists wind up exiting
exactly from whence they came.
Likewise, it seems as though talk about an infrastructure plan
is stuck in that proverbial governmental roundabout and the four
exits represent the four primary funding sources to pay for an
upgrade to the nation’s infrastructure. That same infrastructure
has been given a D+ or a D by the American Society of Civil
Engineers (ASCE) for more years than anyone would like to
remember — 21 years to be exact — all the way back to the
very first report card in 1998, with virtually no improvement in
grades in subsequent surveys in 2001, 2005, 2009, 2013 and
2017.
As if the bad grades weren’t enough, the American Road &
Transportation Builders Association’s analysis of the recently
released U.S. Department of Transportation’s 2018 National
Bridge Inventory database reveals 47,052 bridges are classified
as structurally deficient and in poor condition.
Cars, trucks and school buses cross these compromised
structures 178 million times every day, the data shows. Nearly
1,775 of these structures are on the Interstate Highway System.
So as the nation spins around this adventurous roundabout
trip, it’s easy to identify the four exits.
They could be labeled as (1) an increase in the federal gas
and diesel tax, (2) tolls, (3) vehicle miles traveled tax and (4)
public-private partnerships.
And while it’s easy to blame a sitting president for a national
problem, infrastructure woes do not only belong to President
Donald Trump but, according to ASCE’s assessment, at least
Bill Clinton, George W. Bush and Barack Obama as well, along
with election-conscious lawmakers who are more worried
more about re-election than funding ways to fix a broken-down
infrastructure.
The talk in Washington primarily surrounds the “pay-for,”
said TCA’s vice president of government affairs, David Heller.
“How are we
going to pay for what
is inherently a Highway Trust
Fund that is facing a shortfall?”
Heller asked. “Funding it through the
General Fund is just not the way to go about doing
it. We need to have a fully sustainable Highway Trust
Fund, and by doing that we need to develop pay-fors
that can ultimately fund our infrastructure projects to get
us to where this nation needs to be.”
What better way to accentuate the infrastructure problem
than to talk about congestion, Heller said.
According to a recent analysis, traffic congestion on the
U.S. National Highway System added nearly $74.5 billion
in operational costs to the trucking industry in 2016, a
0.5 percent increase over 2015 with delays totaling
nearly 1.2 billion hours of lost productivity. Put another
way, it equates to 425,533 commercial truck drivers
sitting idle for a working year.
Congestion costs are increasingly concentrated in a
relatively small number of densely populated urban areas.
The top 10 states in terms of congestion costs combine to
account for over half (51.8 percent) of these costs, while the
top 10 metropolitan areas represent one-fourth of the national
total.
Densely populated areas require more goods and services to
sustain life, which means more and more trucks have no choice
but to contend with metropolitan congestion.
“Congestion all across the country is proving itself to be a
time constraint to say the very least,” Heller said. “It’s leaving
our commercial drivers to contend with delays upon delays
upon delays.”
As with all new administrations, the nation was hopeful that
Trump would take up the cause and do something to erase
those bad grades, but more importantly, give the country
bigger, better and smoother highways.
As one may recall, in those days, Trump was handing out
executive orders faster than the candy man handing out suckers
at a school carnival.
On August 15, 2017, he gave a speech at Trump Tower in
New York City.
The subject: infrastructure.
6 Truckload Authority | www.Truckload.org TCA 2019

After boasting about how this particular executive order
would greatly streamline the approval process for major
projects, including roads and bridges, Trump said the country
would no longer have to endure “one job-killing delay after
another.”
“No longer will we allow the infrastructure of our
magnificent country to crumble and decay. While protecting
the environment, we will build gleaming new roads, bridges,
railways, waterways, tunnels, and highways,” he said. “We
will rebuild our country with American workers, American iron,
American aluminum, American steel. We will create millions
of new jobs and make millions of American dreams come true.
“Our infrastructure will again be the best in the world.
We used to have the greatest infrastructure anywhere in the
world, and today we’re like a Third World country. … Our
infrastructure will again be the best, and we will restore the
pride in our communities, our nation, and all over the United
States we’ll be proud again.”
The only problem is that job-killing delays have been
replaced by what Heller labels as disruptors. And if something
isn’t done to disrupt those disruptors past, present and future,
he said, watch out. Any hope for an infrastructure plan may get
swallowed up by the 2020 presidential campaign.
“There are certainly disruptors out there that will sidetrack
the nation from the true conversations about an infrastructure
plan, such as the Mueller report, immigration, the government
shutdown and partisanship,” Heller said. “These all take a toll
on true conversations, on real issues that this country needs
to solve.”
If there is not a viable infrastructure plan on the table by
the end of May, then “you’re creeping into the appropriations
season, and once you get through the appropriations season,
which is traditionally during the summer, then you’re getting
into the August recess. And when everybody comes back after
Labor Day, guess what happens? This country starts running
for president, and as witnessed by the ever-growing field of
Democratic candidates, there’s no doubt it is going to be a
blockbuster presidential season.”
As for the partisanship that pervades the political scene in
Washington, it “creates an environment where nobody wants
to concede to the other side, specifically when you have
disruptors such as immigration and the Mueller report and no
side wants the other side to win.” Infrastructure should be a
simple bipartisan issue, Heller believes.
Dollars might be considered another disruptor because
the Highway Trust Fund could go broke by next year or 2021,
depending on whose forecast you believe.
Just imagine trying to operate your company in 2019 with
the same revenue you received in 1994.
That’s the situation lawmakers face since the federal gas and
diesel tax has not been raised since 1994.
According to the Bureau of Labor Statistics consumer price
index, prices in 2019 are 70.56 percent higher than average
prices were in 1994.
In other words, if you had operating expenses of $30,000,000
in 1994, those same expenses in 2019 would equal roughly
$51,168,000.
“Costs have risen considerably since, and we have a plan
in place [the 1994 fuel tax rate] that was not set for change,”
Heller said, adding that over the years there has always been an
expectation that Congress could make a change by raising the
fuel tax and tying it to inflation. That clearly isn’t happening as
evidenced by the general fund transfers to the Highway Trust
Fund.”
In addition, while operating expenses have increased, the
potential sources of revenue from gas and diesel taxes have
decreased.
“You have fuel mileage that has risen tremendously, meaning
cars such as hybrid vehicles and trucks are traveling farther on a
tank of gas,” Heller said. “And what’s more, the average number
of vehicles per household has actually decreased from 2.05 in
2006 to 1.97 in 2016, both of which mean cars are going to
the pump less. And if you pump less, you’re paying less to the
Highway Trust Fund.”
If you really want to know how little has changed in the fight
for a better infrastructure since the ASCE issued its first grade,
here’s an excerpt from the 2001 report card, when roads were
given a D+, and an excerpt from the 2017 report, when roads
received a D:
From the 2001 report: “One-third of the nation’s major roads
are in poor or mediocre condition, costing American drivers
an estimated $5.8 billion a year. Road conditions contribute to
as many as 13,800 highway fatalities annually. Twenty-seven
percent of American’s urban freeways — which account for 61
percent of all miles driven — are congested.”
From the 2017 report: “America’s roads are often crowded,
frequently in poor condition, chronically underfunded, and are
becoming more dangerous. More than two out of every five
miles of America’s urban interstates are congested and traffic
delays cost the country $160 billion in wasted time and fuel in
2014. One out of every five miles of highway pavement is in
poor condition and our roads have a significant and increasing
backlog of rehabilitation needs. After years of decline, traffic
fatalities increased by 7 percent from 2014 to 2015, with 35,092
people dying on America’s roads.”
Kind of makes you wonder if the nation will ever get out
of that roundabout, and if and when it does, which exit it
will take.
Truckload Authority engaged Truckload Carriers
Association’s Vice President of Government Affairs
David Heller in a word association test on four
possible sources to fund the Highway Trust Fund.
Fuel tax increase
“A necessity.”
Vehicle miles tax
“Future.”
Tolls
“Bad for business.”
Public-Private Partnerships
“Worse than tolls.”
TCA 2019 www.Truckload.org | Truckload Authority 7

CAPITOL RECAP
A review of important news coming out of our nation’s capital.
By Klint Lowry and Lyndon Finney
It’s not exactly an every-year occurrence, so when the Secretary of Transportation shows up at the Mid-America Trucking
Show to address a roomful of truckers, as Elaine Chao did in March, there’s usually something important the secretary wants
to say. And Chao did have something, telling her audience that a Notice of Proposed Rulemaking on Hours of Service had
been sent to the White House’s Office of Management and Budget. Now the waiting begins, because it will likely take at least
60 days for OMB to reply to the Federal Motor Carrier Safety Administration. The FMCSA has also released information
on the Drug and Alcohol Clearinghouse, and what Capitol Recap would be complete without Twin 33s and tolling?
HOURS OF SERVICE TO OMB
When he came on board as administrator of the Federal Motor
Carrier Safety Administration, Raymond P. Martinez said his agency
would listen to its constituents and would be more forthcoming with
updates than previous administrations had been.
His promise was most visibly manifested during the Mid-America
Trucking Show in Louisville, Kentucky, last month when his boss,
Transportation Secretary Elaine Chao, told a packed audience that
the Department of Transportation (DOT) and the FMCSA had sent a
Notice of Proposed Rulemaking (NPRM) on Hours of Service (HOS)
to the Office of Management and Budget (OMB) for review.
Her announcement is a stark contrast to previous times when
rulemakings were advanced without fanfare and movement could
only be tracked by reading the DOT’s monthly report on significant
rulemakings, which now has been revised to exclude when a rulemaking
is signed off on by the Office of the Secretary of Transportation and
sent to OMB.
“The clock is ticking on the 60-day time frame OMB usually likes
to adhere to,” said TCA’s Vice President of Government Affairs David
Heller.
“You wanted flexibility. We listened. We asked for your
participation, and you participated,” Chao told a standing-room only
According to the Advanced Notice of Proposed Rulemaking, one of the
possible changes in the current Hours of Service rule is reinstating the
option for splitting up the required 10-hour off-duty rest break for drivers
operating trucks that are equipped with a sleeper-berth compartment.
conference room full primarily of professional truck drivers.
Chao’s reference was likely about the more than 5,200 comments
on the Advanced Notice of Proposed Rulemaking (ANPRM) released
last August.
A cursory review of those comments reveals a primary desire on the
part of motor carriers and professional truck drivers: flexibility.
The ANPRM lays out possible changes to four areas of HOS:
• Expanding the current 100 air-mile “short-haul” exemption from
12 hours on-duty to 14 hours on-duty, to be consistent with the rules
for long-haul truck drivers;
• Extending the current 14-hour on-duty limitation by up to two
hours when a truck driver encounters adverse driving conditions;
• Revising the current mandatory 30-minute break for truck drivers
after eight hours of continuous driving; and
• Reinstating the option for splitting up the required 10-hour offduty
rest break for drivers operating trucks that are equipped with a
sleeper-berth compartment.
“These are the things we’re hearing when talking with drivers and
carriers,” Martinez said.
“This is one of the things for which we as an industry have
been waiting a long time,” Heller said. “We’ve been clamoring for
flexibility since it was taken away from us [in the mid-2000s]. The
thought process is to give the drivers more flexibility in dealing with
detention time, congestion and weather delays.”
The question is what the next step looks like after the NPRM clears
OMB and gets issued as a Notice of Proposed Rulemaking regardless
of how long it takes, Heller said.
“Last time we had a major change there were over 20,000 comments
issued, and the agency does take the time to review every comment
to ensure the Final Rule supports the comments,” he said. “I would
expect the comments will support flexibility in the sleeper berth.”
The last major change in HOS came in 2011 when the agency
issued the Final Rule that forms the basis for the rule currently in
place, minus some tweaking on the restart provision.
The NPRM for that rule was issued in December 2010, with the
Final Rule coming almost one year to the day later.
Time is always a key factor in the rulemaking process, Heller said.
“There has been talk that the agency has fast-tracked this rule, and a
year’s time should be considered fast,” Heller said. “But then nothing
moves fast in government because of checks and balances. When
it comes to rulemakings like this, the ‘I’s have to be dotted and the
‘T’s crossed so they issue a rule that is best for the industry and can
ultimately make our driver population safer.”
8 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2019

DRUG AND ALCOHOL
CLEARINGHOUSE
The Federal Motor Carrier Safety Administration has released additional
online resources for commercial driver’s license holders, employers, state
driver-licensing agencies, medical review officers and substance abuse
professionals regarding the upcoming implementation of the agency’s
CDL Drug and Alcohol Clearinghouse in January 2020.
The new clearinghouse resource webpage provides commercial motor
vehicle (CMV) stakeholders with a variety of informative resources about
the clearinghouse, including a comprehensive fact sheet, implementation
timeline, frequently asked questions and more.
Additionally, CMV stakeholders can sign up to receive clearinghouserelated
email updates as the implementation progresses.
“It’s about time, because we’ve been clamoring for a long time for
information about how this is going to work,” said TCA’s Vice President
of Government Affairs David Heller. “January 6, 2020, is coming soon
enough, so releasing information is timely.”
The clearinghouse will make significant advances toward closing the
loophole for a driver who tests positive for drugs in their system at one
carrier and a couple of days later goes to another carrier and tests negative.
“That positive test will be recorded in the clearinghouse and potentially
will keep that driver off the road,” Heller said. “We are a zero-tolerance
industry and I cannot emphasize that enough. There is no room for drugs
or alcohol on our roadways. They are a danger to those we share the road
with and a danger to our drivers themselves. So, this clearinghouse will
go a long way toward enforcing our zero-tolerance policy and it will give
carriers a better idea who they are bringing on board.”
The release of the information on the clearinghouse resources is part
of FMCSA’s goal to provide as many resources and updates as possible
to those who will be using the clearinghouse, according to FMSCA
Administrator Raymond P. Martinez.
“As we transition to the use of the clearinghouse, we will ensure drivers,
employers and state licensing agencies are kept up-to-date throughout the
implementation process. FMCSA is here to be helpful and to assist all
CMV stakeholders who have questions regarding the Drug and Alcohol
Clearinghouse,” Martinez said.
The clearinghouse, which is being created under a Congressional
mandate, will be a secure online database that will allow FMCSA, CMV
employers state driver-licensing agencies and law enforcement officials to
identify – in real time – CDL drivers who have violated federal drug and
alcohol testing program requirements, and thereby improve safety on our
nation’s roads.
The rule on the CDL Drug and Alcohol Clearinghouse requires
mandatory use of the clearinghouse to report and query information about
driver drug and alcohol program violations.
J. J. KELLER’S ELD INSIGHTS
3G Network Sunset:
The Impact to Your Organization
By now you’ve likely heard the news of telecommunication networks
shutting down their 2G and 3G access in favor of 4G/LTE and 5G wireless
networks with greater capacity. But what exactly does this mean for
your fleet? As the sun sets on 3G, you’ll want to understand the
immediate impact to your operation and what it means going forward.
Deterioration of Network Coverage
For the most part, telematics devices sold in 2018 and beyond
rely on 4G/LTE networks to operate. But if your fleet relies on older
devices to record critical driver and vehicle status information,
you’re likely dependent on 3G network coverage.
With Verizon already announcing plans to shut down 3G services
after 2019, and AT&T expecting the completion of their 3G shutoff
by 2022, AOBRD and telematics devices reliant upon 3G integrated
or mobile technology may no longer be able to transfer critical
compliance data or access the internet. Depending on the wireless
carrier, older devices may not even be able to make phone calls.
ELD & AOBRD Implications
For motor carriers who installed telematics and/or automatic
on-board recording devices (AOBRDs) with integrated 3G cellular
capabilities, a physical device replacement will be necessary to
ensure compatibility with 4G/LTE.
Find out if your vendor will be updating your devices for 4G/LTE
compatibility through a firmware or software update, and if so,
when. This is also a great opportunity to confirm if your telematics
devices are capable of transitioning to electronic logging device
(ELD) functionality before the December 16, 2019 ELD compliance
deadline.
Next Steps
For a very small handful of ELD providers operating without distinct
AOBRD and ELD hardware, customers are able to conduct
business without network coverage interruption. But the
exceptions are few, and you should check with your device provider
to ensure compatibility with 4G/LTE communication networks.
Regardless of your current provider, you should request — and
expect — complete transparency about any potential disruptions
and detailed information regarding their plan for
ensuring compatibility now and in the future.
The CDL Drug and Alcohol Clearinghouse will make significant advances
toward closing the loophole that allows a driver who tests positive for
drugs in their system at one carrier to go to another carrier and test
negative a few days later.
J. J. Keller’s electronic logging hardware supports both AOBRD
and ELD solutions, allowing all of their devices to operate
uninterrupted during the 3G phase out. Verify the compliance
of your hardware with our free J. J. Keller Compliance Check at
JJKeller.com/Verify.
Fleet Management System
with ELogs
TCA 2019 www.Truckload.org | TRUCKLOAD AUTHORITY 9

