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OFFICIAL PUBLICATION o f t h e Truckload Carriers Association<br />

MARCH/APRIL 2020<br />

What you need to know about TCA’s 82nd Annual Convention<br />

Page | 6<br />

The road ahead<br />

New legislation could rebuild<br />

nation’s infrastructure.<br />

Page | 16<br />

CBD caution<br />

It’s legal but is consumption<br />

safe for truck drivers?<br />

Page | 20<br />

It’s no bull<br />

Can oxen really be blamed<br />

for all those tolls?

your<br />

drivers<br />

r ead<br />

the trucker<br />

newspaper<br />

shOuldn’t yOu?<br />

On news stands natiOnwide.<br />

FOr subscriptiOns Or tO advertise<br />

call (800) 666-2770.<br />

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MARCH/APRIL | TCA 2020<br />

President’s Purview<br />

A Heart for Trucking<br />

It’s hard to believe that it’s been four years since I took the helm of the<br />

Truckload Carriers Association.<br />

After 35 years of serving the automobile-dealer industry, I was eager for<br />

a change. When I first joined TCA, I was warned that trucking had a way<br />

of “getting in your blood.” I can now confirm that trucking is pulsing through<br />

my veins.<br />

In a recent Truckload Indexes article, I took the opportunity to reflect<br />

upon my time at TCA, the relationships I’ve formed with people — from carriers<br />

to vendors throughout North America — and even shared key characteristics<br />

of mature industries. I encourage you to give it a read and share<br />

your thoughts with me.<br />

I urge you to attend TCA’s 82nd Annual Convention — Truckload 2020:<br />

Orlando, and I thank all who have already registered. This event presents<br />

the opportunity to network and collaborate with like-minded executives who<br />

are seeking solutions and leave with concrete takeaways for you to use<br />

within your operation.<br />

During the event, set for Feb. 29 through Mar. 3, we’re excited to have<br />

Federal Motor Carrier Safety Administration’s Acting Administrator Jim<br />

Mullen; baseball’s “Iron Man” and Hall of Famer Cal Ripken Jr.; Navy SEAL<br />

and dynamic speaker Curt Cronin; panel discussions featuring industry executives;<br />

and more.<br />

To learn more about Truckload 2020: Orlando, visit tca2020.com. This<br />

is Truckload’s premier event, where trucking professionals come to learn,<br />

network, and make lasting relationships.<br />

As in my Truckload Indexes article, I’ll close with the importance of doubling<br />

down on your personal relationships in this industry, and on the customers<br />

that value your service, your drivers, your knowledge, and most<br />

importantly, your time.<br />

In 2020, let’s go against the grain and be different. Let’s be<br />

#TruckloadStrong.<br />

John Lyboldt<br />

President<br />

Truckload Carriers Association<br />

jlyboldt@truckload.org<br />

John Lyboldt<br />


An Upward Trajectory<br />

Chairman Josh Kaburick says all<br />

signs pointing up for TCA<br />

Page 24<br />

Adventurous Expeditions<br />

Take time away from the convention for<br />

some fun and relaxation<br />

Page 34<br />

Stability in Times of Change<br />

TCA Profitability Program<br />

achieves high success rate<br />

Page 38<br />

TCA 2020 www.Truckload.org | Truckload Authority 3

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Josh Kaburick, CEO<br />

Earl L. Henderson Trucking Company, Inc.<br />

MARCH/APRIL 2020<br />


John Lyboldt<br />

jlyboldt@truckload.org<br />


James J. Schoonover<br />

jschoonover@truckload.org<br />


Kathryn Sanner<br />

ksanner@truckload.org<br />


Dennis Dellinger, President and CEO<br />

Cargo Transporters, Inc.<br />


Jim Ward, President and CEO<br />

D.M. Bowman, Inc.<br />


Dan Doran, President<br />

Searcy Specialized<br />


John Culp, President<br />

Maverick USA<br />


Karen Smerchek, President<br />

Veriha Trucking, Inc.<br />


Dave Heller<br />

dheller@truckload.org<br />

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

In exclusive partnership with:<br />

1123 S. University Ave., Ste 325, Little Rock, AR 72204<br />

Phone: (800) 666-2770 • Fax: (501) 666-0700<br />


Bobby Ralston<br />

bobbyr@targetmediapartners.com<br />


Zander Gambill<br />

zgambill@truckload.org<br />


Marli Hall<br />

mhall@truckload.org<br />


Hunter Livesay<br />

hlivesay@truckload.org<br />


John Elliott, CEO<br />

Load One, LLC<br />


David Williams, Executive Vice President<br />

Knight Transportation<br />


Pete Hill, Vice President<br />

Hill Brothers Transportation, Inc.<br />


Joey Hogan, President<br />

Covenant Transport<br />


Megan Cullingford-Hicks<br />

meganh@targetmediapartners.com<br />


A Heart for Trucking with John Lyboldt | 3<br />


The Road Ahead | 6<br />

Anatomy of a Hearing | 10<br />

Capitol Recap | 14<br />


CBD Caution | 16<br />

Looking Up | 18<br />

It’s No Bull | 20<br />


An Upward Trajectory with Josh Kaburick<br />


Truckload Live Distance Learning | 32<br />

Adventurous Expeditions | 34<br />

TCA Awards Finalists | 36<br />

TPP: Stability in Times of Change | 38<br />

Member Mailroom: Professional Development | 40<br />

Small Talk | 41<br />

New Members | 46<br />

Important Dates to Remember | 46<br />

T H E R O A D M A P<br />

EDITOR<br />

Lyndon Finney<br />

editor@thetrucker.com<br />


Kris Rutherford<br />

krisr@thetrucker.com<br />


Wendy Miller<br />

wendym@thetrucker.com<br />


Linda Garner-Bunch<br />

lindag@thetrucker.com<br />




Cliff Abbott<br />

cliffa@thetrucker.com<br />


Meg Larcinese<br />

megl@targetmediapartners.com<br />


Rob Nelson<br />

robn@thetrucker.com<br />


Christie McCluer<br />

christie.mccluer@thetrucker.com<br />

For advertising opportunities, contact Meg Larcinese at<br />

megl@targetmediapartners.com<br />

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that allows us to BE INfORMEd with<br />

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for tomorrow in the truckload industry.”<br />

— Josh KaburicK<br />

cEo, Earl l. hEndErson TrucKing, inc<br />

© 2020 Target Media Partners, all rights reserved. Reproduction without written permission<br />

prohibited.<br />

All advertisements<br />

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

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

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

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Such entities<br />

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

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editorial materials.<br />



TCA 2020 www.Truckload.org | Truckload Authority 5

MARCH/APRIL | TCA 2020<br />

Legislative Update<br />


Proposed legislation could help rebuild nation’s deteriorating infrastructure.<br />