CapItol recap
Employers must conduct both electronic queries within the
clearinghouse and manual inquiries with previous employers to cover the
preceding three years. Once the clearinghouse has been up for three years,
the electronic query will be all that’s needed.
For drivers, failure to consent to a required test will have the same
effect as a failed test, with the driver being prohibited from performing a
safety-sensitive function, such as operating a CMV.
At the recent Mid-America Trucking Show, Joe DeLorenzo, FMCSA
director of enforcement and compliance, gave a presentation to raise
awareness the clearinghouse.
“I came here with a bit of a mission on the drug and alcohol
clearinghouse rule,” DeLorenzo said to MATS attendees. It has come to
the agency’s attention the clearinghouse has been flying under the radar, a
bit, and not enough drivers seem to know about it or they haven’t gotten
a full explanation of what the clearinghouse will contain and what it will
be used for.
DeLorenzo said drivers have said to him, “Well, I don’t do drugs, so I
don’t have to worry about this.”
“Actually, that’s not the case,” DeLorenzo said. “Everybody needs to
know about this and get going on it.”
Starting in January, carriers will be required to query the database as
part of the new-driver hiring process to ensure that the candidate does not
have any failed tests or refusals in the previous three years. Carriers can
only gain access to a driver’s record and make the mandatory query with
the consent of the driver, and the only way a driver can give that consent
is to be registered in the clearinghouse.
So, technically, drivers are not going to be required to register in the
clearinghouse, DeLorenzo said. However, if you ever want to get hired
anywhere again you’ll have to be registered.
“If you’re just kind of staying where you’re at, no intention of leaving,
or if you are working for yourself, or if you are nearing retirement, you
may decide not to register,” he said. “But in an industry with 100%-plus
turnover, I know people are always looking for a new job, a different job,
a better job. Any driver who’s going to apply for a new job after this rule
goes into effect is going to have to have an account and is going to have
to be able to go in.”
For more information on FMCSA’s new Drug and Alcohol
Clearinghouse resource website, visit clearinghouse.fmcsa.dot.gov.
Efforts to slow tolling underway
The trucking industry is continuing its efforts to do something about
states imposing discretionary tolls on already existing highways.
The American Trucking Associations (ATA), along with three
motor carriers representing the industry, has appealed a recent decision
by the federal district court in Rhode Island to dismiss a challenge
to Rhode Island’s RhodeWorks truck-only toll program on procedural
grounds.
On the same day that ATA filed its appeal, the Owner-Operator
Independent Drivers Association (OOIDA) appealed a ruling issued
April 4 in a class-action lawsuit regarding tolls on users of the
Pennsylvania Turnpike.
“Truck-only tolling, and tolling in general, doesn’t make much
sense,” said TCA’s Vice President of Government Affairs David Heller.
“We as Americans have become rather savvy about looking where our
money goes in terms of charitable donations, and the same could be
said of tolling. Why would you commit dollars to a program on which
you are not getting the ultimate return? The administrative costs alone
for tolling exceed that of increasing the fuel tax. If we are looking at
getting the best bang for our buck, we need to be talking about raising
the fuel tax because the administrative costs in doing that are primarily
quite a bit different than if tolling were to be exacerbated.”
Then there is the issue of diversion.
“Truck-only tolls make no sense because, guess what, trucks aren’t
the only vehicles that use these roads,” Heller said. “They are also
Truck-only tolling, and tolling in general, doesn’t make much sense, says
TCA’s David Heller. “Let’s keep trucks and passenger vehicles on the routes
they are used to doing and pass a fuel tax increase so we can pay for the
wear and tear on these roadways.”
being used by passenger vehicles. It makes no sense, to say nothing of
the fact of the diversion that goes along with these tolls. People will
divert onto secondary roads, which are not designed for that increased
traffic, whether it be heavy trucks or passenger vehicles. Let’s keep
trucks and passenger vehicles on the routes they are used to doing and
pass a fuel tax increase so we can pay for the wear and tear on these
roadways.”
In its challenge, ATA contends that Rhode Island’s truck-only toll
scheme is unconstitutional because it discriminates against interstate
trucking companies and impedes the flow of interstate commerce. In
its decision dismissing the case, the district court did not address the
merits of that constitutional claim. Instead, it held only that ATA’s
challenge could not proceed in federal court.
The state argued that the federal court cannot restrain the collection
of state taxes, such as tolls, and state matters should be adjudicated in
state court.
Rhode Island Trucking Association President Christopher Maxwell
said the judge’s decision doesn’t speak to the merits of the claims, only
the venue in which to bring them.
The Rhode Island Trucking Association is a member of the national
trade group.
“Since RhodeWorks was first proposed, the trucking industry has
been strong and united in opposition to this extortionate plan. We’ve
warned politicians in Rhode Island that these truck-only tolls were
unconstitutional and should be rolled back,” said ATA President and
CEO Chris Spear. “It is unfortunate that Gov. [Gina] Raimondo and her
administration did not heed those warnings. While we are disappointed
the district court’s decision means further delay in seeing these tolls
rolled back, our appeal of the dismissal of our case on a technicality
should demonstrate to the state that this fight is by no means over,
and we look forward to establishing the unconstitutionality of Rhode
Island’s discriminatory tolls on the merits.”
In its suit, ATA, along with Cumberland Farms, M&M Transport
Services, and New England Motor Freight, argued that the RhodeWorks
plan violates the Constitution’s Commerce Clause by discriminating
against out-of-state trucking companies, and by designing the tolls in a
way that does not fairly approximate motorists’ use of the roads.
Meanwhile, Connecticut officials have been watching the Rhode
Island case closely. Democratic Gov. Ned Lamont, who ran for office
supporting tolls only on the trucking industry, included two tolling
options for lawmakers to consider in his new budget: tolling just
trucks or tolling everyone. Lamont’s administration has estimated
10 Truckload Authority | www.Truckload.org TCA 2019

Connecticut could reap $200 million in annual revenue from truck
tolls and about $800 million from tolls on cars and trucks.
In recent weeks, the governor has made it clear he is now leaning
toward supporting the more wide-ranging tolls to help generate the
revenue needed to address Connecticut’s transportation infrastructure
needs.
The Pennsylvania Turnpike lawsuit was brought last year by
OOIDA and the National Motorists Association in the federal court
in Harrisburg, Pennsylvania. The associations, which are made up
of truck drivers and other motorists, challenged the constitutionality
of the excessive tolls imposed upon drivers on the Pennsylvania
Turnpike.
In March, Judge Yvette Kane granted the motions to dismiss by the
defendants, which included the Pennsylvania Turnpike Commission,
Gov. Tom Wolf, and Leslie Richards, Pennsylvania’s secretary of
transportation.
OOIDA expressed disappointment over the ruling but is not
discouraged.
In the opinion, the judge acknowledged that the plaintiffs’
complaint “credibly alleges that Pennsylvania’s policy decisions
related to transportation have resulted in a statutory scheme that
disproportionately burdens turnpike travelers with the costs of a
statewide transportation system that is of no direct benefit to them.”
TWIN 33S ... AGAIN
To no one’s surprise, the Americans for Modern Transportation
Coalition is continuing its effort to allow twin 33-foot trailers on the
nation’s highways.
In a letter to House Transportation and Infrastructure Committee
Chairman Peter DeFazio, D-Ore., and ranking member Sam Graves,
R-Mo., the coalition identified longer trailers as a way in which
policymakers can leverage technologies and efficiencies developed by
the private sector to create “the infrastructure system of the future.”
In the letter, coalition Executive Director Randy Mullett said years
of underinvestment and a lack of attention to the nation’s infrastructure
has left American families in harm’s way, spurred economic
inefficiencies, and put undue stress on the environment.
“At no cost to taxpayers, Congress can act to modernize trucking
equipment and increase the national twin-trailer standard from 28 feet
to 33 feet,” Mullett said.
“Without a doubt, the Truckload Carriers Association will continue
to oppose any effort to lengthen trailers,” said David Heller, TCA’s
vice president of government affairs, in response to the coalition’s
efforts to resurrect the on-again, off-again discussion on Capitol Hill
about longer trailers. “It doesn’t make sense for our industry, which
represents over 75% of the freight delivered in this country.”
The coalition claimed that the longer trailers would, among other
things:
• Reduce congestion, because twin 33-foot trailers would mean
fewer trucks on the road and 53.2 million hours saved due to less
congestion;
• Improve safety, because twin 33s “perform better than many
other truck configurations on four critical safety measures, including
stability and rollover.” Research shows that the adoption of twin 33-
foot trailers would result in 4,500 fewer truck accidents annually,
Mullett maintains;
• Provide economic benefits, because 33-foot trailers can move the
same amount of freight with 18 percent fewer truck trips, allowing
consumers and businesses to realize $2.6 billion annually in lower
shipping costs and quicker delivery times; and
• Longer life cycles for roads and bridges, because use of the longer
trailers would result in 3.1 billion fewer truck miles traveled each year.
TCA has sent a letter to Transportation Secretary Elaine Chao
stating its opposition to twin 33-foot trailers and directly addressing
some of the coalition’s claims.
“It’s pretty clear she understands the situation,” said OOIDA
President Todd Spencer. “But she also stated quite clearly that no
definitive controlling precedent supports either side.
“It appears to us that she chose to apply a standard from a Supreme
Court case from back in 1970 that focused on burdens imposed under
a state’s regulations about agricultural products rather than a standard
from more recent in Supreme Court cases that spoke directly to user
fees, which is what the tolls are in Pennsylvania.”
The association says the case is now poised for review by the Third
Circuit Court of Appeals.
“Our case has been widely reported in the press and incorrectly
linked with other reports alerting the public to a looming transportation
crisis, driven in part by the same statutory scheme that our lawsuit
challenges,” Spencer said.
Act 44 and Act 89, passed in 2008 and 2013 respectively, ordered
the Pennsylvania Turnpike Commission to send $450 million a year
to PennDOT. The turnpike is in debt approaching $12 billion, and the
auditor general has labeled the state’s transportation funding system
“unsustainable.”
“This lawsuit is far from over,” Spencer said. “And win or lose
on appeal, the turnpike’s debt crisis and the Commonwealth’s
transportation emergency aren’t going away, either. This is a crisis
created by the legislature’s decisions, not our lawsuit.”
The Americans for Modern Transportation Coalition says it has identified
longer trailers as a way in which policymakers can leverage technologies
and efficiencies developed by the private sector to create “the infrastructure
system of the future.”
“The safety risks that correspond with twin 33-foot trailers are
undeniable,” TCA President John Lyboldt said in the letter, citing
Department of Transportation findings that twin 33-foot trailers have a
longer stopping distance, perform worse in avoidance maneuvers, and
have higher vehicle inspection violation and out-of-service rates than
the standard 53-foot trailer in use today.
Any claims that twin 33-foot trailers will reduce congestion and
wear and tear on the nation’s highways are unfounded, the TCA letter
said.
“Because of the current equipment configurations of the railroads,
which were developed to accommodate the 28- and 53-foot trailers
that exist today, there will be significant diversion of freight onto the
roads if 33-foot trailers are allowed,” Lyboldt said. “Movement away
from these prominent trailer sizes will not only render existing truck
trailers obsolete, but their corresponding railroad counterparts, as
well.”
When the coalition announced its renewed efforts on twin 33s,
Heller said that longer trailers would only benefit a small segment of
the trucking industry and that Capitol Hill discussions about twin 33s
would distract from the much larger Congressional conversation about
infrastructure reform.
TCA 2019 www.Truckload.org | TRUCKLOAD AUTHORITY 11

MAY/JUNE | TCA 2019
Tracking The Trends
By Dorothy Cox
On May 7, 2016, in Boulder, Colorado, 18-year-old
Quinn Hefferan admitted to smoking marijuana before
falling asleep behind the wheel, crashing into another vehicle
and killing two people. It’s becoming a critical safety
issue: Professional truck drivers now more than ever are
having to share the road with drug-impaired passengervehicle
motorists.
The Highway Loss Data Institute (HLDI) estimates that
the frequency of collision claims per insured vehicle year
rose a combined 6 percent following the start of retail
sales of recreational marijuana in Colorado, Nevada, Oregon
and Washington, compared with the control states
of Idaho, Montana, Utah and Wyoming. The combinedstate
analysis is based on collision loss data from January
2012 through October 2017.
A separate study by the Insurance Institute for Highway
Safety (IIHS) examined 2012-2016 police-reported
crashes before and after retail sales began in Colorado,
Oregon and Washington. IIHS estimates that the three
states combined saw a 5.2 percent increase in the rate of
crashes per million vehicle registrations, compared with
neighboring states that didn’t legalize marijuana sales.
“The new IIHS-HLDI research on marijuana and
crashes indicates that legalizing marijuana for all uses
is having a negative impact on the safety of our roads,”
IIHS-HLDI President David Harkey said. “States exploring
legalizing marijuana should consider this effect on
highway safety.”
There is also evidence that suggests it’s not just a matter
of more people driving high.
A Denver Post investigative report found that greater
and more concentrated levels of tetrahydrocannabinol,
or THC, the psychoactive ingredient in cannabis, are
being found in four-wheel drivers’ systems in the Rocky
Mountain State.
“This is not your grandfather’s weed,” a police chief told
the newspaper. “It’s not even marijuana; it’s THC, oils and
concentrates” and in some situations reaching “levels of
acute overdose.”
And, more four-wheel motorists are combining marijuana
use with alcohol and other drugs before getting
behind the wheel.
A study conducted under the auspices of the National
Cooperative Research and Evaluation Program found
that since Colorado legalized recreational cannibis use
in 2012, young people there are more likely to combine
alcohol and pot use before driving. Darrin Grondel, director
of the Washington [state] Traffic Safety Commission,
a state which also legalized recreational marijuana use
in 2012, said “poly drug use” by motorists who combine
cannabis, alcohol and prescription drugs such as fentanyl,
is becoming more prevalent.
A study by Elizabeth Hartney, PhD, on teen use of cannibis,
says the amount of THC in marijuana has grown
exponentially over the years. By the early 2000s, the concentration
had increased to about 4 percent — between
two and four times as strong as it had been during the
“hippie” movement. And in 2012, the strength of modern
“high potency” strains of marijuana, such as sinsemilla,
are reportedly at least four times as strong, containing 16
to 22 percent THC.
According to the Post study, THC levels in drivers killed
in crashes in 2016 “routinely” reached levels of more than
30 nanograms per milliliter whereas the year before, levels
were only 5 nanograms per milliliter or lower.
It may well be more than that, however, because the
investigation found coroners can’t agree on whether the
presence of THC should be listed on death certificates.
If a driver’s body shows an amount of alcohol that was
over the limit, it’s rare for a coroner to go back and test for
marijuana or other drugs.
At last count, 31 states have legalized cannabis for
medical use and 11 have legalized the recreational use
of marijuana (10 states and Washington, D.C.).
And now that Canada has legalized the recreational
12 Truckload Authority | www.Truckload.org TCA 2019

and medicinal use of marijuana, professional truck drivers
plying highways on both sides of the border must be
reminded that trucking in North America is still a “zero
tolerance” industry, said Bison Transport Director of
Safety and Driver Development Garth Pitzel. Bison was
recently named the Grand Prize winner for the large carrier
division in TCA’s Fleet Safety Award contest.
As far as testing drivers for cannabis use, “it’s still not
a straightforward issue,” said Joanne Ritchie, executive
director of the Owner-Operator Business Association of
Canada. There, local provinces and territories are responsible
for determining how cannabis is distributed
and sold within their jurisdictions and how roadside inspections
are conducted, Ritchie added.
In the U.S., one of the main problems is that because
marijuana has been illegal for decades, there is not a
lot of information documenting the relationship between
marijuana’s use and driver impairment or determining
the frequency of motorists driving under the influence of
the drug. States, law enforcement and government agencies
need statistics such as the numbers of crashes, injuries
and fatalities caused by marijuana-impaired driving
to determine policy going forward, industry insiders say.
Measuring THC is not as clear cut as measuring alcohol
in a motorist’s system because measuring marijuana
metabolites can identify past use but isn’t indicative of
“active” impairment at the time of arrest.
The National Highway Traffic Safety Administration
says some states allow for a DUI charge if a person tests
positive for THC in their urine, which shows marijuana
use in the previous 30 days, but not does not determine
impairment.
The Post investigation determined that the Colorado
State Patrol and the Colorado Bureau of Investigation
have made concerted efforts to test more drivers for drug
use, but that it’s probably still being underrepresented in
the data because alcohol testing is easier and cheaper.
Of course, U.S. Department of Transportation rules still
prohibit the use of marijuana by commercial-vehicle drivers.
But regardless of how stringent drug testing of professional
CMV drivers is, other motorists are using less
caution about driving while drugged. In an anonymous
survey of 11,000 passenger-vehicle drivers in Colorado,
69 percent said they drive under the influence of pot daily.
And there are other issues beyond the safety aspects
of drugged driving.
One is the legal quagmire surrounding the transportation
of marijuana and its derivative products.
“We’re not going to get involved in that; we’ll not jeopardize
our employees. A fellow was banned from the U.S.
for life because he was involved in the cannabis business
in Canada,” said Bison’s Pitzel.
U.S. carriers need to take note, as well:
Oregon truck driver Denis Palamarchuk, 36, of Portland,
found himself in the middle of a state/federal fight
earlier this year over whether the industrial hemp he was
hauling from Oregon through Idaho and on to Colorado
was illegal.
The Idaho Press reported that Palamarchuk was arrested
January 24 at the East Boise, Idaho, point-of-entry
with the hemp load even though he had a legal bill
of lading for it.
Hemp and marijuana are different varieties of the same
plant, and the recently passed federal Farm Bill in the
U.S. forbids states from preventing the transportation of
hemp, which is used in cosmetics, dietary supplements
and other products. Meanwhile, the Colorado company
that owns the hemp wants its seized shipment back from
Idaho and is citing the Farm Bill in a court filing against
the state. Idaho State Police seized 6,701 pounds of the
hemp.
The trouble stems from the fact that in Idaho, any
amount of THC is illegal.
Consequently, the Ada County prosecuting attorney’s
office insists that hauling hemp through Idaho is illegal
and that the seizure was lawful.
Hemp, while not a scheduled substance, contains
trace amounts of THC but not enough to produce a high.
Under federal regulations, hemp must contain 0.3 percent
or less of THC.
Big Sky Scientific, the Colorado company that was the
intended recipient of the hemp, has filed a lawsuit against
Idaho State Police, and in court documents, showed that
the hemp contained less than 0.3 percent THC.
In many cases, states may have jumped on the pot
legalization bandwagon because they hoped the money
from its sale would fill empty coffers. Instead, they have
found the grass isn’t always greener, with additional funds
needed for extra law enforcement training and equipment
for testing drivers under the influence of marijuana and
other drugs.
Some in the trucking industry have suggested that taxes
levied on recreational marijuana cultivation and sales
at the federal level be used to fund additional training and
certification of law enforcement.
The fact remains, however, that “There are a lot of
professional truck drivers on the road who are at risk of
other drivers’ impairment,” Pitzel said, “and we want to
make sure they get home safely as far as training and
procedures.”
Words of wisdom for all carriers.
TCA 2019 www.Truckload.org | Truckload Authority 13

MAY/JUNE | TCA 2019
A Chat With The Chairman
Giving Back
TCA chair to focus on bettering an industry
that has provided him with great opportunities
FOREWORD AND INTERVIEW BY LYNDON FINNEY
Josh Kaburick grew up around trucking. After graduating Western Illinois University, where
he attended on a football scholarship and lettered all four years, he returned home to join the
family business, Earl L. Henderson Trucking Company, headed by his late father John Kaburick,
who served as TCA chairman 2010-2011. As a teenager, Kaburick had worked in the shop,
cleaned trucks, washed trailers, and emptied wastebaskets among other duties assigned to him
by his father to instill a work ethic. Upon his return from college, he applied that work ethic to
his early roles in truckload operations and freight brokerage. In 2004, he was promoted to Chief
Operating Officer and by 2011 he successfully advocated to relocate the business from Salem,
Illinois, to Caseyville, Illinois, to be closer the St. Louis transportation hub and to access its
talent pool, which Josh knew would be critical to the company’s long-term growth. Today, he
serves as Earl L. Henderson Trucking Company’s chairman, CEO, and majority owner. He has
the distinguished honor to be one of three chairmen whose father was also a TCA chairman, the
others being Russell Stubbs and his father, Stoney Stubbs; and Lance Craig and his father, Dale
Craig. As he stepped into the role of TCA chairman, Josh shared his thoughts on the year ahead.
14 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2019

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Congratulations on becoming chairman of the Truckload Carriers Association. What does it mean to you to be chairman?
Being chairman is a great honor. It’s a tremendous way to give back to TCA and an industry that has provided our company and
my family with great opportunities and relationships that will last a lifetime.
This is normally where we would ask how you got
interested in trucking, but apparently trucking is in your
blood. You come from a trucking family, don’t you? Tell
us about that.
I do. Although I’m second generation and I grew up around
the company doing jobs nobody wanted to do, like cleaning out
trucks, washing out trailers and dumping wastebaskets, my father
never pushed any of us boys to come work for the family
business. However, I was fascinated by the dynamics required
to operate a trucking company. I came back to work in the business
full time after graduating college and developed a passion
for everything that the company and transportation had to offer.
So, I made it my career.
Share what you would like readers to know about Earl L.
Henderson Trucking.
Henderson is a 400-truck, full truckload fleet headquartered in
Caseyville, Illinois (8 miles from downtown St. Louis), operating
both refrigerated and dry van fleets. The reefer fleet operates
coast-to-coast, whereas the dry van fleet runs primarily east of
the Rockies. We also have an affiliated logistics company, Trekker
Logistics, which operates separately from the asset operation.
Trekker has branches in Fayetteville, Arkansas; Edwardsville, Illinois;
and Nashville, Tennessee.
Share the career path that led you to your current
position as CEO at Henderson.
I started off in operations working as a freight coordinator.
As in any smaller, family-owned company, you have to wear
multiple hats. So, I spent time working in every aspect of the
company. After five years, I was promoted to chief operating
officer. Then, three years ago I brought in a new management
team, one of whom is Cliff Beckham, our president and COO.
That’s when I moved into the CEO role.
You are one of only three chairmen whose father was also
a TCA chairman, the others being Russell Stubbs and Lance
Craig. What does it mean to you to be able to follow in
your late father’s footsteps as chairman?
The rarity of being the son of a past chairman makes it that
much more special. My father was my business partner, my best
friend, and my hero, so to follow in his steps in anything — especially
something as special as this — is truly an honor.
You’ve literally grown up around the industry. What are
some of the most significant improvements that you’ve
seen in the industry during that time?
There have been several. The technology, both in our operations
and in our equipment, is so advanced and it’s getting better
every day. The data that you can access instantly allows for
so much more rapid and sound decision-making compared to 20
years ago. Tractor telematics, ELDs, mapping, mobile communications
and smartphone apps are good examples.
Another big leap forward has been the industry’s focus on
fuel economy. It wasn’t all that long ago that 5 mpg was pretty
good. Today, bells and whistles sound if a truck doesn’t perform
above 8 mpg, and we route that truck to the shop to check it
for flaws and provide extra training to the driver.
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You said in your acceptance speech that during your time
in the industry, TCA had seemingly snaked and curved
throughout the years with its agenda dependent on who
was chairman. But now there is a planned path forward
that is aggressive, advanced and forward-thinking. Could
you please expand on that statement?
Start small to go big — and strong. Truckload Strong. Noting that
he is no stranger to truckload or the Truckload Carriers Association,
incoming TCA Chairman Josh Kaburick said when he began working
at his family’s carrier, Henderson Trucking Company, “no job was
too small for me,” from cleaning out trucks and washing trailers to
emptying the wastebaskets.
By the same token, he said no program that TCA has offered “was
too small to gain my interest” and that consequently, his involvement
in the association “has filled my life with inspiring leaders,
challenging peers and great friendships.”
Speaking to TCA membership during the association’s 81st Annual
Convention in Las Vegas, Kaburick said that his father, John
Kaburick, served as chairman of TCA “a mere nine years ago,” and
expressed his own eagerness “to give back to an industry and an association
that has given my family and I so many opportunities and
relationships that will last a lifetime.”
And, he made it clear that as new chairman of TCA, he will hit the
ground running.
“I look to continue the path forward on a plan that is aggressive,
advanced and forward-thinking,” he said, emphasizing that in TCA
as well as in sports, “if you aren’t moving forward you are moving
backward.” He pledged that under his watch, TCA will be stronger in
membership, sustainable in its advocacy efforts and offer up data
analytics that “are the envy of the industry” through its trend-setting
partnership with FreightWaves.
In short, he said TCA can’t rest on its laurels. “As industry giants,
we have no room for complacency. The status quo just won’t work.”
For example, he said, the Call on Washington program should be
flooded with TCA members eager to not just tell truckload’s story,
but to “shape the national freight dialogue.”
And Kaburick pulled no punches when it came to emphasizing the
importance of membership in the association, explaining that if you
can’t name at least three things TCA does for you, that “just maybe”
you’re “doing it wrong.” He spelled out the answer: Becoming more
personally involved.
Quoting TCA President John Lyboldt, he said, “TCA membership is
more than just a dues check.”
Kaburick said the data being generated through the partnership
with FreightWaves isn’t information from years past, but is “statistically
driven by what happened yesterday.”
In short, “we’re powering the truckload engine of tomorrow.”
That data also populates the story that TCA tells, he said, explaining
that if TCA members aren’t committed and tenacious, advocacy
efforts will be hollow.
“We should rise to the occasion, storm Capitol Hill and brashly be
the narrative” of truckload, he said, adding that being bold means
“actively taking the chance to change the way we do things” and instead
of telling “tall tales,” offering “data-driven solutions that make
for a more sensible industry.”
The fact that the face of the trucking industry is changing should
both excite and energize TCA members, Kaburick added.
“You are part of an organization whose collective sole focus is that
of truckload,” he told convention attendees.
Looking ahead, TCA will continue to grow, strengthen and thrive:
“There is no end in sight for our upward trajectory,” Kaburick said in
accepting the nomination to become the next chairman of TCA.
Historically, new chairmen came in with the initiative they
wanted to achieve. The staff and the chairman would spend the
next 12 months focused on that. Then the next chairman would
come in and do the same thing, but with a different initiative.
There was very little long-term focus on a consistent strategic
plan to allow multiple chairmen to continue to carry out the mission
and push the association forward. I want to change that.
I want to allow the staff to remain focused on our long-term
mission.
What is going to be your focus as chairman?
My focus will be to advance or complete several great programs
and initiatives that we already have in the works or are
just beginning. Some efforts have been in the works for more
than a year, but we still need to get the ball across the goal
line. Examples include rebuilding and relaunching the Truckload
Academy and expanding our relationships with FreightWaves
and the TCA Profitability Program (TPP) so we can get timely
and relevant data into our members’ hands to help them make
better and faster decisions for their businesses. We also want
to advance our efforts to focus our advocacy energies purely on
truckload.
As you become chairman, what would you say to TCA
members who are not actively involved in TCA conventions
and programs?
Get involved! There is such a wealth of knowledge in people
walking around the convention who are willing to share almost
anything with their fellow truckers to help them improve their
businesses. Take advantage of it. The programs offered are first
class. The TPP has helped improve so many trucking companies,
including ours, that I can’t say enough good things about it.
The scholarship program is a great way we all can get our associates
involved and help loved ones out, financially.
The Truckload Academy is going to help all of us educate and
take our team members to new levels. More to come on that.
What are the key issues facing trucking in 2019 and what
are the obstacles to having those issues come out in favor
of the truckload industry?
Quite frankly, the issues facing our segment of the industry
are far and wide. We are voicing TCA’s position on today’s matters
on what seems like a daily basis. Ranking the issues in order
of importance is almost a mundane task because they are all
important. Staff, as well as TCA members, must continue to tell
the truckload story so that those who legislate and regulate will
understand the impact these issues have. The following are just
naming a few:
1. Sleeper berth flexibility
2. Infrastructure
3. Full industrywide ELD adoption
4. Detention time/productivity
5. The Drug and Alcohol Clearinghouse, and
6. Hair testing
18 Truckload Authority | www.Truckload.org TCA 2019

In today’s world, obstacles to truly improve the industry present
themselves at every turn. While one wouldn’t think that some of the
political issues present today could affect the truckload agenda, they
monopolize time for productive conversations to be held. Problems
such as immigration, the Mueller report, and even the recent aviation
troubles with Boeing can all be viewed as hindrances to the trucking
conversation and can lead to congressional inaction on the topics that
truly matter most.
Following up on the Hours of Service (HOS) issue, why is it
important for drivers to have more flexibility in areas such
as extending the 14-hour clock and with the sleeper berth
provision?
In today’s truckload environment, our drivers need the opportunity
to break up their day in a manner that’s tailored to their own
sleep and work cycles. This would ultimately create more rest time
and reduce metropolitan exposure during peak congestion times
of the day. Greater flexibility in the HOS regulations should not be
viewed as creating a longer workday, because we aren’t doing that.
In fact, we as an association are advocating for ways to best utilize
the hours we are currently given, and flexibility helps us reach that
goal. The ability to stop that 14-hour clock will give our professional
truck drivers an opportunity to address detention time, deal
with congestion and weather, and even adequately plan for proper
parking.
How would you summarize the 2019 convention?
I thought the convention was great. There was record
attendance and the content that was available through
general sessions, guess speakers, roundtables and executive
panels were put together with great thought, time,
and effort to provide everyone with something or multiple
things they could take back to their businesses.
What excites you most about the year ahead?
Knowing that I have the opportunity to make sure our
voice is being heard, having the most positive impact on
truckload that I can, and seeing several great initiatives
come to fruition.
Lastly, Mr. Chairman, we’ve talked mostly about
trucking in our Chat. What rounds out your life
other than trucking?
My family. My kids are young enough to still enjoy being
around mom and dad, so we take advantage of that as
much as possible. We enjoy being active together, whether
we’re playing sports, boating and wake boarding, or just
watching a movie. The bottom line is that we are being
together.
TCA 2019 www.Truckload.org | Truckload Authority 19

MAY/JUNE | TCA 2019
Talking TCA
Dan Doran and Josh Kaburick
explain why continuity is the key to
keeping TCA moving forward
By Klint Lowry
Every time the United States swears in a new president,
it is inevitable that somewhere during the coverage someone
will, in very formal, profound-sounding tones, praise the
“peaceful transition of power” being witnessed.
Compare that to the scene every year at the close of the
Truckload Carriers Association Annual Convention, when the
sitting TCA chairman passes the torch to his successor. It is
also a smooth transition, but with less gravitas, less pomp.
It’s downright collegial, more like a gathering of familiar
friends. There’s good reason for that.
At the TCA’s 81st Annual Convention, it was Dan Doran
in the role of outgoing chairman and Josh Kaburick as the
incoming chair. With about 36 hours to go before the official
handoff, they sat down together to talk about the chairmanship.
The conversation began with them laughing at the suggestion
that maybe the moment of transition should include
more trappings, something like they have for Miss America,
with a crown and a sash.
They laughed not just at the thought of either of them
waving as they walked along a runway cradling a bouquet,
but because of their perspective of what the chairmanship is
all about.
“To play devil’s advocate, there’s maybe a little too much
emphasis put on the chairman’s year,” Doran said. It’s an impressive
title, he continued, and it’s a privilege to hold that
title, but “it’s not really like a presidential election where’s
he’s stepping in.”
What may not be apparent to an outsider or even to casual
TCA members is that the yearly changing of the guard
in the chairman position isn’t a transition of power at all.
Rather, it represents the continuity that is one of the organization’s
great strengths. Ascendancy to the chairmanship
is not achieved through backroom politicking or aggressive
campaigning, but rather by long-term commitment and
teamwork.
“We’ve worked side-by-side for, what is it, eight years?”
Doran asked Kaburick. “We’ve been in the same rooms, discussing
the same things.”
A TCA chairmanship lasts roughly a year, from one convention
to the next, but for the person assuming the title,
that year comes after serving several years as a member of
the TCA Officers group.
At any given time, there are eight to 10 members in the
Officer’s group. When a new officer joins the group, they are
appointed an at-large officer, Doran explained, “just getting
in the group and getting your feet wet.”
Throughout one’s time in the Officers group, you are
working with your fellow officers, communicating throughout
the year, he said. The group comes together at the annual
convention and at an annual retreat and then again at TCA’s
Fall Business Meetings. Continuity within the group and the
familiarity that comes with it is an asset that allows the
group to chart and navigate TCA’s long-term course.
After a few years, an at-large officer will take on a designated
role, such as vice chair to the American Trucking Associations,
or secretary or treasurer. These roles carry a lot of
responsibility and can be rather time-consuming, Doran said.
For the sake of efficiency, someone might hold one of those
positions for a few years, before eventually being named
second vice chair, then vice chairman, then chairman.
Once in one of the vice chair positions, involvement in the
organization ramps up even more, as one works more closely
with the chairman and the immediate past chairman. In recent
years, it’s become a custom for the current and incoming
chairmen to pay a visit together to TCA headquarters in Alexandria,
Virginia, to get better acquainted with the staff.
You know a couple of years ahead of time when your year
in the chairman’s seat is going to be, Doran said. And by the
time your year comes, you’ve been working with your predecessors
so closely, you’re fully prepared.
The phrase “passing of the torch” is an apt metaphor
when it comes to the TCA chairmanship. It is like the running
of the Olympic torch, with each torchbearer taking a
segment of a single route.
“And for me, it’s, ‘man, don’t get in there and screw it up,’”
Kaburick said. “I mean, it can be easy as the chairman, because
you get to have a little bit of an influence in what are
some of the main points we want to spread some light on.”
20 Truckload Authority | www.Truckload.org TCA 2019

Kaburick and Doran agreed, though, that for the most
part being chairman isn’t about dictating the course so
much as maintaining it. Doran added that any significant
mark you’re going to make on TCA and its policies is going
to be done over the long haul in the years leading up to
your turn as chairman.
Sharing that perspective on the eve of his chairmanship,
Kaburick was anticipating he’s going to preside over some
exciting times at TCA. In the eight years he’s been in the
Officers group, “what I saw was a group of officers that got
focused and started to build what we considered more of a
long-term plan of success for the association.
“And we’re really now just starting to see the fruits of
that labor,” he said. “Where we’re at right now, we have
a lot of great things that are taking place. And we can all
feel the energy, we can see the results. And right now, it’s
absolutely critical that nobody changes that course, and to
stay focused and to continue to push that ball into the end
zone. We’re about at the half-yard line.”
Kaburick said the real anxiety that comes with anticipating
the chairmanship is the feeling, “what if something
happens?” That is, what if something happens externally,
something out of his control that sends their plans off
course?
“I remember when the Great Recession hit,” Kaburick
said. He wasn’t yet in the Officers group, but his father,
John Kaburick, was, serving as TCA’s 2010-11 chairman,
shortly after the recession officially ended but individuals
and businesses were still struggling to recover.
“Carriers wanted to drop out,” Kaburick recalled. “Everybody
was just cutting costs everywhere. And everyone is
looking around, and when you’re the person in charge, you
almost have to sit there and think — even though you had
absolutely zero to do with it — to feel a little bit accountable
for everything that’s going on.”
With less than two days before Josh Kaburick, left, was set to succeed Dan Doran
as TCA Chairman, the two discussed the long path and years of organization that
precede assuming the title.
TCA 2019 www.Truckload.org | Truckload Authority 21

Kaburick doesn’t expect that kind of calamity during
his watch. It also would be hard to top the economic
environment Doran enjoyed in 2018, he said, but he
expects 2019 will be strong. “We just have to hope
there’s no other influences in the government or otherwise.”
Doran agreed that he was dealt a good hand with
the timing of his chairmanship, and not just in terms
of the economy. There were a lot of changes going on
at TCA about five years or so ago, when John Lyboldt
came in as TCA president, Doran said. By the time of
his chairmanship, those changes had a chance to set
“and get some momentum, so by the time I came in it
was running smooth and all you got to do is keep the
horse running down the track.”
And because they have both been there the entire
time as part of the group most responsible for the trajectory
of that momentum, it’s understandable they
both approve of the tack TCA has taken to put more
emphasis on its role as an advocate for the truckload
sector.
A good example of that is the annual Call on Washington,
which began two years ago, and the related
decision to take a step back from handling logistics for
the 501(c)(3) organization Wreaths Across America.
“The decision was made that we wanted to start
concentrating on things that are important to this
industry,” Doran said. “We were in a lot of what I’ll
call these feel-good programs that at the time people
thought were a good idea. But at the end of the day,
we’re an association that supports trucking companies.
We only have the staff that we have. They can’t be
spending all their time on things that aren’t our core
competency.”
Organizing something like the Call on Washington is
no simple task, and it doesn’t come cheap. “For years
the members of this association have said that we
need to do our own advocacy,” Doran said, and their
support got TCA’s Call on Washington initiative off the
ground.
The first two years have shown the event’s potential
“to help push our voice out on Capitol Hill and to stand
up for the trucking industry,” Kaburick said.
“We are the only association that is truly the Voice
of Truckload. Other associations aren’t pure truckload,
so our story is not conflicting with any other
kind of trucking. We’re not trying to share a voice
with what LTLs’ interests might be. It’s purely truckload.
“So, it’s nice to know that we have that. We can
offer that to our members and it’s an opportunity to
provide a service to everyone, from the very large
fleets to the very small fleets.”
However, because of their busy schedules members
could only come to Washington a limited number
of times each year, and because of the need to
have the Call on Washington when Congress was in
session. TCA’s involvement in the Wreaths Across
America gala had been a catalyst for the timing of
TCA’s Fall Business Meetings and Call on Washington.
“And the more advocacy we do — if we’re going to
go to Washington, we want to do it when the House
is in session and the Senate is in session,” Doran
said. TCA made the decision to step back from hosting
a WAA gala so that the association could “take
control of that fall meeting and make that a more
meaningful event,” Doran said.
Kaburick and Doran were seated at a conference
table where the Officers group meeting had just taken
place. TCA has a plethora of meaningful events
across the calendar, Doran said, to fulfill the longterm
goals that have been set for the organization.
Both men have been part of setting those goals
and working toward their fruition. With the clock
ticking away before the passing of the torch from
Chairman Doran to Chairman Kaburick, they were
approaching the transition knowing it would be a big
moment for each of them on a personal level, but
also with the appreciation that it would simply be the
turning of a page from one chapter to the next of a
larger story.
“Right now, we’re at that critical point of having
some great things happen,” Kaburick said. “There
are some great officers coming up behind me, and
they’ll take this thing to a whole other level.”
22 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2019