By Cliff Abbott<br />

Moving Forward for the People.<br />

America’s Transportation Infrastructure Act.<br />

Build America Fund.<br />

These are proposals from Democrats, Republicans,<br />

and industry groups, working separately and — all too<br />

rarely — together to address the country’s deteriorating<br />

infrastructure. When something is finally accomplished,<br />

like the Fixing America’s Surface Transportation (FAST)<br />

Act signed into law in 2015, it’s often a case of too little<br />

too late. Proposals to replace the FAST Act suffer from the<br />

same malady.<br />

The most recent Report Card from the American Society<br />

of Civil Engineers (ASCE), issued in 2017, claims it will take<br />

$420 billion to bring the nation’s roads up to acceptable<br />

standards, plus another $123 billion for needed bridge<br />

repairs. While this is necessary work, it doesn’t address<br />

the bottlenecks, which cause massive travel delays, or<br />

safety innovations that could reduce accident risks. Add<br />

In his 2020 State of the Union address, President Donald Trump<br />

devoted only two sentences to the infrastructure: “We must also<br />

rebuild America’s infrastructure. I ask you to pass Sen. (John)<br />

Barrasso’s highway bill — to invest in new roads, bridges, and<br />

tunnels across our land.” Both sides of the aisle stood to applaud<br />

this sentiment in a rare mark of bipartisan approval during the<br />

address.<br />

another $167 billion for system expansion and $126 billion<br />

for enhancements, according to ASCE.<br />

The needed total funding of $836 million is a far cry<br />

from the $305 billion approved in the FAST Act — and<br />

between monetary inflation and further deterioration, the<br />

total funding needed has undoubtedly risen.<br />

In his 2019 State of the Union address, President Donald<br />

Trump discussed the seriousness of the problem. “I know<br />

that the Congress is eager to pass an infrastructure bill,”<br />

he stated, “and I am eager to work with you on legislation<br />

to deliver new and important infrastructure investment,<br />

including investments in the cutting-edge industries of the<br />

future. This is not an option. This is a necessity.”<br />

The president also warned against partisan bickering.<br />

“Victory is not winning for our party,” he said. “Victory is<br />

winning for our country.”<br />

After a year, are the parties any closer to a dialogue<br />

about infrastructure?<br />

In his 2020 State of the Union address given on Feb.<br />

4, Trump devoted a scant two sentences to highway<br />

infrastructure, saying, “We must also rebuild America’s<br />

infrastructure. I ask you to pass Sen. (John) Barrasso’s,<br />

R-Wyo., highway bill — to invest in new roads, bridges,<br />

and tunnels across our land.” Both sides of the aisle stood<br />

to applaud this sentiment in a rare mark of bipartisan<br />

approval during the address.<br />

Trump ended his address by stating, “Our spirit is still<br />

young; the sun is still rising; God’s grace is still shining;<br />

and my fellow Americans, the best is yet to come!”<br />

Meantime, progress on infrastructure spending grinds<br />

along in the slow lane. Barrasso’s bipartisan highway<br />

bill S. 2302, America’s Transportation Infrastructure Act<br />

(ATIA), was introduced to the Senate July 29, 2019. On<br />

July 30, the Environment and Public Works Committee<br />

unanimously advanced S. 2302, and it is now awaiting<br />

further action in the Senate. The bill calls for $297 billion in<br />

highway spending between 2021 and 2025; plus additional<br />

funding for critical Interstate projects ($5.5 billion); bridge<br />

repair ($6 billion); safety incentives ($500 million); and<br />

reduction of wildlife-vehicle collisions ($250 million).<br />

In a Nov. 19 op-ed piece for the Washington Times,<br />

cowriters Barrasso and bill cosponsor Sen. Tom Carper,<br />

6 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

D-Del., wrote, “Our highways and transportation<br />

infrastructure are critical to our country’s success. They<br />

are vital arteries of commerce, connecting rural areas to<br />

major cities. It’s time to make a significant investment in<br />

them.”<br />

Those comments are in stark contrast to an Aug. 15<br />

editorial in the Washington Times in which author David<br />

A. Ditch called the bill “severely flawed, layering newly<br />

minted handouts on top of long-running policy problems.”<br />

Of particular concern is the Highway Trust Fund, which is<br />

presently inadequate to fund needed highway spending.<br />

Ditch criticized proposed spending on green initiatives<br />

such as carbon-emissions reduction, charging stations for<br />

electric vehicles, and funding for walking and biking trails.<br />

Another issue is determining the final cost of the bill.<br />

In a summary of the bill’s provisions issued by Barrasso<br />

and Carper, no total expenditure is specified. The bill lists<br />

$287 billion for highway spending over five years, stating<br />

that it’s a 27% increase over the FAST Act currently in<br />

effect. Other projects are listed, but it’s unclear if funding<br />

is to come from the $287 billion listed for highways or from<br />

other sources.<br />

Despite the ATIA being a bipartisan effort, House<br />

Democrats have their own bill. As January came to an<br />

end, House Transportation & Infrastructure Committee<br />

Chair Peter DeFazio, D-Ore., Ways and Means Committee<br />

Chair Richard Neal, D-Mass., and Energy and Commerce<br />

Committee Chair Frank Pallone, D-N.J., have introduced<br />

their own $760 billion bill to the House of Representatives.<br />

“Due to decades of underfunding and neglect,<br />

America’s infrastructure system is falling apart, and we’re<br />

falling behind our global competitors,” said Neal. “The<br />

deficiencies of our roads, bridges, transit, water systems,<br />

broadband, and electrical grids hold our nation’s economy<br />

back.”<br />

The House bill calls for $329 billion in highway and<br />

highway-safety spending. The highway spending includes<br />

funding for an increase of electric-vehicle charging<br />

stations and alternative fueling options.<br />

Additionally, $431 billion would be directed to nonhighway<br />

investment, such as $105 billion for mass transit upgrades;<br />

$55 billion for rail improvements, including investment in<br />

Amtrak; and another $30 billion for airport improvements.<br />

$34.3 billion would be directed toward clean energy; $25.4<br />

billion toward clean drinking water; and $50.5 billion for<br />

water and wastewater infrastructure; with $98 billion<br />

slated for broadband and communications.<br />

One item missing from both infrastructure bills? How to<br />

pay for all of it.<br />

The Highway Trust Fund (HTF) and how it will be<br />

replenished is the elephant in the highway-spending room.<br />

It’s obvious that current funding methods won’t get the job<br />

done. The HTF is expected to be completely depleted by<br />

2021, according to the Congressional Budget Office, which<br />

predicts a $138 billion shortfall by the year 2027.<br />

To eliminate the backlog of needed repairs, however,<br />

a fuel tax increase is the most likely solution — for now.<br />

Despite inflation, the federal fuel tax hasn’t been raised<br />

since 1993.<br />

One proposed solution from the American Trucking<br />

Associations (ATA), backed by the Truckload Carriers<br />

In introducing the Democratic version of an infrastructure, Rep.<br />

Richard Neal said that because of underfunding and neglect,<br />

America’s infrastructure system is “falling apart, and we’re<br />

falling behind our global competitors. The deficiencies of our<br />

roads, bridges, transit, water systems, broadband and electrical<br />

grids hold our nation’s economy back.”<br />

TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 7

Association (TCA), is the Build America Fund (BAF). In its<br />

“7 Essentials to Understanding the Build America Fund,”<br />

the ATA points out that the federal government will need to<br />

raid the general treasury to complement what’s left in the<br />

HTF or risk cancellation or delay of critical transportation<br />

projects.<br />

TCA Vice President of Government Affairs David Heller<br />

is firmly in the raise-fuel-taxes camp.<br />

“Fuel taxes are the easiest and most efficient way of<br />

paying for roads and bridges,” he said, explaining that no<br />

other funding method puts a greater percentage of dollars<br />

collected into construction. Indeed, the BAF release claims<br />

that administrative costs for fuel taxes are less than 1% of<br />

revenue, leaving over 99% to go directly to the HTF. Toll<br />

operations take between 12% and 33.5% of revenues for<br />

administrative costs, according to the release.<br />

Another issue is the use of HTF dollars to fund<br />

nonhighway projects such as expanding broadband<br />

networks and public-transportation projects. “The purpose<br />

of the Highway Trust Fund is to pay for roads and bridges,<br />

but unfortunately, funds are continually siphoned off for<br />

other purposes,” said Heller.<br />

The TCA-supported proposal to fund the HTF calls for<br />

a $0.20 increase in fuel taxes, applied at the wholesale<br />

terminal rack, meaning the tax would be collected as the<br />

fuel is loaded on the delivery truck. The increase would be<br />

limited to $0.05 per gallon each year until the full $0.20 is<br />

reached.<br />

In 10 years, the fund is expected to generate $340 billion<br />

to the HTF, keeping it solvent while repairs are made and<br />

alternative forms of funding are explored.<br />

A similar proposal was introduced to the House of<br />

Representatives by Rep. Earl Blumenauer, D-Ore., on<br />

May 21, 2019. In a statement posted on his website,<br />

Blumenauer stated, “It is past time that we get real about<br />

funding our infrastructure needs. We can’t afford inaction<br />

any longer.” H.R. 2864, the Rebuild America Act of 2019,<br />

was quickly referred to the House Ways and Means<br />

Committee, where it remains.<br />

Like the BAF, Blumenauer’s bill proposes a $0.05 per<br />

gallon increase each year — but for five years, making the<br />

total tax increase $0.25 per gallon.<br />

The bill also presses Congress to replace the fuel tax<br />

with a more sustainable system by 2029.<br />

So, there is an infrastructure bill in each chamber of<br />

Congress, along with a bill in the house to raise fuel taxes<br />

to help fund repairs and growth. None of the proposals are<br />

moving quickly, but there’s hope.<br />

“The good news is that more people are talking,” said<br />

Heller. “That doesn’t mean that more people are finding a<br />

consensus, but discussion is occurring.”<br />

More discussion was expected at a bipartisan forum<br />

Feb. 16 at the University of Nevada in Las Vegas. The<br />

host of the event, United for Infrastructure, is a nonprofit,<br />

nonpartisan organization “dedicated to educating the<br />

public and policymakers about the importance of America’s<br />

infrastructure,” according to the group’s website. Sponsored<br />

by an assortment of organizations and labor unions,<br />

including ASCE, the “Moving America Forward Forum”<br />

is designed to give presidential candidates a platform for<br />

addressing infrastructure issues and their solutions.<br />

Whether within the halls of Congress or offsite at a<br />

sponsored forum, the talks should intensify as November<br />

looms closer. “Infrastructure is a fairly major political<br />

point right now. It’s being discussed in more and more<br />

committees in both houses,” said Heller. “As we get closer<br />

to the election, more politicians will want to be able to tell<br />

their constituents that they got something done.”<br />

One major discussion took place in the House<br />

Ways and Means Committee in January. Addressing<br />

the “On Paving the Way for Funding and Financing<br />

Infrastructure Investments” hearing, Madrus, LLC<br />

Founder DJ Gribbin, former General Counsel to the U.S.<br />

Department of Transportation, claimed that ownership<br />

of the infrastructure was part of the problem. “Even<br />

by the broadest definition, the federal government<br />

owns less than 7% of the nation’s public, nondefense<br />

infrastructure,” said Gribbin. For highways and streets,<br />

the percentage is only 1%. His point is that all tax dollars<br />

come from the community, but dollars that are collected<br />

and then distributed by the federal government are often<br />

wasted because of inefficiency. “While the collection of<br />

the gas tax is wonderfully efficient, the expenditure of<br />

those funds is not,” he said.<br />

New Jersey Department of Transportation Commissioner<br />

Diane Gutierrez-Scaccetti addressed the committee<br />

sharing, “There is no more important funding decision<br />

than that which involves this nation’s transportation<br />

network,” she said. Addressing fuel taxes, she said, “It<br />

is the single most important mechanism to generate<br />

significant revenue necessary to maintain and improve<br />

our transportation network.”<br />

eBooleant Consulting LLC Founder Dr. Phillip J. Fischer<br />

stressed the importance of making funds available for<br />

state and local governments to borrow for infrastructure<br />

projects, suggesting several avenues for issuing bonds to<br />

raise cash.<br />

As Heller said, “Discussion is occurring.” While Heller<br />

supports funding the HTF with fuel taxes, he also has an<br />

eye to the future. Sales of electric automobiles are on<br />

the rise, and truck manufacturers are getting closer to a<br />

feasible model for over-the-road use.<br />

“People are talking about a VMT (vehicle miles traveled<br />

tax) as a replacement for the fuel tax,” said Heller. “But I<br />

don’t think the country is ready for it.”<br />

8 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

Heller is addressing another infrastructure problem that<br />

looms on the horizon. Electric vehicles, including trucks, are<br />

limited by the range of their batteries. Most electric vehicles<br />

are limited to an area that allows them to return to their<br />

point of origin for a recharge. With government-provided<br />

incentives, stations that allow recharging without returning<br />

home may soon be as common as today’s gas stations.<br />

Incentivizing the building of a network of charging stations<br />

is easier than figuring out how to raise tax dollars from the<br />

stations. A VMT could be a solution. Technology exists to<br />

collect this tax in various ways. A simple method is to require<br />

owners to report mileage each time they renew registration<br />

on their vehicles, paying any taxes due at that time. However,<br />

paying a year’s worth of VMT at a time could be objectionable<br />

to many vehicle owners. Devices like those used in tolling and<br />

scale-bypass applications can be adapted to read a vehicle’s<br />

odometer at certain locations, like charging stations, adding<br />

VMT to the cost of charging. Similar systems have been<br />

used in Europe at gas and diesel pumps.<br />

No one knows for certain what will power trucking fleets<br />

a decade or two down the road, but one fact remains: A<br />

method of acquiring funding to maintain roads and bridges<br />

will need to be found and adapted. At the rate Congress<br />

is moving to approve current funding, more cooperation<br />

will be needed to implement a replacement strategy for<br />

fuel taxes.<br />

Until Congressional leaders replace bickering with<br />

bargaining and contention with consensus, the answers<br />

remain elusive.<br />

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TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 9