Taking the Lead
S
Surrounded by collateral material that repeatedly
proclaimed the theme of the Truckload Carriers
Association’s 81st Annual Convention, TCA
President John Lyboldt told convention attendees
that to understand the meaning of “Truckload
Strong,” one must fully digest the notion of where
the association has been and where it is today.
“I truly believe we should respect the past, embrace
today and shape the future, knowing that
where we have been helps dictate where we are
going,” Lyboldt said, repeating a three-pronged
approach that he’s often referred to since becoming
president late in 2015.
And it’s going forward, full speed ahead, Lyboldt
said, noting that the past year has been a
“difference-maker” for the association, thanks to
TCA members.
“Our association has chosen a direction that
has been defined by you, the collective you, not
merely described as an officer or member, but
by everyone who lives or breathes truckload, in
other words, those of you that are in the room
now,” he said. “That is what Truckload Strong is,
an epiphany that we should not just be in the line,
but rather be at the front of it, to not let others
decide what we do, but rather determine that for
ourselves. That very notion is one in which has
always been self-evident, that we and we alone
are responsible for the path that we travel.”
He cited two areas where the organization had
changed the path of its course — advocacy and
education.
In the past, Lyboldt said the organization had
let others across the trucking industry dictate that
it shouldn’t advocate and should not take the lead
on what happens in Washington.
“However, as issues became more and more
truckload-centric, our membership became more
and more vocal as to their needs and the direction
in which our association needed to travel. The desire
to tell our story became prevalent and the opportunity
was upon us,” Lyboldt said. “We stopped
stating that we were the elephant in the room and
started acting like it.”
Today, TCA’s advocacy efforts are not defined
by following someone else’s lead but rather leading
itself, Lyboldt said.
“Truckload issues such as ELDs, sleeper berth
flexibility, F4A and now infrastructure are the topics
of discussion on which we must not only listen
in, but lead by example,” he said. “The opportunities
to tell our story and the effects that these
issues have on our segment are far and wide, and
our association is not just a part of the discussions,
but rather we are steering them. You, the
membership, have decided that. You have elected
to become difference-makers and have directed
us down a strategic path in which success is defined
as the crossroads where opportunity and
preparation meet. We not only tell our story, but
we live it every day. Truckload is not easy. You
truly have to be driven to make it work, and our
advocacy efforts define that very approach.”
Lyboldt told delegates that at one point in its
history, TCA had been defined as the education
arm of the trucking industry.
“[That was] a definition bestowed upon us that
By Lyndon Finney
doesn’t truly solicit a Truckload Strong response,
and in fact that definition was hardly embraced
by those who owned it, our members,” he said.
“Today, I stand before you presenting an education
aspect of this association that has not been
declared for us, but rather defined by us. We have
energized our once-stagnant benchmarking program
that continues to grow and be the envy of all
in the transportation sector.”
TCA has created an environment that strives to
make the association, its members and the industry
stronger, more knowledgeable and capable of
preparing itself for the next generation of leaders,
he said.
“We have aligned ourselves with partners that
have created the data-driven ability to truly outline
the course of our actions,” Lyboldt said. “Our
Truckload Indexes microsite was wholeheartedly
embraced by TCA’s membership. This incredible
platform not only aids in the decision-making capabilities
of our members but provides them with
nearly real-time evidence to support those very
decisions. We have created an industrywide education
essential that will only get better over time.”
In the next year, the instructional development
arm of TCA will roll out an instructor-led educational
environment to enable its members to gain comprehensive
and profitable approaches across all carrier
operational entities that effectively keeps the wheels
rolling, and essentially provides themselves with a
new and innate ability to tell our story, he said.
“That, my friends, is Truckload Strong,” Lyboldt
said. “The aptitude to tell our story and do it well.
“If we continually look back at where we have
been to find out where we are going, it truly depicts
a historical aspect to where our association
stands now. They said we couldn’t advocate, yet
here we are, advocating. They said our educational
programs have grown stale, yet we have developed
programs that continue to be coveted by all
who experience them. In other words, if those
on the outside challenge us, we are dedicated to
proving them wrong. My objective in all of this has
been that TCA, as a whole, had merely survived
before but now we thrive. The difference between
then and now is that we, the collective we, have
just decided to try.”
None of what the association has accomplished
the past year could have been done without the
engagement of membership, Lyboldt said.
“Gather a common set of business practitioners,
provide them with a concept that they will
rally around, and build upon the success that arises
from it,” he said. “It will not just end there. The
spirit of Truckload Strong will grow, and the prevalence
of our shield will be more than a pin that
adorns your lapel. It will represent a common notion
that motor carriers involved specifically in the
truckload segment will want to do more, representative
of the fact that they can make this industry
better, operate more safely, and lead by example.
“The business imperative of being Truckload
Strong is shown in the promise to create a membership
that is more engaged than ever before,
dedicated to telling our story, improving upon our
industry safety record, and providing sound, datadriven
information that leads to support for sensible
regulations,” he concluded.
Truckload Carriers Association
President John Lyboldt told delegates
at the 81st Annual Convention that
“Truckload Strong” is an epiphany
that “we should not just be in the
line, but rather be at the front of it, to
not let others decide what we do, but
rather determine that for ourselves.”
TCA 2019 www.Truckload.org | TRUCKLOAD AUTHORITY 23

24 Truckload Authority | www.Truckload.org TCA 2019

Hall of Famer Steve Young shares life lessons learned from his years on the gridiron
By Klint Lowry
It was almost time for the opening general session
of the Truckload Carriers Association’s 81st Annual
Convention to begin when Steve Young arrived at the
Wynn Las Vegas Resort.
He’d flown in that morning from Utah just to give
the keynote speech, and there were three duffel bags
full of footballs waiting for him backstage. Young had
about 15 minutes to sign 40 footballs, which he was to
throw into the audience at the end of his presentation.
Young had also agreed to do an interview before
his speech. Not a problem, he said as he grabbed a
marker and the first ball. His wife might say otherwise,
he confided, but he’s capable of talking and writing his
name at the same time.
The presentation he was about to make had been
billed “Forever Young: Leadership and Inspiration,” and
with his credentials, it was easy to believe he’d have
some interesting things to say about those subjects.
Young played in the NFL for 15 years, 13 of them
with the San Francisco 49ers, where he was part of
three Super Bowl championship teams and was the
Most Valuable Player in Super Bowl XXIX. He was twice
named league MVP, and in 2005 he was inducted into
the Pro Football Hall of Fame.
Since hanging up his cleats in 1999, he has gone
on to a successful career in finance. He is currently the
managing director of the private equity firm Huntsman
Gay Global Capital LLC, which he co-founded in 2007.
Young has been out of the game longer than he
was in it, but he is aware that his football pedigree is
his strongest calling card. People want to hear football
stories, and he’s able to use those stories to impart
insights on human nature he gained from the game.
“In many ways, football is the truth,” Young said.
“The football field is the ‘Truth Laboratory.’ There’s a
score, there’s a clock, there’s a field that’s lined. It’s
great for human behavior.
“A lot of people in other industries want to say, ‘hey,
tell us about what it means to be a leader,’” he continued.
“When you watch a game on TV, watch the successful
players and coaches, their mannerisms, their body
language, how they speak to the media. You can learn
a lot if you pay attention.
“In my business life, in my home life, even my marriage
— a lot of things — fundamentally, how I make
decisions, I learned in the ‘Truth Laboratory’ on the
field.”
Along with the lessons he gleaned on the field,
Young had the rare good fortune to not only meet but
to become friends with his boyhood idol, former Dallas
Cowboys quarterback Roger Staubach.
“Even as a kid, I had his poster on my wall in my
bedroom,” Young said. He not only studied Staubach’s
on-field style and emulated it, but he also admired the
character he saw in Staubach.
“And then I met him,” Young said, “and when I got
to know him, it was even better.”
Staubach, whose Hall of Fame career with the Cowboys
spanned from 1969 to 1979, became something
of a mentor to Young during his career and then as he
was making the transition to life after football.
“One of the things he told me as I was retiring,
because I was asking his advice,” Young recalled, “he
said, ‘Steve, I’ll give you one piece of advice: When
you retire, run. Don’t hang around the game. It’s over.
People will always remember you on some level. But
you need to go somewhere else, do something else.’”
“I think he meant emotionally,” Young said, “like,
create a new space and fill it up rather than wander
around trying to relive the old days.”
Of course, Young didn’t run away completely. He’s
been a panelist on the “Monday Night Football” leadin
show, “Monday Night Countdown,” since 2006. The
show lets him be connected to the game, but in small,
indirect doses, just the right amount for him.
Staubach’s advice to focus forward after retirement
came in handy during those first few years as Young
immersed himself in his post-football business career,
as did a second tip Staubach often repeated: hang on
to your humility.
Young said as he began to establish himself in his
financial career, “what helped was always to go in assuming
I was the dumbest guy in the room. I recognized
I needed to learn a lot.”
The transition from player to former player can be
treacherous, and the advice he got from Staubach
paired well with guidance he got from his father.
“I always told him, ‘Dad, I’m going to be a pro football
player,’” Young recalled. “And he’s like, ‘Well, that’s
a good dream. It’s not a plan, but it’s a good dream.
But what’s the plan?’”
Even after he made the pros, his father would remind
him the average NFL career is only about three
years: “Then what are you going to do? What’s the
plan?”
TCA 2019 www.Truckload.org | TRUCKLOAD AUTHORITY 25

“In my business life,
in my home life,
even my marriage
— a lot of things —
fundamentally, how I
make decisions,
I learned in the
‘Truth Laboratory’
on the field.”
That’s why, even as Young was playing for a perennial Super
Bowl contender, he put in a semester at law school every
offseason.
It’s easy now to forget that for the first several years of his
career, it appeared the only way Young would get into the Hall
of Fame would be to buy a ticket. He spent two seasons in the
United States Football League before that league folded, then
played two less-than-stellar years in Tampa Bay before coming
over to the 49ers, where he wound up being relegated to Joe
Montana’s backup for four seasons.
The trade that brought him to San Francisco has since been
hailed as one of the greatest steals in National Football League
history.
But as a backup, he became very discouraged at times, he
said. And with a solid Plan B for his life, he sometimes thought
about giving up on football. But it’s a funny thing, he said, “Having
some alternatives was probably helpful.”
Knowing he had a backup plan gave him peace of mind. He
never felt anxiety about what he would do if football didn’t work
out, which ultimately helped him stay positive and focus on the
game, and stick it out until his opportunity came.
Pass the ball, not the buck
Backstage, the last football was signed with just enough time
for Young to get fitted with his microphone. A minute later, he
was onstage.
He opened with a brief account of playing youth football and
how his mother had to be restrained from retaliating whenever
an opposing player hit her baby. From there, Young segued into
his premise of the gridiron as the Truth Laboratory, with its instruments
— the lines, the clock, the score, and one more element
he hadn’t mentioned earlier that puts one’s character to
the test.
“Have you ever done something wrong, and 80,000 people
surrounding you booed?” Young asked the audience. “It’s awful.”
But that’s how the “Truth Laboratory” works. “At the end of that
game you can’t say, ‘Oh, by the way, I didn’t throw that interception.
That wasn’t me.’”
People talk about what it takes to be a successful quarterback,
Young said. Of course, it takes natural athleticism. It takes
a strong, accurate arm and the ability to make smart, split-second
decisions. But what sets apart the great quarterbacks from
the rest?
Football is a complicated game, Young said. On every play,
11 guys have to be on the same page. “And that’s the art of
quarterbacking, if you think about it. All the great quarterbacks
are great leaders of other humans. The best ones are always the
guys who figure out week to week how to gather their teammates.
The most important thing they do is to get people to play
hard for them.”
Take Tom Brady, Young said. Brady is about as successful a
quarterback as there’s ever been. But look at Brady today. He’s
42 years old. Some of his teammates are half his age. He makes
way more money than they do, and he’s married to a supermodel.
There’s very little about Brady that his teammates can
relate to personally, “but somehow Brady gets them to play hard
for him,” Young said.
What’s his secret? The next time you see Tom Brady giving
an interview, Young said, ask yourself, “Who’s he really talking
to?” It isn’t the reporter, it isn’t the fans. “Every word is laserfocused
on his teammates,” Young said, because he knows it’s
his character that dictates his ability to lead.
Character comes out in the face of sudden disaster, Young
said. In the Truth Laboratory of the football field, throwing a
critical interception is such a disaster.
“You’re down by four, you’re driving down the field to win
the game,” Young said, setting the scene. “You can feel the momentum,
you can feel the emotion. You can feel the sense of
inevitability. It’s going to happen — and then you throw it to the
other team.”
At that moment, Young said, “You can feel the air go out of
the building. A little voice inside asks, ‘How could I have done
that? How obvious is it not to throw to the big, huge, dumb defender
standing there?’”
All your teammates turn to you, he said, and the looks on
their faces are asking the same questions.
There are a couple of ways you can react, Young said. “You
could run, just get in the car and say, ‘I’m done.’” But that’s
not likely. The next instinct would be to blame everyone and
everything else:
“You, receiver, you were supposed to turn out, but you turned
in. And tackle, you were supposed to block that guy, and he hit
me just as I was going to throw the ball. And look, the sun was
in my eyes. And the ball is all wet and muddy because it was
raining a minute ago.”
The record books show Young threw 107 regular-season interceptions
in the NFL. He said it took several errant tosses before
he realized trying to rationalize and spread the blame did
more harm than good.
26 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2019

The next time he threw a critical interception and all his teammates
were looking at him, he simply said: “Look guys, the ball was
in my hands, now it’s in their hands. I’m responsible. But here’s what
we’re going to do. We’re going to go to the sidelines. We’re going to
get a drink of water. We’re going to go back on the field and we’re
going to win the game.”
“What happened next tells you something about human beings,”
he said. When they got off the field, the coach asked what happened,
and immediately Young’s teammates started explaining everything
they’d done wrong.
What Young had realized was in that moment, his teammates
weren’t looking for an explanation, they were looking for accountability.
And when he took responsibility, they took their share, too.
“It’s the same in any business. I can promise you, find those moments
when the lights are on you, those key moments when somebody
needs to stand up and say, ‘I’m responsible.’ What it does is it
infuses the whole system with accountability.”
The genius of generosity
Young was brought to the 49ers in 1987 by head coach Bill Walsh.
The 49ers were already well into what would eventually be a streak
of 17 seasons in which they would make the playoffs, winning five
Super Bowls along the way. Walsh was the architect of that team,
and most other teams were trying to emulate his version of the West
Coast Offense.
When Young got to the 49ers, he noticed a man with a video camera
would follow Walsh around all day, recording him.
“I remember thinking, ‘Gee, this is weird,’” Young said. “‘I know
he’s famous. I know he’s kind of known as the genius of coaching
(Walsh’s actual nickname around the league was “The Genius”), but
this is strange that they’d be taping everything he did. What does he
think, that he’s like Patton or Abraham Lincoln or something?’”
Young later came to understand that Walsh knew his methods
were ahead of their time, and he was putting together a repository of
those methods that could be used like a toolkit. Whenever one of his
assistants would get their big chance to be a head coach somewhere,
he would present them with his toolkit, wish them success, and tell
them he looked forward to playing them for the championship.
“Who does that?” Young asked the crowd. Who, when they’re at
the peak of their career and they know it’s because they are doing
things no one else does, just gives away all his secrets to men he
knows will be his future opponents?
Walsh looked at the world with a spirit of abundance, Young said.
That may have been one of his most valuable tools, and it’s one that’s
in short supply today.
“I can promise you,
find those moments
when the lights
are on you, those
key moments when
somebody needs to
stand up and say, ‘I’m
responsible.’ What it
does is it infuses the
whole system with
accountability.”
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www.Truckload.org | TRUCKLOAD AUTHORITY 27

“If you look at Washington, D.C., today, politics in general,
everything is binary, everything is a winner-loser,
zero-sum game,” Young said, and if you notice, very little
gets resolved.
Bill Walsh’s legacy, on the other hand, not only includes
his own accomplishments, but because of his generosity
of spirit there are 32 current and former NFL head coaches
who can trace their coaching lineage directly back to
Walsh.
You can make everything a fight, treat everyone as an
adversary, clutch everything that’s yours, Young said, “or
you can look at things with a spirit of abundance, cooperation,
collaboration.”
Of all the lessons he’s distilled from his football days,
Young said, these two elements of human nature are
among the most important. In business and in everyday
life, watch for moments that infuse accountability and
watch for moments where you can choose a spirit of abundance
instead of a zero-sum game.
Time to throw the footballs? Actually, he said, he had
one more insight to share.
Of mouse and man
Back in 1995, the night before Super Bowl XXIX, Young
said, the team’s public relations chief came to him and
said: “Steve! I have a contract here from the Disney Corporation!”
It was the familiar deal that if he was named Super
Bowl MVP, he’d agree to shout, “I’m going to Disneyland!”
“I thought that’d be cool” Young said, “So, being the
lawyer that I am, I didn’t read anything, I just signed it.”
The 49ers did win, and Young was named MVP and he
was immediately reminded, OK, time to fulfill your contract.
The camera was aimed and on cue he yelled, “I’m
going to Disneyland!”
Several hours later, he was still celebrating, he said,
when he was informed, “Oh, by the way, Steve, it isn’t a
metaphor. You gotta to go to Disneyland.” No problem, he
thought, until they told him, “Yeah, but, like, tomorrow.
Oh wait, it’s 2 a.m., I’m sorry — today.”
The day after the Super Bowl, he flew cross-country
from Miami to San Francisco for a victory parade, then
hopped another flight to Anaheim for a second parade. As
he rode on a float with Mickey Mouse, he said, it all caught
up with him.
“All these people are cheering, shouting ‘you’re the
king, Steve!’” he said. “I started thinking, ‘Yeah, they’re
right. I AM the king’. This was it, I had scaled my personal
Mount Everest.”
Then, as they reached the end of the parade route,
they rounded a corner. There were two little boys sitting
on the curb. The boys looked up and their eyes widened,
Young assuming it was because of him.
Then the younger boy yelled, “Mickey Mouse!” and
started toward the float. His brother held him back and
said, “You can’t get near him, the big guy won’t let you.”
It was the crowning moment of Young’s career, and
he’d just been mistaken for Mickey Mouse’s bodyguard.
He realized it was time to climb back down Everest and
find the next mountain.
We’ve all heard that life is about the journey, not the
destination, Young said, but those Everest moments are
something to be savored. They don’t come too often, he
said, and they don’t last long, “but they’re worth it.”
28 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2019