Stakeholder Perspectives on Trucking in America<br />


Senate Subcommittee on Transportation and Safety<br />

David Heller<br />

Vice President of Government Affairs<br />

Truckload Carriers Association<br />

The overall theme of the hearing was the safety ramifications of all the topics being<br />

discussed in today’s trucking environment. The presentations were really well done; each<br />

directly addressed the pertinent topic while giving committee members the opportunity<br />

to tell their side of the story. I was especially glad to see the two senators — Deb Fischer,<br />

R-Neb., and Tammy Duckworth, D-Ill. — who chaired the committee had done their<br />

homework and were well versed on the industry.<br />

There was quite of bit of discussion both for and against proposed changes to the<br />

hours of service, and one presenter encouraged senators to pick up the pace in our effort<br />

to recognize the positive aspects of hair testing and come forth with proposed federal<br />

guidelines for hair testing.<br />

Some carriers are using hair testing in both pre-employment and random screening,<br />

and are showing positive results in eliminating drug use from the workforce. Trucking<br />

has, and always will, maintain a zero-tolerance policy.<br />

10 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

Jake Parnell<br />

Manager, Cattleman’s Livestock Market<br />

Livestock Marketing Association<br />

The majority of livestock hauls can be concluded within the timeframe outlined by hours-of-service regulations<br />

without significant stops, which limit airflow. However, unfortunately for livestock located in or heading to states outside<br />

the center of the country, this is not the case. When drivers “run out of time” while hauling live animals, they are given<br />

the grim prospect of unloading the livestock or leaving it on the trailer for a 10-hour stretch.<br />

Unlike the haulers of nonliving products, livestock haulers cannot merely find a safe place to park for their 10-hour<br />

rest and leave the cargo on the trailer. Leaving animals on a trailer to suffer from the elements, lack of ventilation, and<br />

probable injury is unacceptable. Simply unloading the animals for 10 consecutive hours of rest is also not a good option.<br />

With respect to biosecurity, facility and livestock owners, as well as state and federal animal-health officials, spend<br />

significant time creating and following procedures to minimize risk of animal diseases spreading. This includes laws<br />

requiring that certain livestock crossing state lines travel with interstate certificates of veterinary inspection that detail<br />

where the load came from and where it is going. The trouble with unloading livestock at some waypoint along the trip is<br />

that it is almost impossible for drivers to know where they will need to stop in 11 hours with any measure of certainty.<br />

These movement documents and the disease-traceability programs associated with them are in place to track and<br />

prevent contagious-disease outbreaks in this country. Every time animals in transit are unnecessarily unloaded and<br />

penned next to other animals in transit, the risk of disease spreading increases.<br />

Lewie Pugh<br />

Executive Vice President<br />

Owner-Operator Independent Drivers Association<br />

If you ask most drivers what Congress has done recently to improve their profession, I regret to inform you the<br />

answer you’ll hear is “nothing.” In fact, most of our members would tell you that Congress generally enacts laws that<br />

not only drive people away from the industry but also decrease highway safety. This isn’t a partisan attack against<br />

Republicans or Democrats. Instead, this is an honest reflection of how truckers view the legislative branch as a whole.<br />

Don’t get me wrong. While Washington has contributed its fair share to the dysfunction in trucking, there is plenty of<br />

blame to go around. Too many drivers are forced to haul cheap freight; too many motor carriers mistreat and underpay<br />

drivers; too many shippers and receivers detain drivers for excessive periods of time; too many safety advocates seek<br />

mandates that don’t work; and too many motorists don’t even attempt to operate safely around big trucks.<br />

As Congress considers the next highway bill, there are several ways you can make a positive difference for American<br />

truckers. Repeal the failed electronic logging device mandate; repeal the overtime exemption for drivers in the Fair<br />

Labor Standards Act; provide dedicated funding for new truck-parking capacity; create a fair process for drivers to<br />

appeal inspection violations written in error; and fix the nation’s crumbling infrastructure in an equitable way. Do not<br />

mandate speed limiters; do not mandate front and side underride guards; do not mandate higher insurance minimums;<br />

do not enact a truck-only vehicle miles-traveled-tax or expand tolling authority; and do not pass the DRIVE-Safe Act.<br />

Tammy Duckworth<br />

D-Ill. Ranking Member<br />

Subcommittee on Transportation and Safety<br />

Our global competitiveness is closely tied to a safe, reliable, and efficient transportation network. The nexus between<br />

interstate commerce and commercial trucking clearly demonstrates a close relationship between federal infrastructure<br />

investments and our nation’s economic prosperity. Of the 18.6 billion tons of freight goods that were moved across the<br />

United States in 2018, 12 billion tons — valued at more than $12 billion — were moved by truck.<br />

Investing in my state’s infrastructure keeps goods flowing through the entire system and delivers a tremendous<br />

return on investment for industries and customers in all 50 states.<br />

Yet the most important aspect of any efficient transportation network is safety. Unfortunately, safety remains a work<br />

in progress and we have a long way to go. Bottom line is that we can, and we must, do better. Our nation endured<br />

36,560 roadway fatalities in 2018, including 4,951 fatalities involving large trucks. While it is technically accurate that<br />

large-truck fatalities declined 69 percent from 1980 to 2017, it is important to recognize that over the last decade, largetruck<br />

fatalities have increased by 47 percent.<br />

We need to keep an eye on evolving trends and their impacts on roadway users. And right now, safety trends are<br />

a reason for concern. Meanwhile, federal agencies like FMCSA, the National Highway Traffic Safety Administration,<br />

and the General Accounting Office are pursuing a number of data-collection efforts, including pilot programs and<br />

investigations to analyze the impacts of safety-related trucking initiatives. These agencies, and others like them, should<br />

have the opportunity to provide Congress with the technical analysis and stakeholder feedback needed to minimize<br />

uncertainty associated with untested initiatives.<br />

TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 11

Deb Fischer<br />

R-Neb., Chairman<br />

Subcommittee on Transportation and Safety<br />

Both by weight and volume, trucks move more freight domestically in the United States than any<br />

other form of transportation. This includes first- and last-mile connections, long-haul transportation,<br />

and everything in between. The industry is also a major source of employment across our country.<br />

The trucking industry is a key component of our transportation network, and it is vital to our economy.<br />

Federal trucking policy has gone through many changes in the past decade, including both changes<br />

in the industry and regulatory changes at the Federal Motor Carrier Safety Administration.<br />

Of the many trucking issues I hear about from Nebraskans, hours of service is at the top of the list.<br />

The concerns I hear from truckers are consistent. These regulations are inflexible and do not reflect<br />

real-world situations. I’m encouraged the FMCSA is taking steps to revise these regulations and that<br />

interested stakeholders have made their comments known to the agency.<br />

One group in particular that has faced challenges with the hours-of-service regulations is our<br />

livestock haulers. They have the responsibility of moving live, perishable products. Some livestock<br />

haulers can find themselves in a regulatory bind between the hours-of-service requirement and<br />

animal-welfare laws.<br />

While the hours-of-service regulations have received significant attention, several other regulatory<br />

changes that were set to go into effect, including the Entry-Level Driver Training rule and the Drug and<br />

Alcohol Clearinghouse, both of which will improve safety have been delayed in part or in whole.<br />

Dawn King<br />

President, Truck Safety Coalition<br />

Board Member, Citizens for Reliable and Safe Highways<br />

My father, Bill Badger, was killed on Dec. 23, 2004, just over the Georgia state border, by a tired<br />

trucker who fell asleep at the wheel and crashed into his car. At the time of the crash, Dad was on his<br />

way to the airport to fly to New Jersey and join me and my siblings for Christmas. The truck driver, who<br />

fell asleep and smashed into Dad’s car, said he had been driving all night in order to get to Atlanta by<br />

7 a.m. so he could be assigned to another truck, which was headed to Florida, in order to be with his<br />

family for Christmas. In the end, however, neither my family nor his were whole that holiday.<br />

Now is not the time to weaken truck-safety rules and permit special-interest rollbacks of proven<br />

safety reforms. FMCSA should abandon efforts to weaken the hours-of-service rules.<br />

One unsafe and unwarranted change would allow drivers to extend by two hours the maximum<br />

window during which driving is permitted under the adverse-driving-conditions exemption to the<br />

HOS rules.<br />

In the Advanced Notice of Proposed Rulemaking, the FMCSA asserted that this proposed change to<br />

the adverse-driving-conditions exemption would not increase driving time or vehicle miles traveled<br />

(VMT); thus there would be no safety concern. Yet, this ignores the effect that longer shifts have on<br />

injury risks and error rates.<br />

There is compelling research that found lengthening a workday yields an increased injury risk to<br />

a worker. One study found that injury risks go up after eight hours on task, with a 30% increase on a<br />

12-hour task. This validates the findings from an earlier major meta-analysis of relative risk of<br />

performance lapses over the course of different shift durations that found risk was approximately<br />

doubled after 12 hours of work and tripled after 14 hours of work. More recently, a study was<br />

performed to identify associated factors with multidimensional driving risks, specifically focusing on<br />

fatigue, sleep quality, daytime sleepiness, and health status among Korean occupational drivers. One of<br />

the key findings: “those working for longer than 12 hours per day … were a vulnerable group.”<br />

Even if a driver logs the same number of hours on duty or driving, this proposed change would result<br />

over a longer elapsed time, which would result in a longer day overall.<br />

12 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

Sgt. John Samis<br />

Delaware State Police<br />

President, Commercial Vehicle Safety Alliance (CVSA)<br />

Clear, enforceable rules are the cornerstone of an effective regulatory framework designed to<br />

ensure safety on our roadways.<br />

Unfortunately, regulatory activity at the Federal Motor Carrier Safety Administration – one of<br />