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Those
Who Deliver
with Keller Logistics Group
PROFILE
By Lyndon Finney
Thomas E. Keller
Trucking is successful
because it operates
strictly within its
marketing zone.
At some point in one’s educational pursuit, most everyone took a
course in geography.
But since that’s probably been a long time ago for most of us,
perhaps a refresher is in order.
So, let’s head to today’s most widely-read geography book:
Google.
• New York City, despite being the largest city in the country, with
8 million residents living in its five burroughs, is not the state capital
of New York.
• Key West, Florida, is the southernmost point in the continental
United States.
• The Rio Grande is 1,885 miles long and is a focal point for
immigrants trying to flee to the U.S.
• Chicago is called the Windy City. If you had always assumed that
Chicago earned its nickname as the Windy City from the chilly gusts
coming off Lake Michigan, you would be wrong. The city is windy,
according to most local legends, because of the hot air bellowing
from politicians.
• In Seattle, in an average year at least 0.01 inches of precipitation
falls on 150 days, more than nearly all U.S. cities east of the Rocky
Mountains.
• In the Lower 48 states, North Dakota tops the list of coldest
states in winter and fall, based on statewide average temperatures.
During spring, Maine is coldest, while in summer it’s Wyoming.
• Defiance, Ohio, is home to one of the nation’s lesser-known,
growth-conscious transportation companies.
“Defiance, Ohio?” you ask. “Where in the world is Defiance, Ohio?”
Well, it’s located in far, far northwest Ohio at the confluence of
the Maumee and Auglaize rivers, which combine with nearby Tiffin
River to provide scenic views and recreation throughout the year.
The city, with its
population of 17,000, occupies
just over 12 square miles, with the main
downtown area nestled between the Maumee and
Auglaize rivers. In recent years, the downtown business district
has received many improvements while maintaining its original
small-town charm, says the city’s website.
The transportation company?
It’s Keller Logistics Group, nee Keller Trucking.
While Keller’s official beginning came in the late 1970s, it was in
the 1950s that a 16-year-old Thomas E. Keller was transporting loads
of melons grown on the family farm in Indiana to neighboring cities
and eventually across state lines into Michigan and even as far south
as Georgia.
Fast forward to the late 1970s, when Keller purchased additional
trucks and began operating out of a makeshift office at his kitchen
table to coordinate freight. This marked the early beginnings of
Thomas E. Keller Trucking.
Near the end of the 1960s, Keller transferred to Defiance for New
Idea, a company that made and sold farm equipment.
But he never gave up on his idea of owning a trucking company,
and by the 1980s he had 10 trucks with an office and terminal in
Defiance.
In his quest to make sure the company stayed in the family, Tom
Keller turned to his nephew, Bryan Keller, who is now company
president and CEO.
“I started working for my uncle in 1990 fresh out of college in
operations,” Bryan Keller said. “We had 20 tractors at the time and I
sensed I had the opportunity for it to be my own company if I could
prove myself. After a quick baptism by fire, I got my feet settled and
30 Truckload Authority | www.Truckload.org TCA 2019

Bryan Keller has been
company president and
CEO since 2000.
knew this was going to be a lifetime career for me, but I also realized I
needed to grow the business and diversify.”
Bryan Keller had worked for Keller Trucking during the summers
while in college, working half a day in the office and half a day in the
shop, so he had developed a knowledge of the industry and liked what
he saw.
Moving to Defiance, however, was a major life-changing event for
Bryan, who been raised on a farm in Indiana.
“For me, Defiance was a big town. It has two McDonalds,” he said
with a chuckle. “I just felt like coming out of college someone was
going to give me my own business and I’m going to jump all over it.”
And jump he did, hard and with feet first.
Keller Trucking was operating smoothly when Bryan became
president and CEO, in part because the carrier didn’t try to do too much
too fast, staying true to a marketing zone that took it to North Carolina,
central Pennsylvania, central Alabama, Arkansas, Oklahoma and Texas,
which enables Keller to offer something drivers relish — home time.
“Sixty-five percent of our drivers live within 50 miles of Defiance
and the rest are in pockets that we serve heavily or are en route to
our customers, which enables us to get them home frequently,” Bryan
said. “We guarantee they are home every weekend if they sign up for
our over-the-road fleet, and we have 30 percent of our drivers who are
home every day. If we were undisciplined and ran all over the country,
there’s no way we could guarantee our drivers get home as often as
they do.”
But he didn’t forget the need to diversify, and in addition to trucking,
Keller now has Keller Freight Solutions (brokerage operations), Keller
Packaging, and Keller Warehousing & Distribution.
“About eight years into my career, I noticed an opportunity … to get
into warehousing because some of the companies in Defiance were
warehousing outside of Defiance and we were hauling their freight,”
he said. “I thought if I put a warehouse building here I could keep the
business in Defiance, so we built a 90,000-square-foot building in 1999
and immediately had it filled. We built another building in 2000, another
building in 2003, and another building in 2006 and immediately filled
them up. “‘We Go Where You Grow’ is the tagline for our warehousing
group and that’s why we are all over the country. This year, we closed
Columbus, Ohio, but we opened Salt Lake City and Orlando, Florida,
because our customers’ needs shifted.”
Bryan said warehousing has helped the company become
diversified. “The warehousing helped us to grow the trucking business
and helped us get into freight brokering and expediting,” he explained.
Keller has 5,000 carriers in its brokerage network. “That group can
solve any problem a customer may have,” Bryan said. “We are going
to find the most cost-efficient solution for the customer. Keller Freight
Solutions has its own set of customers or can handle overflow of our
current customers.”
Keller Packaging is the company’s all-in-one source for staging,
packaging and repackaging.
Specialized equipment allows a customer to price, label, pack and
wrap to many different specifications, from discount, multi/bonus, to
warehouse club packs, to shippers and end-aisle displays.
One thing is for certain with Bryan Keller and Keller Logistics Group:
Status quo will never be a company motto.
“We’ve always been growth-oriented and I feel like we need to be a
bigger truck line to compete in this business and satisfy our customers
with density and to diversify further,” he said. “I just bought a 40-truck
fleet, so we are up to 175 tractors, and the goal by the end of the year is
to be at 200 tractors and in two years to be at 300 tractors. It’s going to
be really hard to thrive and survive as a small carrier. It’s just too risky,”
he said. “Ever since I started with 20 trucks, I saw that as a risk, and
not too long ago we were at 135 trucks and I saw that as a risk. I saw
business we didn’t get because we weren’t big enough.”
Continuing to grow will make Keller a stronger company that can
weather any storm by having businesses in different sectors of the
country, he said.
Bryan is appreciative of the benefit of heading a family-owned
business.
“I always say the best thing about owning your own business is
you run it to your values system and not somebody else’s,” Bryan said.
“That benefits the customer, because if they know me and can look at
our track record, they know the kind of job they are going to have done
and they know there’s one person they can call who can allocate the
resources and take care of any problem.
“You deal with these larger carriers and can you get to the president
and talk to them? Will he take your call? Will he care, no matter what
size company you are? Maybe. But getting hold of Bryan Keller is very
easy. We are the size company that it doesn’t take very long to realize
something is going wrong. I had a customer call me the other day and
say, ‘I’m sorry to bother you,’ and I said ‘no, this is what I do. If you are
not satisfied with the way we are handling things, you call me and I’ll
get to the bottom of it.’ Everybody knows I am accessible, and they
know I care, and so they care. I’m not trying to build up sales or flip the
business or make my board of directors happy. I’m here to make the
customers happy, so our employees have satisfying careers and can
support and raise their families here in little Defiance, Ohio.”
That’s located in far, far northwest Ohio at the confluence of the
Maumee and Auglaize rivers, with a population of 17,000 and two
McDonalds.
Ah yes, you remember your geography lesson well.
Capacity Manager Aaron Patterson,
left, and Fleet Manager Derek
Gearhart review a route plan.
Thomas E. Keller Trucking has 175
power units.
Brian Varner is a veteran professional
truck driver and is a driver trainer.
• Founded: 1978
• TCA Member Since 2014
• CEO: Bryan Keller
• Chief Operating Officer: Nate
Schaublin
• VP: Aaron Keller
• VP of Trucking: Jonathan Wolfrum
• Director of Safety & Wellness:
Bethanne Woodbury
• 175 Power Units
• 200 Drivers
TCA 2019 www.Truckload.org | TRUCKLOAD AUTHORITY 31

TCA HONORS 2018
HIGHWAY ANGEL
By Klint Lowry
For most people, there are only a handful of instances in their lives that call for an act of
heroism.
“We’d all like to believe that if the situation presented itself, each of us would be able to step
up and offer assistance to others in their time of need,” Truckload Carriers Association Chairman
Dan Doran said March 12 at the general session of the closing day of the Truckload Carriers Association’s
81st Annual Convention.
With as much time as professional truck drivers spend out on the open road, they are more
likely than most folks to come across fellow travelers who need help. And every year, the industry
produces several stories of drivers who step up to offer their assistance.
In 1997, TCA created the Highway Angels program “to improve the public’s image of the
trucking industry by highlighting positive stories of professional truck drivers who display exemplary
acts of kindness, courtesy, and courage while on the job,” Doran said. Thanks to the generosity
of EpicVue, TCA is able to show their appreciation to the recipients.
The Highway Angel program celebrates drivers and their stories of heroism throughout the
year. One of these drivers is then chosen for special recognition at TCA’s annual convention as the
Highway Angel of the Year.
“EpicVue is honored to recognize these incredible professional truck drivers, who put themselves
sometimes in great danger to help a fellow truck driver, a motorist, and even a small child
who may be wandering alone in the dark,” said EpicVue CEO Lance Platt at this year’s Highway
Angel of the Year presentation as he and recording artist Lindsay Lawler introduced this year’s
recipient, Brian Snell, a regional trainer with Bangor, Maine-based Pottle’s Transportation.
Lawler, the official spokesperson for the Highway Angel program, whose song “Highway
Angel” is a tribute to the spirit of the program and to the drivers who personify that spirit, said
Snell “is passionate about what he does, humble, and an overall brilliant example of what this
program aims to highlight.”
A brief video prior to the presentation described the early-morning rescue for which Snell
was being honored. After the ceremony, he recalled the incident in his own words.
Snell was driving on I-495 in Massachusetts at about 2:15 a.m. on June 8, 2018, when he
saw the headlights of a vehicle driving the wrong way up ahead before it hit something and spun
out to a stop. Snell stopped his truck in the middle of the road, blocking oncoming traffic from
the crashed car.
As other motorists stopped, Snell got out of his truck to assess the situation. The car’s front
end was mangled, and the woman behind the wheel was unconscious.
Snell is no stranger to emergency situations. He joined the Marines in 1989, but an injury
sustained in boot camp curtailed his military career. After his discharge in 1992, he spent nearly
five years as a paramedic in Nashua, New Hampshire, near his hometown of Merrimack, before
becoming a sheriff’s department rescue worker.
“I used to do a lot of high-angle rescue work,” Snell said. “It’s rope work. We were up on
ledges, mountain work and all that.”
Even in his spare time, Snell has done “a ton of volunteering,” he said, including rescue work
on New Hampshire’s Mount Washington. At 6,288 feet, Mount Washington is the highest peak in
the Northeast and part of the Appalachian Trail. It is popular with hikers, cyclists and gliders, but
weather conditions can turn treacherous quickly.
“And when the World Trade Center went down I wound up going to Ground Zero working
search and rescue down there,” Snell added.
Snell spent five days as a volunteer at Ground Zero “literally digging in the dirt and going
through the pile itself.” He was among the many rescue workers who became casualties of the
attack after the fact. Part of his diaphragm became paralyzed and he lost function in one lung due
to the prolonged exposure to the particulate matter in the air at Ground Zero.
“Obviously, after 911, law enforcement was out because of the disability with my lung,” Snell
said.
Snell was already on his way to becoming a full-time professional truck driver. “My grandfather
for years told me to get my truck license,” Snell said. “I was like, ‘I don’t want to be a truck
driver.’” But during an economic downturn he took his grandfather’s advice and started a gradual
transition from emergency work into trucking.
EpicVue CEO Lance Platt, left, and Highway Angel spokesperson and Nashville
recording artist Lindsay Lawler present Brian Snell of Pottle’s Transportation
with the Highway Angel of the Year award during the Truckload Carriers
Association’s 81st annual convention.
In those early morning hours last June, Snell’s professional worlds came together when he
came to the driver’s assistance.
“The car was on fire,” he said. “I put the flames out with the fire extinguisher. Then I started
working on her to make sure she was conscious and breathing and all that.”
While he was doing that, he heard one of the other motorists who had stopped to help
yelling some distance away that they “couldn’t get in.” That’s when Snell realized that another
vehicle had been involved in the crash.
“I thought she’d just bounced off the guardrail,” Snell said, but she had collided head-on
with another car. He went over to the second car and saw the driver, a 32-year-old man, was
dead inside.
There was a dog inside the car, and Snell had to smash a window to get to it. As it happened,
the first officer on the scene was a K-9 officer, so Snell left the dog in his care, then returned to the
first car to help rescue workers extract the woman.
He said when Highway Angel organizers first tried to contact him about honoring him for his
efforts, he didn’t return their phone calls.
“I don’t do what I do to be recognized, you know what I mean?” he said. “And finally my
company got involved and said, ‘You got to call back.’”
Barry Pottle, president of Pottle’s Transportation, said when he heard about the incident and
how Snell performed in the emergency, he was impressed, but he wasn’t a bit surprised.
“If you or I would have been in that situation, we would have been frantic,” Pottle said. But
with Snell’s background and training, he had the knowhow and the experience to take charge of
the scene. But even more so, Pottle said, this was a demonstration of character.
“Brian’s just a great, unique person,” Pottle said. “He’s just calm, and cool and collected and
he just has a way about him that he can just maintain himself and get the job done. He’s a great
driver, he’s a great family man, and I think what he did that morning was unbelievable.”
Being named a Highway Angel was an honor, Snell said. When he heard he had been named
Highway Angel of the Year, he was “ecstatic,” but he admitted he’s had mixed emotions because of
the circumstances around the incident.
The woman in the first car was intoxicated at the time of the crash. She has been charged
with vehicular homicide.
“It’s a very bittersweet award to accept,” Snell said. “I’m literally being honored for saving
someone who killed somebody.
“Hopefully, she changes her ways.” he said.
The Highway Angel of the Year was created to honor those drivers who best embody the
spirit of the Highway Angel program. Snell, 50, has been doing rescue work of one kind or another,
both professionally and as a volunteer, since he was on the American Red Cross Disaster Team
in high school. That’s roughly 35 years of putting himself on the line to help others. He’s even
delivered a baby along the roadside.
Putting yourself out there for your fellow human beings is simply part of the values by which
he was raised. “My whole family is community driven,” he said.
“The Lord has always told everybody he wants us to be the Good Samaritan, and I don’t pass
that up. Anybody I can help, I try to do anything I can for them.”
32 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2019