FMCSA’s basic responsibilities – has come to a near standstill, and the necessary work of maintaining<br />

and updating the regulations is suffering. High-profile initiatives, such as implementation of the<br />

electronic-logging-device rule, can consume the agency’s resources, especially when those efforts<br />

are met with a high volume of exemption requests.<br />

One hours-of-service issue is the “personal conveyance” designation under the hours-of-service<br />

rules. To be able to log personal conveyance time as off-duty, drivers must meet several conditions<br />

as outlined in the regulatory guidance. These include being relieved of all on-duty activities and<br />

responsibilities and ensuring that the off-duty trip is personal in nature.<br />

Under the revised guidance, a driver could, in theory, drive hundreds of miles over the course of<br />

several hours, all under the designation of “personal conveyance.” This presents the opportunity<br />

for increased driver fatigue and risk on our roadways, as drivers may decide to travel in order to<br />

strategically relocate to an alternate location after driving a full day.<br />

CVSA has petitioned the agency to provide a clear, set distance that is permissible under the<br />

personal-conveyance designation. In setting clear guidelines on the use of personal conveyance,<br />

CVSA recommended that FMCSA look to the standard set in Canada, which allows drivers to use<br />

a vehicle for personal conveyance purposes for a maximum of 75 km per day (approximately 46<br />

miles), unladen.<br />

Chris Spear<br />

President and CEO<br />

American Trucking Associations<br />

An increasing number of motor carriers are conducting pre-employment and random drug tests<br />

using drivers’ hair as a testing sample. Hair tests provide a better, longer picture of an applicant’s past<br />

drug use and are more difficult than other testing methods to subvert. However, since urine is the only<br />

sample type permitted under DOT regulations, companies that voluntarily conduct hair tests must do<br />

so in addition to mandatory urine tests. This duplicated time and expense deters fleets from adopting<br />

this more effective testing method. To help eliminate this redundancy and incentivize more fleets to<br />

conduct hair testing, ATA strongly supports the recognition of hair testing as a federally-accepted<br />

drug-testing method.<br />

The Substance Abuse and Mental Health Services Administration has long expressed an interest<br />

in recognizing hair testing as a federally accepted drug-testing method, and has been developing<br />

guidelines to recognize hair testing since the early 2000s. Unfortunately, progress has been inexcusably<br />

slow.<br />

The development of standards by Health and Human Services will pave the way for regulated<br />

employers to use this testing method and allow them to identify a higher number of safety-sensitive<br />

employees who violate both federal drug-testing and medical-qualification regulations. Additionally,<br />

having hair testing as a recognized alternative drug-testing method would give motor carriers the<br />

ability to report positive hair test results to drivers’ subsequent prospective employers through<br />

FMCSA’s now-implemented Commercial Driver’s License Drug and Alcohol Clearinghouse.<br />

ATA urges Congress and this subcommittee to apply further pressure on HHS to pave the way toward<br />

adoption of this important safety initiative. Unfortunately, while this country in recent years has seen<br />

prescription opioid abuse grow to an epidemic and a correlated uptick of drug-impaired driving, we<br />

continue to wait for these critical technical guidelines to be completed so that DOT can recognize the<br />

use of hair testing as a federally accepted drug-testing method.<br />

TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 13

CapItol recap<br />

A review of important news coming out of our nation’s capital.<br />

By Lyndon Finney, Wendy Miller, and Kris Rutherford<br />

Regulations take the spotlight in this edition of Capitol Recap. The Entry Level Driver Training rule has been delayed; the<br />

FMCSA has decided that that the percentage of drivers undergoing random drug testing should be set at 50%, twice the current<br />

rate; and the Insurance Institute for Highway Safety expresses concern over portions of the proposed hours-of-service regulations.<br />

ELDT rule delayed<br />

The Federal Motor Carrier Safety Administration (FMCSA) has released<br />

an interim final rule that calls for a two-year delay in implementation of the<br />

Agency’s Dec. 8, 2016, final rule “Minimum Training Requirements for<br />

Entry-Level Commercial Motor Vehicle Operators,” more commonly known<br />

as the ELDT final rule. FMCSA asked for comments on the delay.<br />

The interim final rule extends the compliance date for the rule from Feb. 7,<br />

2020, to Feb. 7, 2022.<br />

The notice, announced by FMCSA on Jan. 29 and posted in the Federal<br />

Register on Feb. 4, said the delay in the compliance date would provide<br />

FMCSA additional time to complete development of the Training Provider<br />

Registry (TPR). The TPR will allow training providers to self-certify that they<br />

meet the training requirements and will provide an electronic interface that<br />

will receive and store ELDT certification information from training providers<br />

and transmit that information to the state driver-licensing agencies (SDLAs).<br />

FMCSA said the extension also provides SDLAs with time to modify<br />

their information-technology systems and procedures, as necessary, to<br />

accommodate their receipt of driver-specific ELDT data from the TPR.<br />

FMCSA said it was delaying the entire ELDT final rule, as opposed to a<br />

partial delay as initially proposed, because of delays in implementation of the<br />

TPR that were not foreseen when the proposed rule was published.<br />

The Federal Register notice was not a surprise to the trucking industry<br />

because in late November, FMCSA announced it was preparing the notice but<br />

did not know when it would be published.<br />

“Following a careful review of the public comments regarding the Entry-<br />

Level Training (ELDT) rule, FMCSA is extending the rule’s implementation<br />

for two years,” said an FMCSA spokesperson in November. “This extension<br />

is reflective of the Agency’s continued efforts to develop a secure and<br />

effective electronic trainer-provider registry for the new rule. The Agency<br />

remains committed to making the implementation of the rule as efficient and<br />

effective as possible.”<br />

Truckload Carriers Association Vice President of Government Affairs<br />

David Heller expressed concerns. “As an original member of the Entry-<br />

Level Driver Training Advisory Committee (ELDTAC), I am particularly<br />

concerned over the additional two-year window needed to promulgate a rule<br />

that was finalized almost three years ago in an effort to create a safer, bettertrained<br />

driver,” he said.<br />

IIHS Concerns About HOS<br />

The Insurance Institute for Highway Safety (IIHS) has expressed<br />

concerns about portions of the proposed changes to the hours-of-service<br />

(HOS) rule that the organization believes would extend the daily work<br />

period under certain circumstances.<br />

IIHS, an independent, nonprofit scientific and educational organization<br />

dedicated to reducing deaths, injuries, and property damage from motorvehicle<br />

crashes, said federal regulators’ plans to relax rules governing<br />

the hours professional truck drivers can spend behind the wheel raises<br />

concerns about safety. IIHS acknowledged none of the proposed changes<br />

would extend the 11-hour driving window.<br />

“Driver fatigue is a major risk factor in large-truck crashes,” said IIHS<br />

Senior Statistician Eric Teoh.<br />

Truckload Carriers Association Vice President of Government Affairs<br />

David Heller said flexibility in the hours-of-service rule is important to the<br />

trucking industry.<br />

“Right now, drivers only average six or seven hours of drive time each<br />

day,” he said. “So, at this point in time, whether they view the day being<br />

longer or continuous is pointless because we as an industry aren’t even<br />

averaging anywhere near those numbers anyway.”<br />

IIHS noted that in a study of large trucks involved in crashes with<br />

injuries or deaths, researchers from the organization and the University<br />

of North Carolina Highway Safety Research Center found drivers using a<br />

short-haul exemption had a crash risk nearly five times higher than those<br />

who did not.<br />

Specifically, professional truck drivers who reported driving beyond<br />

12 hours since an extended sleep period were 86% more likely to crash<br />

than drivers who had been awake for less than eight hours. Drivers who<br />

reported driving more than five hours without stopping were more than<br />

twice as likely to crash as those who drove one to five hours.<br />

Another change FMCSA is proposing would allow drivers to expand the<br />

standard 14-hour window in which driving must be completed to 16 hours<br />

if they encounter adverse conditions, such as bad weather or unexpected<br />

traffic. Currently, drivers may extend their driving time under adverse<br />

conditions, but the window remains 14 hours. FMCSA said extending the<br />

driving window would encourage drivers to wait out the adverse conditions<br />

or drive slowly through them, rather than attempting to drive quickly to<br />

move beyond poor driving conditions. However, it theoretically creates a<br />

longer work period and could therefore increase fatigue, IIHS said.<br />

Another proposed change noted by IIHS is an option to stop the clock on<br />

the 14-hour driving window for an off-duty break of between 30 minutes<br />

and three hours.<br />

“FMCSA says that a three-hour rest in the middle of a shift would offset<br />

any potential downside of a 17-hour day, but that’s far from certain,”<br />

argued Teoh.<br />

Drug-testing increases<br />

The Federal Motor Carrier Safety Administration (FMCSA) has<br />

announced it will increase the annual percentage rate for random controlledsubstances<br />

testing for CDL holders to 50%. The percentage increase takes<br />

effect for the calendar year 2020 and is double last year’s 25%.<br />

Under federal law, the testing percentage must increase “when the<br />

data received under the reporting requirements for any calendar year<br />

indicates that the reported positive rate is equal to or greater than 1.0%,”<br />

according to the FMCSA’s Dec. 26 notice. The requirement stems from the<br />

“Controlled Substances and Alcohol Use and Testing” rule issued in 2001,<br />

which indicates that the decision on whether to increase or decrease the<br />

percentage rate would be based upon the motor-carrier industry’s overall<br />

positive random controlled-substance test rate, as reported by motor carrier<br />

employers to FMCSA.<br />

The FMCSA notice states that the estimated positive random controlled-<br />

14 Truckload Authority | www.Truckload.org TCA 2020

substance test rate in 2018 was 1%. For 2016 and 2017, the estimated positive<br />

usage rate for drugs was estimated to be 0.7% and 0.8%, respectively.<br />

The notice further states that, based on the 2018 survey results, the<br />

estimated percentage of subject motor carriers with random controlledsubstance<br />

and alcohol testing programs in place is 94%, and the estimated<br />

percentage of all CDL drivers participating in such programs is 99%.<br />

“This is a good thing,” shared Truckload Carrier Association Vice<br />

President of Government Affairs David Heller. “We had the 50% threshold<br />

a few years ago. It’s no secret this nation has an opioid epidemic and,<br />

quite honestly, marijuana seems to be legalized at the state level every day.<br />

However, it is still illegal in terms of federal regulations. The 50% random<br />

test-rate number where we were two years ago allows our industry the<br />

opportunity to continue with a zero-tolerance policy. We won’t stand for<br />

drugs or alcohol to be used behind the wheel of the truck.”<br />

Heller posed the question, “So, how does this relate to the Drug and<br />

Alcohol Clearinghouse? It certainly increases the opportunity for carriers<br />

to discover illegal activity that is going on within their driving population,”<br />

he said. “Growing from 25% to 50% for random testing allows for greater<br />

opportunities to test the majority of your fleet.”<br />

FMCSA estimates there are 3.2 million CDL holders operating in interstate<br />

commerce and 1 million CDL holders operating in intrastate commerce.<br />

Based on these numbers, at least 1.05 million random controlled-substances<br />

tests would be conducted with an annual random-testing rate of 25% of<br />

all driving positions. At a 50% annual random-testing rate, approximately<br />

2.1 million random controlled-substances tests will need to be conducted.<br />

Requiring that more drivers be tested will set the industry back an<br />

additional $50 to 70 million dollars. The minimum annual percentage rate<br />

for random alcohol testing will remain at 10%.<br />

AB5 restraining order<br />

The federal judge who issued a last-moment restraining order preventing<br />

the State of California from enforcing its new AB5 law on motor carriers<br />

has granted another reprieve following a Jan. 13 hearing. Many industry<br />

stakeholders anticipated the judge would approve the California Trucking<br />

Association’s (CTA) request for a preliminary injunction in the case. Yet,<br />

at the close of the hearing, U.S. District Judge Roger Benitez extended the<br />

restraining order until he rules on the injunction request. On Jan. 16, he<br />

granted a temporary injunction indefinitely prohibiting enforcement of AB5<br />

against motor carriers.<br />

A new development in California AB5 came early February when a bill that<br />

mirrors the California law was introduced in the Democratic-controlled U.S.<br />

House of Representatives.<br />

If the bill makes it to the Senate, Republicans say it will be defeated,<br />

Benitez’s initial decision followed lengthy arguments in which he<br />

questioned both CTA representatives and those from the State of California.<br />

The AB5 law is now in effect for most California employers other than motor<br />

carriers, although freelance writers and photographers, Uber drivers, and<br />

some construction-related businesses have filed separate lawsuits.<br />

AB5 requires employers to use an “ABC” test to determine if a worker is<br />

an independent contractor or employee of the company. Most problematic for<br />

the trucking industry is the “B” prong, which states a company cannot use<br />

independent contractors to perform work unless it is “outside the usual course<br />

of the hiring entity’s business.” In other words, according to the CTA and<br />

other industry stakeholders, AB5 prevents a motor carrier from working with<br />

independent contractors (i.e., owner-operators), an arrangement used by most<br />

motor carriers for decades.<br />

“This decision was important to the industry because the industry supports<br />

a business model that has been in place for decades,” said Truckload Carriers<br />

Association Vice President of Government Affairs David Heller. “TCA<br />

has a large number of carriers that use the independent contractor model.<br />

Our members actively work to uphold and surpass all associated rules and<br />

regulations to ensure owner-operators are treated fairly. We applaud the<br />

CapItol recap<br />

ruling that has come out of the courts, and hope AB5 never goes into place in<br />

California or any other state.”<br />

AB5 is intended to prevent companies from classifying “would-be”<br />

employees as independent contractors, relationships that save companies<br />

money as they do not have to offer benefits or paid time off, or pay a portion<br />

of the contractor’s payroll taxes. On the other hand, many independent<br />

contractors prefer such an arrangement for the flexibility it offers in accepting<br />

work, charging competitive fees, and allowing them to contract with multiple<br />

companies.<br />

Under AB5, thousands of California-based owner-operators (estimated to<br />

comprise over 25% of truck drivers in the state) would essentially be left<br />

unemployed, at least in California. Reports indicate at least one nationwide<br />

carrier, Prime Inc., has offered 6,000 independent contractors “relocation<br />

packages” to assist them in moving out of California, where the contractors<br />

would be exempt from the law. Such relocations will likely impact stakeholders<br />

throughout the trucking industry as truck sales, repair orders, diesel sales, and<br />

even advertising will likely decrease at a rate corresponding with the number<br />

of independent contractors who choose to move to another state.<br />

For the time being, carriers and independent contractors alike can sit tight.<br />

With a preliminary injunction in place, both are protected from AB5 for now,<br />

and the wheels of justice turn slowly.<br />

Help stop trafficking<br />

In January, U.S. Department of Transportation Secretary Elaine Chao<br />

announced a series of efforts that aim to combat human trafficking in the<br />

transportation sector. Congressional leaders, state government personnel,<br />

and transportation-industry stakeholders, joined Secretary Chao in her call<br />

to action.<br />

“The U.S. Department of Transportation is committed to working with<br />

our public and private partners to fight human trafficking on America’s<br />

transportation system,” said Chao.<br />

Among the initiatives announced by Chao is a renewed focus on the<br />

“Transportation Leaders Against Human Trafficking” pledge to train<br />

the transportation workforce and raise public awareness on the issue of<br />

human trafficking across all modes of transportation. Secretary Chao is<br />

challenging the transportation industry to commit to “100 Pledges in 100<br />

Days.” The Department anticipates more than 1 million employees across<br />

all modes of transportation will take part in this initiative.<br />

“Secretary Chao’s announcement certainly continues to place this<br />

problem at the front and center as one of the biggest issues that plagues<br />

our nation,” said Truckload Carriers Association Vice President of<br />

Government Affairs David Heller. “What’s worse is that a majority of the<br />

victims are put in these scenarios against their will. They’re not choosing<br />

to be in this situation. What makes trucking so prominent in this initiative<br />

is the proverbial size of our industry and the eyes and ears that we possess<br />

in order to report problems and help people in need. We as an industry have<br />