TCA HONORS 2019
BEST FLEETS
By Klint Lowry
These days, you can’t travel in trucking circles too long before the conversation turns to the interlinked
topics of driver recruiting, driver retention and the driver shortage.
While there are some who question the seriousness of that third issue, others argue that
a growing shortage of qualified drivers is bearing down like a slow-approaching hurricane on an
industry that is already contending with retention rates that executives in most industries would
consider the stuff of nightmares.
Across trucking, carriers are seriously assessing their practices and policies, not to mention their
pay rates, realizing that unless and until it starts raining truck drivers, they are competing for an increasingly
scarce resource. They not only need to have a good reputation in order to attract blue-chip
drivers, but they have to live up to that reputation if they plan on keeping them.
Of course, there are always some companies who are ahead of the game. In 2008, the Truckload
Carriers Association, in partnership with CarriersEdge, created Best Fleets to Drive For, an annual
survey recognizing North American for-hire trucking companies that provide the best workplace
experience for their drivers.
At the opening general session of TCA’s 81st Annual Convention, Prime Inc. and Nussbaum
Transportation were named the overall winners of the 2019 Best Fleets to Drive For awards.
Prime Inc., headquartered in Springfield, Missouri, won the large-carrier category while Nussbaum
Transportation, based in Hudson, Illinois, won the small-carrier category.
The Best Fleets to Drive For survey and contest is open to any fleet operating 10 or more trucks.
Fleets must be nominated by a company driver or independent contractor working with them. Once
nominated, fleets are evaluated in areas such as driver compensation, pension and benefits, professional
development, driver and community support, and safety record.
The top 20 finalists are identified as Best Fleets to Drive For and then categorized into two
groups based on their size. CarriersEdge CEO Jane Jazrawy explained that is how Nussbaum, which
operates 400 tractors, was among the “small” fleets, relative to this year’s other nominees.
Both Prime Inc. and Nussbaum Transportation have been named to the Best Fleets Top 20 multiple
times, but this is the first time either has taken top honors.
“For several years, these fleets have been catching our eye with their range of creative programs,”
Jazrawy said. “Each year they continue to expand on those offerings, so it’s easy to see why
their drivers speak so highly of them, and why they’re achieving such stellar results.”
Jazrawy added that while both Prime and Nussbaum provide exceptional programs for their
drivers, they also have impressive safety and retention numbers, and satisfaction scores well above
90 percent.
TCA President John Lyboldt said that both companies exemplify the kind of initiative and positive
innovation the Best Fleets award is all about.
“It’s imperative that fleets establish driver-centric offerings which attract and retain a skilled
workforce, while establishing programs that improve the work-life balance for their employees,”
Lyboldt said. “Prime Inc. and Nussbaum Transportation have done just that.”
In its official recognition, TCA and CarriersEdge noted that even with a fleet of 7,200 tractors,
Prime retains “the personal touch” through its committees and its social and educational offerings,
which provide contractors with an ever-increasing range of options for personal and professional
development.
Later, at a reception for all the Best Fleets nominees, Prime Inc. President Robert Low, who
founded the company in 1970, explained what the recognition means to him.
“I think of all the awards out there, this has got to be right at the top,” Low said. “Because what’s
more important than being recognized by drivers as a good fleet, in fact, the best fleet to drive for?”
Prime Inc.’s company headquarters features an employee spa and workout facilities with inhouse
fitness trainers. Low has long been known for joining his employees in pickup basketball
games. Out on the road, Low said, the company operates on the philosophy that “the driver is the
captain of the ship. If he feels tired or fatigued, if he wants to shut that truck down, he shuts it down,
no questions asked.”
Low indicated that because employee surveys play a large role in determining the Best Fleets,
being named a winner means a lot to him on a personal level. “I’m really gratified that our drivers
spoke well of us.”
Brent Nussbaum, left, CEO of Nussbaum Transportation, and Robert Low,
founder and president of Prime Inc., celebrate their companies having been
named 2019’s Best Fleets to Drive For at a reception during the Truckload
Carriers Association’s 81st Annual Convention.
The award also struck a personal chord with Brent Nussbaum, CEO of Nussbaum Transportation.
“We’re a family-owned company,” Nussbaum said. “My parents had a huge influence on the
culture of the company.”
Nussbaum’s father, Alden Nussbaum, founded the company back in 1945. “My father always
said, ‘if you take care of your people, everything will take care of itself.’”
That was his father’s favorite saying, Nussbaum said. This year will mark 40 years since Alden
Nussbaum’s passing, but that saying and the character and integrity behind it continues to be the
philosophical rudder that guides the company.
“Through valuing people, it has helped us to understand the importance of recruiting and retaining
drivers,” Nussbaum said.
The proof in that has been in the company’s relatively low turnover rate. “Last year, we were
right at 35 percent,” Nussbaum said. “This year, year-to-date, we’re about at 30 percent. Ultimately,
we realize that our business is all about people.”
The company has gone through many changes over the years, Nussbaum said, as it has adjusted
to changing markets, and transitioned at the start of the 21st century from what was primarily
a less-than-truckload carrier to full truckload and dedicated carriage.
The company has been able to adapt and roll with the times, he said, because of the talented
people on his staff, and that talent is appreciated.
In its award presentation, TCA and Carriers Edge noted Nussbaum Transportation’s “industryleading
scorecard and mobile app, a simple but effective driver outreach schedule, and a formal
career path and certification program.”
“Drivers don’t just want to drive down the road,” Nussbaum said, “they want to be recognized
for what they do. We’ll always make our drivers feel like we’re listening and we care.”
The 18 Best Fleets runners-up this year were American Central Transport, Kansas City, Missouri;
Bennett Motor Express, McDonough, Georgia, Bison Transport, Winnipeg, Manitoba, Canada; Boyle
Transportation, Billerica, Massachusetts; Central Oregon Truck Co., Redmond, Oregon; Crete Carrier
Corp., Lincoln, Nebraska; Epes Transport System, Greensboro, North Carolina; Erb Transport, New
Hamburg, Ontario, Canada; FTC Transportation, Oklahoma City; Garner Trucking, Findlay, Ohio; Grand
Island Express, Grand Island, Nebraska; Halvor Lines, Superior, Wisconsin; Landstar System, Jacksonville,
Florida; Maverick Transportation, North Little Rock, Arkansas; Motor Carrier Service, Northwood,
Ohio; Thomas E. Keller Trucking, Defiance, Ohio; TLD Logistics Services, Knoxville, Tennessee; and
Transpro Freight Systems Limited, Milton, Ontario, Canada.
In addition, Fortigo Freight Services, Etobicoke, Ontario, Canada; Leavitt’s Freight Service,
Springfield, Oregon; Liberty Linehaul, Ayr, Ontario, Canada; Roehl Transport, Marshfield, Wisconsin;
and TransLand, Strafford, Missouri received honorable mention as Fleets to Watch.
For more information on the Best Fleets to Drive For program, follow the hashtag #BestFleets19
on TCA’s Twitter and Facebook pages, or visit bestfleetstodrivefor.com.
TCA 2019 www.Truckload.org | TRUCKLOAD AUTHORITY 33

TCA HONORS AMERICA’S
By Klint Lowry and Cliff Abbott
Professional sports leagues have their MVPs, Hollywood has its Oscars.
If you’re a professional truck driver, one of the most prestigious
marks of recognition is to be named a Truckload Carriers Association
Driver of the Year.
The grand finale of every TCA Annual Convention is the awards
banquet, and nothing is awaited with more anticipation than the Driver
of the Year presentation.
“We all know these drivers,” said TCA Chairman Dan Doran, who
emceed the awards ceremony at the 81st Annual Convention, “the
ones who not only drive safely, but give back to their communities
and enhance the image of trucking. The professional truck drivers I’m
referencing make us proud to be a part of this great industry.”
Two awards are given out each year: Company Driver of the Year
and Owner-Operator of the Year. Finalists in the Driver of the Year Contests
represent “the best of the best on our roads today,” Doran said.
Just a few minutes later, Ester Nemeth was standing on the stage
with her fellow finalists when she heard her name announced as the
2018 Company Driver of the Year. A bit after that, Danny Jewell had
the same experience, when he was named the 2018 Owner-Operator
of the Year.
A few weeks later, when Truckload Authority caught up with each
of them, Nemeth and Jewell were still feeling the shockwaves of that
moment they realized they’d been chosen for the awards.
“It was surreal,” Nemeth said. “All I heard was ‘Ester’ and nothing
else.”
Jewell indicated the experience was similar for him, as well. “I’ve
watched the video of the awards a few times to make sure I heard it
right,” he said. Jewell’s propensity to slip a quip into the conversation
became even more apparent when he was asked if he’d had time to
consider what he might do with the $25,000 cash prize that comes
with the Driver of the Year honor.
Rest assured, he said, even though the convention was in Las Vegas,
“One thing I didn’t do was any gambling.”
While Nemeth admitted, “I loves my casinos,” she also admitted,
“I’m kind of scared about the prize money.” She plans to take it slow
in deciding what to do with it. Family is important to her, so it’s likely
some of it will go to support some family time.
“My great-nephew just turned 5,” she said. “Maybe we’ll go on a
Disney Cruise.”
Jewell said he doesn’t have any solid plans yet, either. “The $25,000 is
really just starting to soak in now,” he said. Some of the money may find its
way into a project already underway at the Jewell home, installing central
air conditioning.
“Maybe I’ll buy a camper when I retire,” he said.
And when might that be? Well, he just turned 74, so “I have no idea,”
he said. “God will let me know. Maybe another 10 years. I feel like the
driving I do now, getting home every weekend, is like a part-time job.”
But as for the cash part of the award, “To tell the truth, the recognition
for my career and for 50 years with Warren Transport means more
than the money,” he said.
Nemeth echoed his sentiments. “The competition was so good,” she
said. “There are so many good drivers out here. It’s great to be recognized.”
In a way, the title “Driver of the Year” is something of a misnomer;
given the criteria by which the award is bestowed, it is more of a lifetime
achievement award.
Danny Jewell, left, accompanied by Warren Transport, Inc. President
James Schommer onstage at the Truckload Carrier Association’s 81st
Annual Convention, can hardly believe his ears as he named 2018
Owner-Operator of the Year.
Finalists complete a lengthy nomination form, documenting
their safety record and work history. They must
also submit essays about their driving background, community
involvement, and about the importance of staying
healthy while on the road. Finalists must also submit
reference letters from their company’s top executives and
safety directors.
Finalists for the Owner-Operator of the Year award
must go the extra mile by submitting a financial statement
and business plan.
All of this is then reviewed by a four-member judging
panel. The process considers all aspects of a driver’s career,
past and present.
In Jewell’s case, there’s a lot of past to consider. Last
year he passed the 50-year threshold as a professional
truck driver, and he’s logged more than 6 million accidentfree
miles. He was also recently named the Iowa Motor
Truck Association’s Truck Master Driver of the Year.
A conversation with Jewell is like a trip to a trucking
museum. He’s worked his entire career with Warren Transport,
Inc. of Waterloo, Iowa. He started as a company driver
in 1968, until he could afford his own truck and become an
owner-operator in 1972.
“I drove a 1971 International cabover with a 335 Cummins
engine,” Jewell said. “I can’t remember for sure, but I
think it was a 13-speed transmission.”
Back in those days, he was away from home two or
three months at a time, he said. “We had five children and
we needed the money.”
In his acceptance speech at the convention, Jewell
pointed out it was Sharon, his wife of 55 years, who held
up the home front and is responsible for the most important
achievements — five children, 20 grandchildren, and
four (soon to be five) great-grandchildren.
Life on the road wasn’t what it is today, Jewell said. He
started long before there were satellite units, cellphones or
34 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2019

TOP DRIVERS
even pagers. “You needed to find a payphone and call dispatch,”
he said, “and then wait by the phone for a call back. Sometimes,
you waited a long time.”
He remembered when his tractor was the first at Warren
Transport to receive a Qualcomm unit. He was driving as a team
with his wife at that time. “I liked it,” he said. “Some drivers were
worried about their dispatcher knowing where they were all the
time. I wanted them to know, so they could keep me loaded and
moving.”
Nemeth may not have the years or the mileage Jewell has,
but give her time. A veteran driver of 26 years, the last 19 with
Winnipeg, Manitoba-based Bison Transport, Nemeth has logged
3.75 million accident-free miles, and she has no intention of going
anywhere. She’s quite happy at Bison.
“I feel like they spoil me,” she said. “The whole company has been
very supportive.” Nemeth especially appreciates Bison’s approach to
safety. “I like their policy that it’s my decision when to shut down for
safety reasons,” she said. “There’s never any question.”
Nemeth said she wanted to drive since she was a kid and she
would see the trucks pass through her small town. The profession
has lived up to her expectations. The trucking community “is
like its own little family, its own little community,” she said. “It’s a
wonderful way of life.”
And it’s gotten even better over the years, Nemeth added.
When she started driving, she drove team, and people would often
overlook her and interact with her male partner.
“But now they treat me like a driver, just like anybody else,
which is good. I appreciate that.”
The award itself was a milestone in that direction. Nemeth
was the first woman to win Driver of the Year honors, and the first
nominee for the award since 2005.
“This is such an incredible and humbling honor to be here
this evening,” she said in accepting the award. “With all the exceptional
drivers in this industry, to be recognized is unbelievable.
My love of driving and my commitment to safety are what
brought me here tonight.”
Nemeth and Jewell share some traits that could explain their
respective success and longevity. Both understand the importance
in staying fit on the road. Jewell is currently on a quest
to lose 25 pounds after his physician said he’s close to a weight
where a CPAP machine might be needed.
“I try to walk 3 miles every day on the weekends and whenever
I can when on the road,” he said.
Nemeth participated in TCA’s inaugural Weight Loss Showdown
in 2012. “It’s important that you are always thinking about
how you represent yourself and the industry every day,” she said.
And that’s not just in regard to how you look. Both drivers
pointed to attitude and courtesy as areas where every driver can
work harder.
“We don’t have the best reputation out there,” she said.
“Showing a little courtesy goes a long way toward making things
better for everybody.”
The three characteristics that make a professional truck driver
truly professional, Jewell said, are “attitude, patience, respect.”
“I see a lot of drivers with their hand draped over the steering
wheel or even a foot propped up on the dash,” he said. “That
shows a lack of attention.”
One easy way to instantly be safer and more relaxed behind
the wheel, Jewell said, is to control your speed. “My truck is set at
70, and that’s fast enough,” he said. “These guys that try to race
everybody just cause stress for themselves and everyone else.”
Ester Nemeth, joined by Bison Transport director of Safety and
Driver Development Garth Pitzel, later said it all became kind of a
blur onstage as soon as she heard “Ester” come through the speakers
as she was named the 2018 Company Driver of the Year.
Jewell pointed out that drivers also need to remember they
aren’t just representing the industry when they are behind the
wheel, but when they get out of the cab, as well. “It irritates me
more than anything to see a driver argue with a customer,” he
said. “All it does is give the carrier and other drivers a bad name.”
Just as Nemeth had mentioned that she had been fascinated
with trucks since childhood, Jewell had also been drawn to the
profession from an early age. These days, they share an interest
in nurturing that interest in the next generation of drivers. In
his acceptance speech, Jewell had mentioned that for the last
few years, he’s been trying to figure out how to get more young
people today interested in trucking.
“It’s a great job, there are so many opportunities out there,”
he said.
When Truckload Authority spoke with Nemeth, she was in
the jump seat of a truck on an isolated stretch of North Dakota
highway. The past two years have been particularly rewarding,
Nemeth said, since Bison recruited her in-house to be an in-cab
trainer.
“I love the open road,” she said as her trainee drove. “I like
driving through the Dakotas and on I-29 and I-94.”
It’s a peaceful ride, she said. And it’s gratifying to show the
ropes to beginning drivers, especially when she can help women
get an easier start in the industry than she did back in the late
1980s.
“I have learned as much from my trainees as I hope they have
learned from me.”
The Driver of the Year awards are presented by the TCA and
its partners, Overdrive Magazine and Truckers News, and are
sponsored by Love’s Travel Stops of Oklahoma City and by Cummins,
Inc., of Columbus, Indiana.
Runners-up this year in the Company Driver of the Year category
were Donald Lewis of Wilson Logistics and David McGowan of
WEL Companies, Inc. Owner-Operator of the Year runners-up were
Kevin Kocmich, leased to Diamond Transportation System, Inc.;
and Robert Roth, leased to Erb International, Inc. Each received
prizes of $2,500.
TCA 2019 www.Truckload.org | TRUCKLOAD AUTHORITY 35

Nearly 1,300 attendees — members, prospects, and guests —
met in Sin City for the Truckload Carriers Association’s 81st Annual
Convention from March 9-13 at the Wynn Las Vegas Resort.
The event started off with a well-attended Kickoff Reception Saturday
evening followed by Sunday’s committee and board of directors
meetings, numerous Trucking in the Round workshops, and the
opening of the sold-out exhibition hall.
On Monday, outgoing TCA Chairman Dan Doran spoke about
how the association has “moved the needle” on issues critical to
the trucking undustry; the Past Chairmen’s Award was bestowed
upon Pottle’s Transportation’s Barry Pottle, and the overall winners in
the 2019 Best Fleets to Drive For contest, Prime Inc. and Nussbaum
Transportation, were announced. The keynote speaker was NFL Hall
of Famer Steve Young.
Monday evening, more than 200 attendees purchased lanes and/
or individual tickets for an off-site event hosted by Freightliner —
Truckload Strong — a fundraiser at Brooklyn Bowl on the Las Vegas
Strip that raised $75,000.
Tuesday morning’s jam-packed general session consisted of remarks
from incoming Chairman Josh Kaburick; TCA President John
Lyboldt; the announcement of the Lee J. Crittenden Award Winner,
Jet Express, Inc.’s Kevin Burch; as well as 2018 Highway Angel of
the Year, Pottle’s Transportation’s Brian Snell. Attendees also heard
remarks from Federal Motor Carrier Safety Administration Administrator
Ray Martinez and economic insight from CNBC’s Fast Money
analyst and veteran Wall Street warrior Guy Adami.
Later that afternoon, attendees had the opportunity to attend
three panel discussions: Business Strategies to Leverage Growth
in Today’s Marketplace; Strategic Vision to Tactical Execution; and
Maximizing Data – Gaining a Competitive Edge.
Tuesday evening, TCA held its Annual Awards Banquet, which
featured the highly-anticipated 2018 Driver of the Year and Fleet
Safety award presentations. To top off the evening, four Nashville recording
artists, including TCA Highway Angel spokesperson Lindsay
Lawler, captivated the audience by sharing the stories behind their
chart-topping hits.
1. Congratulations to TruckRight’s Lisa Kupar,
who won a wooden engraved truck at the Kickoff
Reception. Pictured with Kupar are Mike Kennelly
(left) of Joe Marten & Son, Inc., and membership
Co-Chairman Glynn Spangenber. Joe Marten &
Son sponsored the reception.
2. Attendees mingle during the TCA Membership
Committee Kickoff Reception enjoying hors
d’oeuvres, drinks and networking.
3. TCA Chairman Dan Doran, TCA Highway
Angel spokesperson and Nashville recording artist
Lindsay Lawler, as well as Nashville recording
artists Chris Roberts, Victoria Shaw and Marcus
Hummon.
2
4. More than 200 attendees enjoyed
a fun-filled evening at Brooklyn
Bowl on the Vegas Strip.
5. During the Chairman’s reception
Tuesday evening, numerous
confectionery treats were available.
6. The Freightliner team poses
for a photo in their custom bowling
shirts during the Trucking Strong
fundraiser.
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5
3
6
1
36 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2019

12
7 9
13
16
10
14
4
5
6
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7. During a general session, attendees heard from three panels led by
trucking industry professionals.
8. Former professional NFL quarterback Steve Young not only delivered
a fun and insightful keynote address, but he also threw footballs into the
audience during Monday’s general session. Special thanks to International
Trucks for sponsoring the address.
9. Two award presentations, dinner, dessert and a Night with the Songwriters
were included at the banquet that concluded the convention.
10. Attendees mingle during Tuesday evening’s reception prior to the
Annual Awards Banquet at the Wynn Las Vegas.
11. Panelists speak during the Managing Driver Turnover and Retention
Trucking in the Round workshop.
12. Guests attended a pre-banquet reception before the Annual Awards
Banquet.
13. Eddie and Melinda Wayland, Trevor Kurtz and Edgar McGonigal converse
during a reception.
14. Past TCA Chairman Rob Penner welcomes Outgoing Chairman Dan
Doran to the TCA “Green Coat Club” Tuesday evening during the Annual
Awards Banquet. A past chairman of TCA wears this jacket to TCA functions
as a sign of their service to the association and the industry.
15. Special thanks to Freightliner, the Monday night reception host.
16. One sure-handed woman caught a football that was thrown by keynote
speaker Steve Young during Monday’s general session.
17. TCA thanks Pilot Flying J’s Wendy Hamilton for her service as its Communications
& Image Policy Committee Co-Chair. Current Co-Chair Brenda
Dittmer, left, presented Wendy with a plaque during Monday’s exhibition hall.
18. Thanks to the sponsorship of DriverFacts, the bowling team who
scored the most points during the Truckload Strong fundraiser won a large
trophy and medallions. DriverFacts’ Mylene Patterson, second from left,
congratulates PrePass’ Don Reeves, Randy Lairmore and Joeseph Soliz
and WorkHound’s Daniel Gomez and Logan Pritchett.
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TCA 2019 www.Truckload.org | Truckload Authority 37