always taken a stance against this heinous crime and we will continue to<br />

do so. And this human trafficking event just emphasizes that.”<br />

Human trafficking is modern-day slavery, affecting millions of adults<br />

and children in the United States and worldwide. Victims are of every<br />

age, race, gender, background, citizenship, and immigration status.<br />

Some are trafficked within their own communities on various forms of<br />

transportation, while others are transported to new locations.<br />

Truckers Against Trafficking (TAT), through its educational programs,<br />

plays a key role in the trucking industry’s efforts to curb trafficking.<br />

TAT statistics show that to date 845,115 professional truck drivers are<br />

registered as TAT trained, 2,496 have made calls for the National Human<br />

Trafficking hotline, 663 likely indicators have been generated, and 1,230<br />

victims have been identified.<br />

If you see or suspect a case of human trafficking during your travels,<br />

call 911 or the National Human Trafficking hotline at (888) 373-7888. If<br />

you cannot call, text 233733.<br />

TCA 2020 www.Truckload.org | Truckload Authority 15

MARCH/APRIL | TCA 2020<br />

Tracking The Trends<br />


Although technically legal, is consumption safe for truck drivers?<br />

By Wendy Miller<br />

The societal opinion of marijuana has evolved in recent<br />

years. There are currently 11 states that have approved<br />

recreational use of marijuana for those over 21, and<br />

medicinal usage has been approved in 33 states.<br />

Despite this, the cannabis plant’s designation as a federally<br />

illegal substance under the Controlled Substance Act<br />

remains unchanged. These recent developments in cannabis<br />

decriminalization have given rise to the popularity of a different<br />

product — cannabidiol or, as it is commonly known, CBD.<br />

The emergence of interest in these technically legal products<br />

provides a new concern for the trucking industry. Can professional<br />

truck drivers use these products without fear of testing positive<br />

for Tetrahydrocannabinol, commonly known as THC, on a DOTmandated<br />

drug test? The short answer is that without oversight<br />

from federal agencies, there are no guarantees when it comes to<br />

CBD products.<br />

“I cannot emphasize enough that there is no room for drugs in<br />

our industry,” said Truckload Carriers Association Vice President<br />

of Government Affairs David Heller. “They are a danger to<br />

everyone on the roadway … a danger to those with whom we<br />

share the road and a danger to our drivers. Drugs are not safe for<br />

anyone, and we have to acknowledge the fact that we must do<br />

everything we can to combat the problem.”<br />

So you may be wondering: What exactly is CBD? Simply put,<br />

CBD is another part of the cannabis plant, aside from THC. While<br />

THC is the active “intoxicating” ingredient in the plant, CBD is a<br />

“nonintoxicating” portion of the plant’s chemical makeup.<br />

According to the Federal Drug Administration, the 2018 Farm<br />

Bill removed hemp, which is defined as cannabis and cannabis<br />

derivatives with very low concentrations (no more than 0.3%<br />

on a dry weight basis) of THC, from the definition of marijuana<br />

in the Controlled Substances Act which makes the sale of CBD<br />

products technically legal. However, there is currently no FDA<br />

oversight of the products.<br />

Jason S. Lupoi, who has a Ph.D. in analytical chemistry and<br />

has authored a book titled The Cannabis Terpene Experience,<br />

said that in order to determine the THC percentage of a CBD<br />

product, manufacturers typically send a sample to a third-party<br />

lab for testing.<br />

“The lab runs the test using a technique called chromatography,<br />

which just separates out the individual chemical ingredients in<br />

the sample,” said Lupoi. “The signal generated from the sample<br />

is then used to quantify the chemical concentration of each<br />

cannabinoid (a.k.a. potency).”<br />

Lupoi said the FDA has issued warnings to some CBD<br />

companies regarding the medical claims that are made on their<br />

packaging, while some states, such as Florida, have begun drafting<br />

their own regulations for these products. Other states, such as<br />

New York, have specified that since scientifically cannabis and<br />

hemp are the same plant (Cannabis Sativa), state regulations for<br />

cannabis and hemp should be applied to CBD products.<br />

The analytical report is not only important in determining the<br />

amount of THC, but it can also provide insight into the legitimacy<br />

of an item as a CBD product in general, as well as indicate if any<br />

pesticides are found.<br />

“Some CBD products have been detected as having zero<br />

CBD, which means that the consumer is throwing away hardearned<br />

cash on hemp-seed oil or something that contains no<br />

cannabinoids,” added Lupoi. “The other marketing term to be<br />

weary of is THC-free, since this can imply that there is absolutely<br />

no THC in a product. Anyone subjected to drug tests should be<br />

concerned, as there could be traces of THC; perhaps the lab didn’t<br />

detect THC with their analytical methods.”<br />

Lupoi said that ultimately THC content dictates whether<br />

a plant is called hemp or cannabis, but that determination<br />

polarizes a plant into two “different corners of the ring, based<br />

off one molecule.”<br />

Lupoi stated that if one chose to use CBD products, selecting<br />

a trustworthy brand is important, along with being educated<br />

16 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

about the certificate of analysis that indicates the contents<br />

of the product.<br />

“Quality CBD products do exist,” he said. “Companies that<br />

have cultivated organically grown hemp and have processed<br />

in cGMP (Current Good Manufacturing Practices) and USDA<br />

organic-certified facilities are a useful starting place. Be very<br />

wary of CBD products sold on forums, or in strip malls, gas<br />

stations, etc. When purchasing any CBD product, look for<br />

reputable brands that include certificates of analysis.”<br />

CBD is currently marketed in a variety of product types,<br />

such as oil drops, capsules, syrups, food products, topical<br />

lotions, and creams. CBD products are still subject to the same<br />

laws and requirements as FDA-regulated products that contain<br />

any other substance.<br />

To date, the FDA has only approved one prescription CBD<br />

product, which is used to treat rare, severe forms of epilepsy. There<br />

is very limited information for other marketed CBD products,<br />

which likely differ in composition from the FDA-approved<br />

product and have not been evaluated for potential adverse effects<br />

on the body, according to the organization’s website.<br />

“The recent marijuana-legalization efforts have uniquely<br />

challenged [the trucking] industry and have led to critical issues<br />

of workplace and highway safety,” said American Trucking<br />

Associations President and CEO Chris Spear, while testifying<br />

before the U.S. Senate Subcommittee on Transportation and<br />

Safety Committee on Commerce, Science and Transportation.<br />

“Since 1991, DOT has required mandatory alcohol and<br />

controlled-substance drug testing for employees in safetysensitive<br />

positions in all transportation modes.”<br />

The lack of monitoring of the sale of these products by the<br />

FDA is a primary consideration that Urgent Care Travel Clinic<br />

Director and Health Coach Lynn Brandt said should be taken<br />

into consideration for any driver considering the use of CBD<br />

in any form.<br />

“CBD oil is not regulated by the FDA, and therefore<br />

there is no oversight on what is contained within the oil,<br />

gummies, lollipops, crunchies, vape, etc.,” said Brandt. “The<br />

concentration amount varies between lack of regulation, higher<br />

dose concentrations and taking more than the recommended<br />

dose. For those reasons, drivers should be cautioned<br />

Quality CBD products do exist. Be very<br />

wary of CBD products sold on forums,<br />

or in strip malls, gas stations, etc.<br />

When purchasing any CBD product, look for reputable<br />

brands that include certificates of analysis.”<br />

— JASON S. LUPOI, PH.D.,<br />

AUTHOR OF THE CANNABIS TERPENE EXPERIENCE “that a drug screen could in fact turn up positive for THC.”<br />

Brandt reiterated that currently the FDA considers any<br />

percentage lower than 0.3% THC to be legal, but with<br />

no guidance and oversight at the federal level, there’s<br />

no guarantee that the products being sold are below that<br />

level. She added that regardless of each state’s view and<br />

legality of marijuana, the DOT drug-testing guidelines<br />

will always supersede any state regulations regarding the<br />

sale and use of any products related to or derived from the<br />

cannabis plant.<br />

Brandt said she often sees drivers at her clinic, located<br />

inside a Pilot Flying J in Cartersville, Georgia, who are seeking<br />

CBD products for pain relief, anxiety relief, and depression.<br />

In addition, some drivers look to CBD in place of marijuana<br />

because they perceive it to be legal.<br />

“I often hear drivers say, ‘Well I live in a state where<br />

marijuana is legal, and since CBD is legal everywhere my<br />

company cannot legally use what they find on a drug screen,’”<br />

shared Brandt. “I try to make sure they understand that the<br />

DOT regulations supersede the law of their state. In addition,<br />

the company they drive for can enact a no-tolerance policy to<br />

any substances including CBD oil.”<br />

Brandt said that if CBD remains unapproved and has not<br />

been thoroughly tested by the FDA, she cannot recommend<br />

the use of any CBD products to anyone.<br />

“The safest rule for themselves and for all drivers, both<br />

professional and regular citizens, is to avoid using CBD<br />

products,” she reiterated. “As a DOT examiner I cannot<br />

recommend any CBD products be used.”<br />

TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 17


UP<br />

2019 concerns about economy give way to optimism<br />

By Cliff Abbott<br />

2019 brought predictions of a looming recession, tariffs and trade wars, overcapacity in<br />

the freight market, and fears of diesel fuel price increases.<br />

As the calendar turned to 2020, despite the potential pitfalls, 2019 turned out to be an<br />

OK year for many carriers.<br />

So, what’s next? Will the economy slide into the predicted recession, or will the longest<br />

period in U.S. history without a recession continue?<br />

“The United States economy will look about the same in 2020 as it did in 2019, but will<br />

improve in 2021,” is an opinion by Conerly Consulting Economist Bill Conerly, Ph.D. published<br />

in a recent Forbes magazine.<br />

“International trade presents the greatest uncertainty to the economic outlook,” he<br />

continued, “and if that clears up, 2020 will be even better.”<br />

Indeed, the worrisome predictions of a recession simply have not materialized.<br />

“The risk of an economy-wide recession that was a growing concern through the third<br />

quarter of 2019 has largely faded, with healthy consumer fundamentals expected to<br />

provide sufficient momentum to get through the slow patch in industrial activity,” said ACT<br />

Research President and Senior Analyst Kenny Vieth.<br />

“This is not a poor business environment,” said FTR Transportation Intelligence CV<br />

Equipment Expert Don Ake. “Freight levels are high after a couple of years of vibrant growth.<br />

Rates took a hit from the high prices in 2018 but have started to recover some. There is plenty<br />

of freight to haul, so well-managed fleets will be profitable, as poorly managed fleets go<br />

bankrupt due to the slowing of freight growth.”<br />

The U.S. Bureau of Economic Analysis (BEA) reported the fourth quarter gross domestic<br />

product at an annualized rate of 2.1%, bringing the 2019 total growth to 2.3%. It wasn’t as<br />

good as the 2.9% achieved in 2018, but it was still positive.<br />

Tariffs played a role in the 2019 GDP. Reduced exports meant fewer sales opportunities,<br />

adding downward pressure. At the same time, reduced imports meant more opportunity<br />

for U.S. manufacturers, pushing the GDP upward. How those pressures impacted trucking<br />

depends on the segment served. Those who haul a lot of import-export freight may have<br />

experienced a downturn, while those who haul mostly domestic freight may have seen a<br />

benefit.<br />

A trade agreement between the U.S. and its largest trade partner China has been signed.<br />

The agreement covers about 25% of the products involved in the tariff dispute, but it paves<br />

the way for more agreement.<br />

Another agreement that bodes well for trucking is the United States-Mexico-Canada<br />

Agreement (USMCA) that was signed into law Jan. 29. “This is a colossal victory for our<br />

farmers, ranchers, energy workers, factory workers, and American workers in all 50 states,”<br />

said President Donald Trump in a Rose Garden ceremony. “Today we are finally ending the<br />

NAFTA nightmare.” NAFTA, the North American Free Trade Agreement, was the predecessor<br />

of the USMCA.<br />

The new agreement clarifies rules of origin for vehicles and other products that are<br />

assembled outside of the U.S. and sets limits on the number of parts that can be imported.<br />

The amount of cash Canadians can spend through U.S. online vendors without paying tariff<br />

was increased, and Canadian markets were opened to U.S. agricultural products.<br />

There was some fear of fuel-price increases as the year turned over, both from the<br />

International Maritime Organization mandate for low-sulfur bunker oil (fuel) for oceangoing<br />

ships and from escalating tensions with Iran. Neither problem has materialized, and<br />

fuel prices remain steady.<br />

Perhaps the largest factor impacting trucking for 2020 was the increase in fleet capacity.<br />

New trucks sold in record numbers during some months of 2019, and the year was the<br />

second-best ever. When strong growth in the 2018 economy increased, both freight<br />

availability and the rates to haul it, carriers increased capacity to maximize the revenue<br />

potential. Standard safety features and improved fuel economy of the newer models helped<br />

18 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

drive sales, too. The result was that the U.S. fleet of Class 8 tractors grew much faster<br />

than available freight did, slowing rate increases and eventually pressuring rates<br />

downward.<br />

The overcapacity situation resulted in dire predictions for the last quarter of 2019<br />

and into 2020.<br />

Instead, orders for new Class 8 equipment slowed considerably as prior orders<br />

were filled, tempering the overcapacity situation.<br />

Going into 2020, rates haven’t improved, but they haven’t fallen as far as some<br />

thought they would, either.<br />

So where does that leave truck sales? “Flat freight growth means fleets do not<br />

need to expand,” said FTR’s Ake. “A growing economy and high freight volumes<br />

enables them to replace old units with minimal risk. So, we are left with only<br />

replacement demand.”<br />

For carriers that are well run and who don’t overbuy new equipment, 2020 can<br />

be a profitable year. FTR is forecasting GDP growth of 1.7% for 2020, a few points<br />

below the 2019 level. ACT Research is slightly more generous, predicting 1.8% GDP<br />

growth. Conerly, in his Forbes piece, predicts GDP growth to closely resemble 2019’s<br />

result, possibly growing to as much as 2.6% before expanding to 3% in 2021.<br />

All of the forecasters look to manufacturing as a possible drag on the economy.<br />

Ake points out that the ISM manufacturing index of 46.8% is the lowest it has been<br />

in 10 years.<br />

Of course, any economic predictions for coming months can be impacted by<br />

events. Trump has announced unilateral tariff increases at various times in 2019,<br />

and he may not be finished. Ake quipped, “One tweet can change everything<br />

in a moment.” The U.S. and China may not come to agreement on the 75% of<br />

products not yet resolved. Tension between the U.S. and Iran remains high and<br />

could escalate.<br />

The impeachment trial of President Trump ended in his acquittal, but it’s<br />

doubtful that the hateful rhetoric coming from both sides will subside.<br />

As if the political climate wasn’t stormy enough, it’s an election year. Congress<br />

could remain deadlocked on a majority of issues, or it could see a sudden burst<br />

of cooperation as the two major parties attempt to get something done for their<br />

constituents. One item that is seeing increased attention is a replacement for<br />

the Fixing America’s Surface Transportation (FAST) Act, set to expire this year.<br />

Competing infrastructure proposals are in committee in both houses of Congress<br />

with a resolution expected prior to the November election. Neither proposal<br />

contains an answer to the question of how funds will be raised, but another bill<br />

currently in the House proposes a 25-cent raise in fuel taxes phased in over five<br />

years. Whether Congress has the stomach to consider a tax increase during an<br />

election year remains to be seen.<br />

In closing, another cloud has appeared on the horizon and is growing fast.<br />

The Coronavirus is spreading rapidly, with no known method of immunization.<br />

While the coronavirus itself is a common cause of cold and flu symptoms, a strain<br />

originating in Hubei Province, China, is proving to be exceptionally virulent.<br />

Already impacting international travel, the virus could conceivably impact<br />

shipping and even manufacturing. No one knows how far it will spread or if the<br />

current form of the virus will evolve into a pandemic or simply a brief disruption.<br />

Time will tell if 2020 ends up great or poor in economic terms, but most<br />

of the forecasters are anticipating a year that’s somewhere in between, right<br />

around “OK.”<br />

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www.Truckload.org | Truckload Authority 19