MAY/JUNE | TCA 2019
Member Mailroom
Is there an industry
event where I can
discuss human
resource and safety
management
issues?
Yes, there is! For 37 years, the Truckload Carriers
Association’s Safety & Security Division Annual Meeting has
brought industry professionals together to discuss problems,
share ideas and seek solutions to make their businesses and
our roads safer.
This year’s event is set for June 2-4 at the Guest House at
Graceland in Memphis, Tennessee.
Learn how you can establish and utilize a safety committee
in your company, glean tips for how to close the gap between
regulatory compliance and a true culture of safety within your
organization, and more during educational workshops.
Topics range from “The New World of CSA Changes,” to
“Personal Safety in the Workplace,” to “The Deep Dive into
Data,” and more.
New this year, listen as TCA Vice President of Government
Affairs David Heller talks with a Federal Motor Carrier Safety
Administration representative during the “FMCSA Fireside Chat.”
The two will discuss how the administration is prioritizing its
work, particularly the updates to Hours of Service regulations
and federal preemption of state meal and rest break laws. The
chat will be moderated by SiriusXM radio personality and Road
Dog Trucking’s Mark Willis.
The highly popular “Safety in the Round” sessions will draw
from the knowledge of attendees to solve common safety
management and human-resource problems. Topics typically
include workers’ compensation issues, employee/employer
communication, improving driver hiring procedures and others.
In addition to specialized educational sessions, attendees can
take part in several networking opportunities, learn about the
latest products and services in the exhibition hall, and attend
a first-timers’ orientation, receptions, as well as several meals.
As a benefit of your TCA membership, you’re also a member
of our Safety & Security Division.
Visit www.truckload.org to view the event program and to
register. Have a new product or service to share? Email TCA@
truckload.org to reserve booth space.
Join the conversation by using the hashtag #TCASafety19 on
social media networks.
38 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2019

A QUICK LOOK AT IMPORTANT TCA NEWS
SMALL
A QUICK LOOK AT
IMPORTANT TCA NEWS
TALK
Chairman’s Farewell Address
Speaking of the commitment it takes to serve as chairman of the Truckload
Carriers Association, outgoing Chairman Dan Doran said: “You need to
show up, engage, participate and speak up. And I am proud to say that I have
done exactly that.”
And while other chairmen have likewise become engaged, have spoken
up and shown up, perhaps not all can say they showed up at such an early
age. Doran remembers his first trucking convention was “right here in Las
Vegas at the Sahara when I was 6 years old.”
And just like the young Doran matured as he grew older, he’s seen TCA
mature, a process, he added, that has recently accelerated within the four
walls of its Alexandria, Virginia, headquarters.
And he got personal during his farewell speech during TCA’s 81st annual
convention in Las Vegas.
“In essence,” he told TCA members and staff, “we in this very room are
Truckload Strong.”
Describing the Call On Washington as an example of how TCA has not just
grown but excelled, Doran said during last year’s Call On Washington event,
“we not only walked through those doors, we blew them off the hinges.”
For example, he pointed to how TCA’s presence on Capitol Hill went from
32 attendees the first year in 2017 to 50 in 2018, and from 75 meetings in
2017 to more than 250 visits with legislators and their staff members in
2018.
The story of truckload still needs to be told, he stressed, but TCA no longer
requires an introduction.
During his many and varied speaking engagements throughout the past
year, Doran has referred to TCA and its endeavors “as epic, monumental and
impactful,” but now he realizes that “those words are not adequate to describe
the driven mentality of this association, its members and staff to challenge
the status quo and dare to change.”
He credits President John Lyboldt for much of TCA’s recent progress but
noted that the headway being made now wouldn’t have been possible without
the path that has been blazed by past members and chairmen.
“They have laid the blueprint for success of this association and we have
TCA Chairman Dan Doran, in his address at the annual convention,
applauded the work of TCA, which he said had
“moved the needle on sleeper berth flexibility, F4A federal
preemption and infrastructure” and continues to provide
data on ELD use and recognize the devices as instruments
“that redefine how we see our drivers’ day.”
all served as witnesses to their efforts,” Doran added. TCA has “moved the
needle on sleeper berth flexibility, F4A federal preemption and infrastructure”
and continues to provide data on ELD use and recognize the devices as instruments
“that redefine how we see our drivers’ day.”
Doran also mentioned the TCA Profitability Program, which has grown
to nearly 100 participants who share principles that make their businesses
more profitable than ever before. He added that the FreightWaves partnership
with TCA has generated more than 2,000 individual requests to sign up.
These members not only want to improve their fleets’ performance metrics
but “to lead with it,” he said of the program’s success. All of these examples
are part of “a monumental shift in the way our association operates and the
messages it delivers,” Doran noted.
“How does an association which has been around for more than 80 years
get to a prime position that it’s never been in before?” Doran asked. “Desire,”
he answered.
“We are this way because our segment of the industry wants us to be
here and is willing to work for it, demonstrated by the mere fact that we, as a
segment, represent roughly 75 percent of the freight that is moved by truck
in this nation.”
He predicted that over the next five years TCA membership will double in
size and that the association will become a driving force, the likes of which
has never been seen before.
He added that the association is not a business that strives for average,
but one that succeeds in its endeavors and “looks for greatness.”
It’s not just a matter of setting new challenges, he said, it’s a matter of
ensuring “that the challenges we set go far enough.”
“Thanks for allowing me to be part of the transformation,” Doran
concluded.
Carriers Recognized for Hauling
The Wall That Heals
During the Truckload Carriers Association’s 81st Annual Convention in Las
Vegas last month, the Vietnam Veterans Memorial Fund (VVMF) recognized
the efforts of TCA members who volunteered their time and equipment to
haul The Wall That Heals in 2018. The presentation was made by VVMF’s Director
of Outreach Tim Tetz during Sunday’s Board of Directors meeting.
“Our partnership with TCA allowed us to bring the names of the more than
58,000 service members inscribed on the Vietnam Veterans Memorial home
to hundreds of thousands of visitors in 2018,” Tetz said. “Leading the way
into each of the 38 communities we visited was a truck owned and operated
by a TCA member showing their dedication and commitment to America’s
veterans.”
The following TCA-member companies were recognized:
• Barber Trucking, Inc., of Brookville, Pennsylvania
• Baylor Trucking, Inc., of Milan, Indiana
• Dart Transit Co. of Eagan, Minnesota
• Diamond Transportation System, Inc., of Racine, Wisconsin
• Don Hummer Trucking, Inc., of Oxford, Iowa
• Halvor Lines, Inc. of Superior, Wisconsin
• Load One, LLC of Taylor, Michigan
• P. I. & I. Motor Express, Inc., of Hubbard, Ohio
• Wil-Trans of Springfield, Missouri
TCA 2019 www.Truckload.org | Truckload Authority 39

SMALLTALK
A QUICK LOOK AT IMPORTANT TCA NEWS
SMALL
A QUICK LOOK AT
IMPORTANT TCA NEWS
TALK
The Vietnam Veterans Memorial Fund’s Director of Outreach
Tim Tetz, in middle, presents a token of appreciation to carriers
who transported The Wall That Heals in 2018 during the Sunday,
March 10 Board of Directors meeting in Las Vegas. Others pictured
from left are Load One CEO John Elliott; Diamond Transportation
System President Jon Coca; Wilson Logistics CEO Darrel Wilson;
and TCA Chairman and Searcy Specialized President Dan Doran.
The Wall That Heals exhibit is hauled in a 53-foot trailer and includes a
three-quarter scale replica of the Vietnam Veterans Memorial and a mobile
education center. With the help of TCA’s partnership and the companies mentioned
above, the traveling exhibit honors the men and women who served
and sacrificed their lives in the Vietnam War.
Trucking companies are needed to haul The Wall That Heals in 2019. Interested
companies can complete an online interest form at vvmf.org/haulthe-wall.
The Vietnam Veterans Memorial Fund is the nonprofit organization that
built the Vietnam Veterans Memorial in Washington, D.C., in 1982. VVMF is
dedicated to honoring and preserving the legacy of service in America and
educating all generations about the impact of the Vietnam War and era
through programs, ceremonies and education materials. To learn more about
VVMF, visit www.vvmf.org or call (202) 393-0090.
Lee J. Crittenden Award
The Professional Truck Driver Institute, Inc. (PTDI) has presented its highest
honor, the Lee J. Crittenden Award, to Kevin Burch, president of Jet Express,
Inc., based in Dayton, Ohio.
The award ceremony took place during the Truckload Carriers Association’s
81st Annual Convention in Las Vegas. TCA managed PTDI until 2016.
The award is sponsored by Cengage Learning of Boston.
“Kevin has been a true champion of PTDI’s mission,” said Past TCA
Chairman and Past PTDI Chairman Ray Haight during the awards presentation.
“His support of highly-skilled, safe and professional drivers has
spanned 45 years in our industry including truckload, less-than-truckload,
air freight and consolidation.”
As president of Jet Express, Burch oversees a company that handles
400 truckloads per day throughout the United States, primarily
for the “just-in-time” automotive industry.
While certainly a challenge, the emphasis Burch places on highquality
drivers and service has not been overlooked, earning Jet Express
numerous customer service awards.
Outside of Jet Express, Burch has been a tireless and immensely respected
voice supporting truck drivers and the industry. A past chairman of
TCA and the American Trucking Associations, Burch’s advocacy extends to
the Trucking Moves America Forward initiative, and he also is a trustee of the
Ohio Trucking Association.
Burch has helped rally efforts within the carrier community to recognize
and support PTDI’s standards for driver training and encourage carriers to
hire from PTDI schools. Recognizing a need in the industry, Burch has also
From left, Past TCA Chairman and Past PTDI Chairman Ray
Haight, Lee J. Crittenden Award recipient, and Jet Express, Inc.
President Kevin Burch, and Kim Richardson, owner of PTDIcertified
school, KRTS Transportation Specialists, Inc.
provided a key voice for the development of PTDI’s new Driver Finishing
certification.
“PTDI expresses its gratitude to Kevin for his passion and commitment
to bringing good drivers into the business and keeping them,” Haight said.
The Crittenden Award is named after Lee Crittenden, a staunch supporter
of PTDI until his death in April 1998. Crittenden was passionate about promoting
a positive image of the nation’s professional truck drivers and was
largely responsible for the creation of America’s Road Team. He also initiated
a scholarship program for drivers who participate in the National Truck Driving
Championships. He was one of PTDI’s founders, serving on the board of
directors as finance chairman during PTDI’s infancy.
PTDI is a nonprofit organization established to develop uniform entrylevel
truck driver training and motor carrier driver finishing standards. Widely
known as the gold standard for truck driver training, PTDI helps organizations
fully prepare their drivers for the responsibility of operating a heavy-duty vehicle
on our roadways.
Headquartered in Aurora, Colorado, PTDI certified training courses can be
found at 57 schools in 19 states, Canada, and Germany.
Past Chairmen’s Award
The Truckload Carriers Association has bestowed its prestigious
Past Chairmen’s Award upon Barry Pottle, president of Pottle’s
Transportation, Inc. of Hermon,
Maine. He was recognized during
the general session at the
TCA’s 81st Annual Convention
recently in Las Vegas.
Pottle purchased Pottle’s
Transportation from his father,
founder Clifton Pottle, in 1988
after working for the truckload
motor carrier for five years.
He guided its growth from an
11-truck fleet to its current
size of more than 180 trucks
and 575 trailers with terminals
in Bangor and Fairfield, Maine,
as well as Allentown, Pennsylvania.
Pottle Transportation, Inc.’s
Barry Pottle started in trucking
in 1978 and served as TCA
chairman 2006-2007. He is currently
chairman of the American
Trucking Associations.
Pottle is also an owner and/
or co-owner of five other companies,
all of which involve the
transportation industry, including
a Volvo-Mack dealership and a
warehousing business.
In addition to serving as TCA
40 Truckload Authority | www.Truckload.org TCA 2019

The road to
chairman in 2006-07, Pottle is currently chairman of the American
Trucking Associations and previously served as chairman of the Truck
PAC as well as the Maine Motor Transport Association and Maine Truck
PAC.
Additionally, Pottle is a past chairman of The Pine Tree Chapter of
American Red Cross, a supporter of the Hermon Schools, Camp Jordan,
Anah Temple Shrine, Cancer Care of Maine and Wreaths Across America.
“When I started trucking in 1978, I never thought I’d be where I am today,
being able to serve as chairman of the Maine Motor Transport Association,
the Truckload Carriers Association and now the American Trucking Associations,”
Pottle said. “The Past Chairmen’s Award is one of the biggest highlights
of my career because my peers are who chose me.”
Pottle credits three men who had a big influence on his life as he progressed
through the ranks of TCA and ATA. “Mac McCormick, who passed
away in a plane crash in October of 2006, as well as Bob Baylor and Tom
Kretsinger, all had a big role in me becoming chairman,” he said. “All three of
those gentlemen have received this award. Just to be in a league with them
has meant so much to me. Two others are Clifton Parker and Don Freymiller.
For a young guy starting his career in trucking working his way up through
and having his peers you work with and are friends with to pick you for such
an award, is a great honor. I’m very blessed.”
The Past Chairmen’s Award is TCA’s highest honor. Recipients are leaders
who have made a significant contribution to the business community,
the trucking industry and the Association.
Christmas Tree Awards
Central Oregon Truck Company of Redmond, Oregon; Searcy Specialized
of Harrison, Ohio; and Meritor, Inc., of Kansas City, Missouri, were recognized
for their contributions to the 2018 U.S. Capitol Christmas Tree program during
the Communications & Image Policy Committee meeting at the Truckload
Carriers Association’s 81st Annual Convention in Las Vegas.
Searcy Specialized and Meritor, Inc. each received a “2018 Whistle Stop
Award,” while the 2018 Best Fleets to Drive For Small Carrier Category Winner,
Central Oregon Truck Co., was presented an inaugural award — the
“2018 Joyous Journey Award” — for making the tree’s journey possible.
For the last 38 years, a special tree has been harvested from a U.S.
national forest and transported across the country to the grounds of the
U.S. Capitol in Washington, D.C. Along the way, the tree makes “whistle
stops” at local communities and military bases, which allows the public
to view “The People’s Tree” while also shining a spotlight on the trucking
protecting
your fleet
During TCA’s Communications & Image Policy Committee
meeting on Sunday, March 10, three TCA member carriers
were honored with 2018 Whistle Stop Awards in recognition of
their contributions to the U.S. Capitol Christmas Tree program.
Pictured from left are Central Oregon Truck Company CEO
Rick Williams; TCA Communications & Image Policy Committee
Co-Chair Lisa Spangenberg; Searcy Specialized Safety and
Compliance Administrator Jean Mason; and TCA Communications
& Image Policy Committee’s Co-Chair Brenda Dittmer.
www.Truckload.org | Truckload Authority 41
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industry that makes the immense tree’s journey possible.
In November 2018, an 80-foot noble fir was harvested from the Willamette
National Forest in Oregon. The tree began its 3,000-mile trek through
two dozen communities across the country, including the Harrison, Ohio, town
square, where more than 3,000 locals turned out in freezing temperatures,
and the Kansas City Union Station event, where hundreds took the opportunity
to view the tree. To see photos from these whistle stops, visit www.
truckload.org/Flickr.
The Carson National Forest in New Mexico will provide the 2019 U.S. Capitol
Christmas Tree.
For more information about the initiative, visit capitolchristmastree.com.
Highway Angels
Jacob Elkins, John Gubaci, Christopher Lemaire, Melby Millirans, Demetrice
Reeves and Donald Wood have been named Highway Angels for their
willingness to stop at the scene of an accident or other traffic incident and
render aid until emergency services arrived.
On May 23, 2018, Elkins, who lives in
Joplin, Missouri, and who is a professional
truck driver for CFI, also of Joplin, was driving
from the eastern side of Effingham, Illinois,
on I-70 when he came across a semi-truck
nose down in a ditch. Elkins, the first person
to arrive on the scene, safely pulled over to
the shoulder. He noticed it was a fellow CFI
truck. Immediately he went to the cab to try
and help the driver. Elkins said that the fellow
driver could not talk and was very weak. “He
was breathing heavily, so I called 911 and dispatch,”
Elkins said. “He didn’t want to move
because he was too weak, but he was able to
JACOB ELKINS
tell me his name was Stanley Rowe.”
Elkins told the driver that he would stay
with him until emergency personnel arrived.
Elkins then called CFI to notify operations and the safety department. A representative
with CFI said that Elkins was a huge help not only to Rowe, but to
everyone at CFI for relaying information and details on the man’s condition.
“I’ve been driving since I was 21 years old,” Elkins said. “I’ve seen trucks
rolled over, stuck in ditches, fatalities and close calls. Just a few months ago
a woman in front of me rolled her car and I had to cut her out through the
windshield. You drop what you’re doing and go at first instinct, even though
you might lose time or miles.”
Gubaci, of Calhoun, Georgia, is a professional truck driver for ABF Freight
System of Fort Smith, Arkansas, and is being honored for his willingness to
stop and assist a stranded motorist whose vehicle caught fire.
One evening in May 2018, around 6 p.m., Gubaci was getting ready to
end his day. He was driving near Dalton, Georgia, on the 150 Connector 3 SW
when he saw smoke ahead of him. It was blue, indicating a car fire.
As he approached the scene, he could see a car pulled over to the side
of the road with a woman standing on the shoulder. Flames were coming
from underneath the hood of her car. Without hesitation, he pulled over to
the shoulder, grabbed his fire extinguisher, and
rushed over to extinguish the fire, which was
between the motor and firewall.
“I got this,” Gubaci assured the woman,
who was quite visibly upset. “It was flaming
pretty good by the time I arrived,” Gubaci said.
“As I worked on the fire, the woman called
911.” She told Gubaci she had been driving
along when she heard a pop, so she pulled
over and a moment later her car was on fire.
Gubaci said he figured it was an oil fire. After
he extinguished the flames the woman called
JOHN GUBACI
911 again and told them the fire was out. She
also phoned someone to come and pick her up.
“I waited with her for 10-15 minutes to make sure the flames didn’t start
up again,” Gubaci recalled. The woman gave him a hug and thanked him for
stopping to help her. While other drivers slowed down, no one else stopped.
Gubaci has been driving for 25 years and has worked with ABF Freight
System since 2006. He’s happy to say although he has come across a number
of accidents, he has never been involved in one himself. He says he tries to
drive safely and look out for the other person at all times.
Lemaire, of Erath, Louisiana, a professional truck driver for Revere Transportation
of Akron, Ohio, has been recognized for his willingness to stop and
help after witnessing a vehicle lose control on icy roads and flip multiple
times, ejecting the driver and a passenger.
As a former highway patrol officer,
Lemaire has seen the outcomes of many
bad traffic accidents. On February 11, he
witnessed one. He was on his way to New
York to deliver a load. At the time, he was
northbound on Interstate 35 in Kansas. The
air temperature had dropped drastically from
58 degrees that afternoon. By 6 p.m. there
was freezing rain, making the roads icy. As
he traveled north, he noticed the headlights
of a car in a southbound lane, moving left
and right. “I knew he was in trouble,” Lemaire
said. “He was skidding out of control.”
The car hit a culvert in the median, sending
it airborne. The car hit the ground at an angle,
smashing the driver’s side window, and rolling
several times: Lemaire counted five. He
watched, helplessly, as the driver was ejected. On the last rollover, a second
person was ejected.
Lemaire responded immediately, but the time it took to safely slow from
highway speeds put him nearly a mile away from the accident. He grabbed
his coat and ran back to the accident scene. When he arrived, the driver was
standing up and trying to walk. His pants were badly torn and Lemaire could
see he likely had a broken leg. He sat him down then rushed over to the passenger.
Another car arrived and Lemaire asked the driver to call 911 and stay
with the injured driver. Lemaire tried to calm the second man as he checked
him for gashes and broken bones. He stayed at the scene and helped as
much as he could and also wrote a statement as a witness to the accident. “It
weighed on me the next day,” Lemaire said. “I wondered if they were going
to be okay. Sometimes when people are ejected like that, they suffer internal
injuries that can be fatal.”
“Chris has been working with us for quite some time,” said Revere Transportation
Fleet Manager Christina Applegate. “He is an exemplary model
driver for our company and we feel he was very courageous for the actions
he took that night.”
In addition to his background as a highway patrol officer, Lemaire has
been a truck driver off and on since he was 21 years old.
Millirans, of Twin Lake, Michigan, is a professional truck driver for RM
Trucking of Hudsonville, Michigan. He is being recognized for willingness to
stop and render aid after a motorist fell asleep at the wheel, veered off the
road and crashed.
It was 1:30 a.m. and Millirans was on
Interstate 75 heading north out of Ocala,
Florida, on his way home to Michigan. There
was not much traffic and Millirans was settling
in for a quiet ride. Just then, an SUV
traveling ahead of him at a high rate of speed
suddenly careened left toward the guardrail.
Millirans took his foot off the gas. The SUV
then swerved sharply to the right. The vehicle
didn’t slow as it ran off the road, down a
steep embankment, and crashed into a row
of trees. Millirans pulled over. He doubted
anyone had survived the ferocius crash.
Millirans called 911. As he grabbed
a flashlight, he told the operator he was
CHRISTOPHER
LEMAIRE
MELBY MILLIRANS
42 Truckload Authority | www.Truckload.org TCA 2019

hands-free and was running back to check on the car. The horn was blaring
and through the heavy smoke he could see the dazed driver trying to get out
of the car. The motorist had severely broken his leg and his foot was nearly
severed. Blood was gushing from the man’s leg. As the 911 operator told
Melby what to do, the anguished driver told him he had fallen asleep. He
begged him to check on his daughter, who was in the backseat. As a father
himself, Millirans dreaded what he might see. He opened the door and found
a young girl, 9, with a large contusion on her head. She was conscious and
told him her name. As Millirans checked her for other wounds another driver
appeared and reached under the hood, to shut off the blaring horn, which
eased some of the tension.
Millirans helped calm the driver as paramedics worked on him. At one
point, the man passed out. Afterward, Millirans had to take a moment before
getting back on the road. “I wondered if they would be all right,” he said. “The
little girl had been crying in pain, especially when they put her on the gurney.”
Thinking of his own family, the professional truck driver called home.
“When I’m driving along, I rehearse what I might do if something happened,”
Millirans said. “I think doing that helped me that night. I didn’t panic.
You get your thoughts together. You figure out where you’re at, call 911, and
grab a flashlight.”
Although Millirans has a dedicated run from Michigan to Coral Springs,
Florida, that particular week he was sent on a slightly different route through
Florida. “It just so happened that the time I’m on that route, I see that kind of
accident,” he said.
Reeves, of Kissimmee, Florida, a professional truck driver for Stevens
Transport of Dallas, is being recognized for his quick actions in preventing an
accident when his student driver passed out behind the wheel.
At 2:30 p.m. on December 16, 2018, Reeves and his student driver were
on Interstate 74 in Illinois, about a day and a half out from delivering a load
to Pompano, Florida. The student driver was in his
fifth week of training and was driving well. However,
the day before, he hadn’t been feeling well,
complaining of fatigue.
“We stopped for the night so he could get
some sleep,” Reeves said. The next day after
lunch, the student driver once again mentioned
he wasn’t feeling well. “After a break, when we
were back on the road, he began slowing down
as we approached a curve,” Reeves said. “As I
looked over at him, his head suddenly flopped to
the left and he went into seizure-like convulsions
with his hand locked onto the steering wheel.”
Reeves quickly grabbed the wheel. “Thankfully,
when he passed out, his foot relaxed off
DEMETRICE
REEVES
the gas and as the truck slowed, I was able to start pulling the brakes from
the side just enough to continue slowing the truck down,” he said. As the
truck came to a stop, Reeves undid the student driver’s seatbelt, grabbed the
260-pound man, pulled him out of the driver’s seat to the space between the
two front seats, and climbed over him. Once in the driver’s seat, he safely
pulled the truck and trailer off the road. Reeves called 911 and directed emergency
personnel to his location. The student driver was taken to the hospital.
Reeves says after he calmed down from the adrenaline that rushed
through his system that day, he realized just how lucky he and the student
driver were. “He was driving well and I trusted him to drive,” Reeves said.
“But I thought I should keep an eye on him since he hadn’t been feeling well.”
Later, Reeves took an Uber to the hospital to check on the man and take him
his belongings before getting back on the road. Reeves says he was able to
deliver the load to Pompano, unharmed and on time.
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TCA 2019 www.Truckload.org | Truckload Authority 43

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His coworkers congratulated Reeves on his ability to react quickly under
extreme circumstances — a life or death situation — that likely saved his
student’s life as well as his own and those of other motorists. “It makes me
feel good about my job,” he said. “You just have to keep the wheels down
and be safe.”
Wood, who lives in Fort Smith, Arkansas, is a
professional truck driver for ABF Freight System,
also of Fort Smith. He is being recognized for his
willingness to help an elderly man whose vehicle
went off the road during a blinding snowstorm.
In the morning hours of January 12, 2019,
Wood was waiting out a blizzard in Liberal, Kansas,
a town of about 20,000 just off Highway 54.
The roads were closed in the area and the temperature
was hovering around 18 degrees. Wood
had pulled his truck into a motel parking lot and
was waiting for the weather to clear so he could
DONALD WOOD
head home to Albuquerque, New Mexico, some
380 miles away. As he waited, he happened to
see headlights in the snow perhaps 100 yards
away, but they weren’t moving.
“I knew something was wrong,” Wood said. He got out of his truck
and trudged across the road, bracing himself against the heavy winds and
blowing snow. He discovered a small pickup truck with a camper trailer
stuck in a snowdrift. Wood thought he was in a parking lot but it turned out
he was on a playground, next to a children’s slide. Inside the pickup was
an elderly man and his dog. “He was so happy to see me,” Wood said. “He
said he didn’t know where he was and he was afraid he’d freeze to death
out there.” The man told Wood he was headed to Kansas City when he got
caught in the storm. “I told him I’d stay with him and get him out.” Wood
found a broken shovel at the motel and worked for over an hour to release
the pickup’s tires from the impacted snow. He then directed the elderly man
to move his vehicle to the motel’s parking lot and to go inside to warm up
and wait out the storm.
The man thanked Wood and offered to pay him for helping him but Wood
refused. “It’s hard to see someone stuck in those kinds of conditions,” he
said. “I just wanted to help him. As a truck driver, the people we meet along
the way are all potential customers for the trucking industry. It’s important for
us to show up as a positive role model and help where we can.”
For their willingness to assist his fellow drivers, TCA has presented the
Highway Angels with a certificate, patch, lapel pin, and truck decals. Since
the program’s inception in August 1997, hundreds of drivers have been recognized
as Highway Angels for the exemplary kindness, courtesy, and courage
they have displayed while on the job. EpicVue sponsors TCA’s Highway
Angel program.
Truckload Strong Fundraiser
On Monday, March 11, more than 200 of TCA’s 81st Annual Convention
attendees gathered to raise more than $75,000 at the Brooklyn Bowl on the
Las Vegas Strip.
During the Truckload Strong fundraiser, bowlers and non-bowlers alike,
had the opportunity to “strike” up conversations with other industry professionals,
“split” their night between bowling and entertainment, and were encouraged
to “spare” a moment to fuel the future of truckload.
Thanks to the generosity of Freightliner, all proceeds raised will help support
and elevate TCA’s major initiatives and programs.
Lanes, which accommodated up to eight bowlers and individual tickets,
were available to purchase prior to the event. On-site donations were accepted
for “Truckload Strong” commemorative, flashing 16-ounce cups.
Thanks to TCA Member DriverFacts, attendees were able to compete for
the Highest Team Score Award. Congratulations to members of the PrePass/
WorkHound team as they secured winner medallions.
The three-hour event featured a DJ who accepted requests via text, as
well as food carving stations, networking areas, a cigar rolling station, and
more.
Jake Einwechter bowls during the Truckload Strong fundraiser
event at Brooklyn Bowl on the Las Vegas strip.
Fleet Safety Award
Two truckload carriers were awarded the 2018 TCA Fleet Safety Awards
grand prize on Tuesday, March 12 during the Truckload Carriers Association’s
81st Annual Convention in Las Vegas.
The awards, sponsored by Great West Casualty Company, were presented
to Grand Island Express of Grand Island, Nebraska, for the small carrier division
(total annual mileage of less than 25 million) and Bison Transport of
Winnipeg, Manitoba, for the large carrier division (total annual mileage of 25
million or more).
Both companies were recognized for their outstanding safety programs
and impeccable records over the last year.
Grand Island Express is a first-time winner of the grand prize, although
the company has placed in the top three of its mileage-based division in
many previous years. Bison Transport is a 12-time grand prize winner and is
receiving this award for the ninth consecutive year.
Grand Island Express and Bison Transport, as well as all carriers that
placed in the top three of their mileage-based divisions, will be recognized
again during TCA’s 38th Safety & Security Division Annual Meeting, to be held
June 2-4, 2019, at the Guest House at Graceland in Memphis, Tennessee.
“TCA is honored to recognize Grand Island Express and Bison Transport
for their incredible safety achievements,” said TCA President John Lyboldt.
“These carries exemplify a safety-first ethos by their commitment that every
member of the organization, at every level, must prioritize safety above all
else. They are not merely complying with safety regulations — they are creating
a comprehensive culture of safety.”
Great West Casualty Company Executive Vice President &
Chief Operating Officer Mandy Graham presents the Fleet Safety
Award in the small carrier division to Grand Island Express
President Tom Pirnie.
44 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2019

Great West Casualty Company Executive Vice President &
Chief Operating Officer Mandy Graham presents the Fleet
Safety Award in the large carrier division to Bison Transport
Director of Safety and Driver Development Garth Pitzel.
The application process for the Fleet Safety Awards began with fleets
submitting their accident frequency ratio per million miles driven. The three
carriers with the lowest ratios were identified as the winners for each of
six mileage-based divisions. These carriers then underwent an audit by independent
experts to ensure the accuracy of their results. TCA announced
the names of the 18 division winners in January 2019 and invited them to
submit further documentation about their overall safety programs, both on
and off the highway, to be eligible for the grand prize. After review by a diverse
industry panel of judges, the winning companies were deemed to have
best demonstrated their commitment to improving safety on North America’s
highways.
The 2019 application process will begin in the fall and can be found at
www.truckload.org.
Ambassadors Club
At Saturday evening’s kickoff reception during the Truckload Carriers
Association’s 81st Annual Convention, the association paid tribute to its
Ambassador Club, member companies that have contributed to the longterm
growth of the association for 25 years or more.
Additionally, during Sunday’s Board of
Directors meeting, Membership Committee
Co-Chair Glynn Spangenberg, chairman
and chief advisor of Spangenberg
Partners, LLC, presented the awards to 32
members for reaching various five-year
milestones, including Hirschbach Motor
Lines, Inc. of Dubuque, Iowa, which was
presented a crystal globe for achieving
50 years of membership.
“TCA is fortunate to have so many
long-standing and committed members,” said John Lyboldt, TCA’s president.
“Their combined experience in truckload has created the foundation
for this association and is leading truckload into the future.”
Twelve companies were newly inducted into TCA’s prestigious Ambassador
Club; each received a plaque:
• Armellini Express Lines, Inc. — Palm City, Florida
• East Manufacturing Corporation — Randolph, Ohio
• ECBM Insurance Brokers & Consultants — Elkridge, Maryland
• HNI Risk Services, Inc. — New Berlin, Wisconsin
• Hogan Transports, Inc. — St. Louis
• Kriska Transportation — Prescott, Ontario
• Marsh & McLennan Companies — New York
• Motor Carrier Service, LLC — Northwood, Ohio
• Pohl Transportation, Inc. — Versailles, Ohio
• Randall Reilly — Tuscaloosa, Alabama
• Royal Trucking Company — West Point, Mississippi
• TMC Transportation Services — Des Moines, Iowa
• Winnipeg Motor Express — Winnipeg, Manitoba
To view photos from the kickoff reception and awards presentation,
visit truckload.org/Flickr.
Adrian Vigneault Joins TCA
Adrian Vigneault has joined the Truckload Carriers Association as associate
director of education.
Adrian joins the TCA team with a diverse professional and educational
background, focusing on instructional design, program management and
instruction/delivery.
After graduating from Universal Technical Institute and the Ford Accelerated
Credential Program, he attended Northern Virginia Community College
and graduated from George Mason University’s Bachelor of Individualized
Studies program in Military Conflict Analysis.
Adrian has held roles as a defense contractor and as a trainer for U.S.
military personnel on Improvised Explosive Device
(IED) detection. He earned his Army Basic
Instructor Certification (ABIC) and his MRAP
(Mine Resistant Ambush Protected) Operators
Certification.
Through these opportunities, he gained experience
driving and operating trucks weighing
up to 18 tons.
In addition to his professional experience,
Adrian enjoys traveling with his wife, Melissa,
and throwing a Frisbee with his boxer, Nitro. He
can also be found in his garage building new
projects, making things faster, breaking them,
and fixing them once again. He also volunteers
his time with the Staff Alumni Association in Goshen,
Virginia, at Camp Olmsted.
ADRIAN
VIGNEAULT
Can’t-miss Insights
Did you know that as a Truckload Carriers Association member you’re
also a member of our Safety & Security Division?
Be sure to register for this year’s Safety & Security Division Annual
Meeting scheduled for June 2-4 at the Guest House at Graceland in Memphis,
Tennessee.
The event has consistently brought industry professionals together
to discuss problems, share ideas and seek solutions to make their businesses
and our roads safer.
This year, listen as TCA Vice President
of Government Affairs David Heller talks
with a Federal Motor Carrier Safety Administration
representative during the “FMCSA
Fireside Chat.” The two will discuss how
the administration is prioritizing its work,
particularly the updates to Hours of Service
regulations and federal preemption of
state meal and rest break laws.
Additionally, the highly popular “Safety in the Round” sessions will
draw from the knowledge of attendees to solve common safety management
and human-resource problems.
Topics typically include workers’ compensation issues, employee/
employer communication, improving driver hiring procedures, and others.
Visit truckload.org to view the program and to register. Have a new
product or service to share? Email TCA@truckload.org to reserve booth
space.
Join the conversation by using the hashtag #TCASafety19 on social
media networks.
TCA 2019 www.Truckload.org | TRUCKLOAD AUTHORITY 45

MARK YOUR
CALENDAR
JUNE 2019
>> June 2-4 — Safety and Security Annual Meeting, Guest
House at Graceland, Memphis, Tennessee
>> June 27 — TCA Profitability Program Seminar, Hyatt
Regency O’Hare, Chicago
JULY 2019
>> July 10-12 — 36th Refrigerated Division Annual Meeting,
Sunriver Resort, Bend, Oregon
SEPTEMBER 2019
>> September 5 — TCA Profitability Program Seminar,
Hyatt Regency O’Hare, Chicago
The Truckload Carriers
Association welcomes companies
that joined our association in
February and March.
February 2019
CDL Marketing
Road Ranger
Jrayl Transport
LNR Carriers
Associated Agencies
MCK Trucking
Long Haul Trucking
Right Weigh
Intrade Industries
March 2019
Euler Hermes
Loadsmart
White Arrow
Transport Logix
Atomic Logistics
Group
Woody Bogler
Trucking
>> September 6 — Independent Contractor & Open Deck
Division Meeting, Hyatt Regency O’Hare, Chicago
>> September 24 — TCA’s Fall Business Meetings
>> September 24 — TCA’s Third Annual Call on Washington
NOVEMBER 2019
>> November 20 — Third Annual Bridging Border Barriers,
Lionhead Golf Club, Brampton, Ontario
MARCH 2020
>> March 1-3 — TCA’s 82nd Annual Convention, Gaylord
Palms Resort and Convention Center, Kissimmee, Florida
JUNE 2020
>> June 7-9 — 39th Annual Safety & Security Division
Meeting, Louisville Marriott Downtown Hotel, Louisville,
Kentucky
MARCH 2021
>> March 7-9 — TCA’s 83rd Annual Convention, Gaylord
Opryland Resort and Convention Center, Nashville,
Tennessee
For more information or to register for the events, visit
www.truckload.org/Upcoming-Events or contact TCA at
(703) 838-1950.
46 TRUCKLOAD AUTHORITY | www.Truckload.org

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