IT’S NO BULL<br />

It’s no bull. States looking at toll<br />

initiatives and why oxen can be blamed.<br />

By Kris Rutherford<br />

Toll.<br />

Is there another four-letter word that leads to a longer<br />

string of four-letter words from the mouths (and keyboards)<br />

of those employed in the trucking industry?<br />

Google “toll poll” and you will find a lengthy list of links to<br />

articles reporting, for the most part, that drivers of all vehicles<br />

strongly oppose toll roads. Whether it’s turnpikes, with tolls<br />

that support dedicated projects, or the means to drive an<br />

otherwise inaccessible route (i.e., a bridge connecting the<br />

mainland to an island), the public overwhelmingly wants<br />

convenient traffic routes paid for by means other than tolls,<br />

even if the overall costs are the same.<br />

Toll talk has been all the rage in several states as<br />

lawmakers position themselves in preparation for<br />

transportation bills, developing creative answers to the<br />

problem of the decreasing funds in the National Highway<br />

Trust Fund.<br />

While tolls aren’t exactly a creative solution, they’re<br />

already in place in several states. Some states may<br />

consider increasing toll fees, expanding the roadways<br />

subject to tolls, or even beginning a toll program from<br />

scratch. Pennsylvania has increased its toll fees along the<br />

Pennsylvania Turnpike by 35%, and in Connecticut, Gov.<br />

Ned Lamont’s ever-changing toll proposal, which finally<br />

settled into a trucks-only toll at 12 bridges throughout the<br />

state, was set for a legislative vote in early February.<br />

Report released just in time<br />

for lawmakers’ consideration<br />

The American Transportation Research Institute (ATRI)<br />

released the findings of its most recent study on tolls,<br />

an issue the organization placed at the top of its list of<br />

research priorities for 2019. Based on 2018 data provided<br />

by 21 tolling systems (81.7% of U.S. toll collections), ATRI<br />

reported that motorists paid $14.7 billion in tolls throughout<br />

the country. The report also included data on how toll<br />

revenue is reinvested, how truck-toll revenue compares<br />

with road usage, and the expenses involved in operating<br />

toll systems. The results of the 2019 study should be<br />

considered along with a 2017 ATRI study that concluded<br />

tolling to be the least effective method of funding national<br />

highways among the six methods studied.<br />

Major findings of the 2019 study include:<br />

• The 21 tolling systems studied represent 80% of the<br />

estimated $18 billion of tolls paid in the U.S.<br />

• Approximately 6,000 miles of the nation’s roadways<br />

are tolled, resulting in collections of $3 million per mile;<br />

comparatively, 220,000 miles of roadway in the National<br />

Highway System receive funding primarily from fuel taxes,<br />

equating to collections of $159,091 per mile.<br />

• Toll revenues have increased more than 72% since<br />

2008, far exceeding the inflation rate (16.9%) over the<br />

same period.<br />

• Except for driver wages, tolls represent the highest cost<br />

per mile of any truck-associated expense (45 cents). Tolling<br />

far exceeds the cost per mile of fuel taxes (14.6 cents).<br />

• In trucking, toll-road costs are inflationary; trucks paid<br />

$4.2 billion of total toll revenue collected (31%) and $811<br />

million in fuel taxes associated with miles driven on the<br />

toll roads sampled.<br />

• Toll-collection facilities costs consumed 32.4% of tolls<br />

revenue; approximately one-half of facilities costs covered<br />

actual toll collections.<br />

• Of the total net toll receipts after deducting expenses<br />

($7.1 billion), 48% was diverted to uses other than<br />

operating toll roads and bridges. Truck drivers and carriers<br />

paid 28.5% of net receipts.<br />

• Since 2009, toll revenues have increased 72.5% for<br />

systems providing statistics on vehicle miles traveled<br />

(VMT). During the same period, VMT increased 2.4%. The<br />

result is toll revenue increases exceeding VMT increases<br />

by nearly 3,000%.<br />

• Government agencies, such as those managing mass<br />

transit and nontolled roadways, received more than $3 billion<br />

(20.5%) of gross revenues. This transfer of funds occurred in<br />

nine of the 21 tolling systems sampled.<br />

• Toll systems received subsidies of more than $1 billion<br />

from other agencies, 17.5% of which came from the<br />

federal-interest-rate subsidy, Build America Bonds.<br />

• ATRI determined that 79% of trips made by trucks<br />

20 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

over toll roads involved “critical interstate commerce”<br />

transportation generating more than $3.3 billion in toll<br />

revenue.<br />

Clearly, state governments make a lot of money from<br />

tolling, as do third-party collectors, which states may use<br />

to manage tolling systems. Likewise, private companies<br />

that manufacture and install tolling-system equipment<br />

see temporary profits during the construction and<br />

implementation phases of new toll facilities or expansions.<br />

Given the statistics, one must ask, “Why do we have tolls,<br />

and where did these things come from?”<br />

It takes some time and research to get answer, but the<br />

bottom line is that we can blame it all on oxen.<br />

Toll-Road Origins<br />

One reason people are accustomed to paying tolls could<br />

stem from short-term neurological changes leading to<br />

acceptance of the inevitable. Tolls are nothing new, and<br />

they were not invented in Pennsylvania, a fact the state’s<br />

highway authority may dispute. Tolls have been traced<br />

back 2,700 years when travelers on foot, horse, camel,<br />

or via other means paid tolls to cross property, whether a<br />

road existed or not. Landowners and others with authority<br />

to impose tolls first charged them in Asia and Arabia.<br />

Germany may have been the first to impose an “over-themountain”<br />

toll when the most convenient (or only) routes<br />

to cross mountain ranges were gated and travelers were<br />

ordered to pay before crossing.<br />

Eventually, Great Britain implemented tolling. In fact,<br />

England’s imposing travel tolls could have been one reason<br />

that angry root peddlers left for the New World to build<br />

settlements like Plymouth, Jamestown, and St. Augustine<br />

in the early 17th century. No doubt, the Flat Earth Society<br />

charged tolls on ship captains for the privilege of sailing<br />

over the edge of the planet. And the Pennsylvania Turnpike<br />

Authority will likely be pleased to know that it was in their<br />

state that private investors established the first significant<br />

toll road in the country, charging travelers along the 62-mile<br />

route between Philadelphia and Lancaster.<br />

For a century, after investors built the early Pennsylvania<br />

tollway, like-minded individuals and corporations made<br />

tolling a routine aspect of travel. State governments, for<br />

the most part, stayed out of the business. They preferred<br />

the “road-labor tax,” a revenue-raising method whereby<br />

male citizens could either devote a few days of labor a<br />

year helping with road upkeep or pay a fee. In New York,<br />

for example, males had to work on the roads three days a<br />

year or pay a one-dollar fine. As an alternative, they could<br />

pay a fee of 62.5 cents per day. The fact that three days at<br />

62.5 cents per day exceeds the fine by 87.5 cents shouldn’t<br />

confuse matters. On the other hand, the fact that a state<br />

government set the fine and “opt-out” rates may have<br />

created enough mistrust that even today many Americans<br />

oppose all toll charges.<br />

Westward, ho! (But please<br />

stop at the ticket window on<br />

your way out of town)<br />

For Americans wishing to travel during the nation’s early<br />

years, and especially for those headed into the western<br />

wilderness, improved roads were important. After all, the<br />

narrow trails Native Americans had followed for centuries<br />

couldn’t handle the abuse of ox-drawn wagons. Likewise, the<br />

damage these large animals and wagons could impose on<br />

a muddy roadway could shut a route down until conditions<br />

improved or the owner could make repairs. The idea protolling<br />

organizations promote in favor of charging tolls,<br />

especially to trucks, based on their belief that larger vehicles<br />

do more damage than smaller varieties, could have begun<br />

when oxen and other stock animals tore up roads in the<br />

1790s. A wise man once said something to the effect of “The<br />

sins of the father are passed on to his sons.” A legislator at<br />

his side quickly added, “And the sons shall pay tolls to rectify<br />

them.”<br />

Regardless of who collected tolls, early roads in the<br />

U.S. were not well maintained and were often impassable,<br />

although logic suggests a corporate entity needing to keep<br />

roads in good condition to remain viable would reinvest in its<br />

infrastructure. But it wasn’t these toll roads that invigorated<br />

TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 21

early entrepreneurs to develop more; instead, it was the<br />

success of toll-bridge companies a decade earlier. In the<br />

late 18th century, states granted charters to 59 bridgetolling<br />

companies. And they were profitable, sometimes<br />

offering investors dividends exceeding 10%. Success<br />

resulted from good materials, well-planned construction,<br />

a limited length of infrastructure to maintain, and travelers<br />

with no other alternative. While later travelers avoided tolls<br />

by taking alternate (and undoubtedly more primitive) routes,<br />

those needing to cross water usually found the savings in<br />

avoiding bridges far less than simply paying the toll.<br />

The early toll roads in the Northeast took on the name<br />

“turnpikes,” a designation still in use more than two centuries<br />

later. Between 1800 and 1830, 946 corporations in the<br />

northeastern states were incorporated as turnpikes. In nine<br />

states, turnpikes totaled 27% of all corporations. Proudly leading<br />

the way was Pennsylvania, where 199 of 446 corporations, or<br />

46%, were operating turnpikes. New York bested its neighbor in<br />

quantity, registering 339 turnpike corporations. Between 1830<br />

and 1845, another 138 turnpike corporations were established<br />

in Pennsylvania, and 110 in New York.<br />

The bubble soon burst as steamships and the railroad<br />

arrived. Turnpikes began to fall out of vogue. No longer<br />

maintained, those still seeing profits in land routes<br />

constructed “plank” roads, where travelers and wagons had<br />

a relatively smooth ride on top of crudely planed lumber. The<br />

plank roads rotted far faster than expected, however, and the<br />

1,000 or so corporations operating them made little money.<br />

Profit versus convenience<br />

Turning a profit was not the only reason for toll roads. In<br />

the era when the roads were privately owned, stakeholders<br />

became investors. Farmers who needed a more efficient way<br />

to transport their products to market, politicians who promised<br />

well-maintained roads in return for votes, and shop owners in<br />

communities who relied on products being transported from<br />

afar were all in favor of maintained roads, and investors from<br />

each of these groups supported them. They realized toll roads<br />

were not likely to pay direct dividends on their investments;<br />

yet, the indirect benefits fed their families.<br />

Eventually, new materials made roadways easier to<br />

maintain, and private corporations could no longer charge<br />

fees the public considered excessive. For decades to follow,<br />

toll roads disappeared from most of America. They always<br />

lurked in the shadows, however, and the motorized automobile<br />

pumped in a breath of new life.<br />

With the 1916 Federal-Aid Road Act, the U.S. Congress<br />

included clauses that allowed states to charge tolls on roads<br />

not supported by the federal government, but prohibited tolls<br />

on roads receiving federal aid. In general, the reason for<br />

this prohibition stemmed from the Interstate Commerce Act:<br />

Tolls restricted the free flow of interstate commerce. Eleven<br />

years later, the Oldfield Act offered states an olive branch,<br />

allowing the use of federal funds to build toll bridges, provided<br />

operational costs were at the states’ expense. Still, for the<br />

typical highway, federal funds could not be utilized if states<br />

assessed a toll on users. State-funded toll roads, largely<br />

focused in the Northeastern U.S., once again became popular.<br />

The feds offer states relief<br />

When federal funding in the 1950s went to support<br />

construction of the interstate system, fuel and other “userpaid”<br />

taxes eliminated the need for toll roads, at least in the<br />

government’s opinion. Construction of new tollways essentially<br />

ceased. Eventually, under some conditions, interstate routes<br />

could be established as tollways; however, the tolls could not<br />

be the means for funding construction and were only allowed<br />

after completion of the road work.<br />

Finally in 2012, more leeway was provided for tolling federally<br />

funded roadways, but only for newly constructed interstates<br />

or in efforts to expand lanes and decrease congestion. Highoccupancy<br />

vehicle (HOV) lanes were also approved as tollways.<br />

Tollways have changed a lot since the 18th century. Rather<br />

than literally passing through a “turnpike” with a toll both to<br />

access a road, automated cameras requiring limited personnel<br />

are used to collect tolls. While these systems are undoubtedly<br />

more efficient than manned toll booths, implementation costs<br />

are much higher. South Carolina, for example, rejected efforts<br />

to charge tolls on Interstate 95, largely due to the $3.5 billion<br />

implementation costs.<br />

As years pass, many states will propose to institute or expand<br />

tolls on highway, bridges, tunnels, and other travelways, and<br />

when a state can be sure the burden will largely fall on out-ofstate<br />

vehicles, a few initiatives may be approved.<br />

But rest easy, truck drivers and carriers, because if publicopinion<br />

polls are any indication, you have tens of millions of<br />

22 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

voters on your side. And the voting public, for the most part,<br />

realizes that any cost placed on the transportation of products<br />

soon shows up in the price tags staring at them on the shelves<br />

of their favorite retailers. Of course, the extra sales tax collected<br />

from increased prices could be considered “triple taxation,”<br />

could it not?<br />

Taking heed<br />

The 21st-century trucking industry needs to take note, as<br />

the number of voters recognizing the relationship between<br />

truck tolls and consumer prices is in a constant state of<br />

change. Voters who believe repairing any perceived<br />

highway damage caused by trucks may someday<br />

outnumber those who place priority on lower prices at the<br />

checkout stand. At that point, support for tolls may swing.<br />

When voters decide they dislike trucks more than<br />

increased price tags, one can expect more “trucks-only”<br />

tolling propositions like those already being fought in<br />

Rhode Island courts. And we can blame them all on our<br />

ancestors’ oxen tearing up muddy toll routes a couple of<br />

centuries back.<br />

TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 23

MARCH/APRIL | TCA 2020<br />

A Chat With The Chairman<br />

24 Truckload Authority | www.Truckload.org TCA 2020

An Upward<br />

Trajectory<br />

Foreword and Interview by Lyndon Finney<br />

Last March during the Truckload Carriers Association’s 2019 Annual Convention in Las<br />

Vegas, TCA Chairman Josh Kaburick said in his address that the Association would continue to<br />

grow, strengthen, and thrive. “There is no end in sight for our upward trajectory,” he said. And<br />

that’s exactly what has happened. In his final chat, Chairman Kaburick talks about the accomplishments<br />

of the past year, regulatory issues in progress, the unending need for an infrastructure<br />

plan and more importantly a way to pay for it, and the impact of the now two-year-old electronic<br />

logging mandate. He concludes with a word of commendation for incoming TCA Chairman<br />

Dennis Dellinger.<br />

TCA 2020 www.Truckload.org | Truckload Authority 25

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McLeodSoftware.com | 877.362.5363<br />

Mr. Chairman, thank you for joining us for the<br />

last of your “Chat with the Chairman” interviews.<br />

It’s hard to believe this is the last one. The year<br />

has gone by quickly. What have been TCA’s major<br />

accomplishments during the past year?<br />

Wow, if only we could start with an easier question.<br />

Major accomplishments this year are many,<br />

but let’s start with these. Our education platforms<br />

continue to achieve higher marks than ever. We are<br />

providing our members with information-gathering<br />

opportunities and they are embracing them. Webinars<br />

and certification programs are exceeding expectations<br />

and continue to demonstrate that they<br />

are delivering what the members want. Our growing<br />

membership numbers, at an unprecedented rate,<br />

show that the secret is out on us. People are noticing<br />

the value that we deliver and are looking to be part<br />

of an entity that will improve their businesses. The<br />

office remodel was long overdue – new paint, floors,<br />

and HVAC have provided staff and visiting members<br />

with a first-class environment, reflective of what we<br />

are looking to provide to all who visit. Business relationships<br />

and information distribution, as well as<br />

industry image improvements, are all conducted at<br />

TCA headquarters, and I hope every member takes<br />

the opportunity to participate in them. The doors are<br />

always open; please go visit.<br />

What achievement makes you the most proud?<br />

It is tough to limit achievements to just one, but<br />

what makes me the most proud is the loudness of<br />

our voice. We are telling our story, and not just staff<br />

either, but our members have embraced the opportunity<br />

to walk on Capitol Hill, educate on truckload<br />

issues, and discuss matters that are important to<br />

the industry and their fleets. It has become a sight<br />

to behold. Our Call on Washington is expected to<br />

reach 100 people this year, a tremendous achievement,<br />

considering just three years ago only 35<br />

people attended. Our Fall Business Meetings have<br />

reached that level of being a “must-attend” event. It<br />

is where decisions are made and discussions ensue<br />

for this important association, and our members are<br />

embracing that. It is not often you see an institution<br />

gain a voice, but I can say that I have had a<br />

front-row seat to watch it happen, and I could not<br />

be prouder.<br />

What has been your biggest frustration?<br />

As membership grows by leaps and bounds, it is<br />

hard to define this as a frustration, but remember, I<br />

am a football player, too. If you aren’t moving forward<br />

then you are moving backward. I want more<br />

people to recognize what TCA is delivering, more<br />

people to be involved and more people to wear our<br />

shield. I know our numbers already are excellent,<br />

and I can’t stress that enough, but I want to blow<br />

the roof off of these numbers and demonstrate that<br />

TCA is the association to belong to.<br />

26 Truckload Authority | www.Truckload.org TCA 2020


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In addition to your chairmanship, what has been your<br />

view of the association during the time you spent as<br />

an officer?<br />

Wow, time flies. Throughout my tenure as an officer<br />

I have witnessed tremendous membership growth. The<br />

numbers speak for themselves, but our growth has not<br />

just been in raw numbers; it has also been demonstrated<br />

by activity. Any trade association cannot succeed without<br />

true membership commitment and involvement. I<br />

remember stepping into the officer’s group in 2013 and,<br />

while it has been seven years, the view of the association<br />

is dramatically different from what it once was. Our<br />

programs have been updated, debate and discussion<br />

over important industry-related topics is not shunned<br />

but rather encouraged, and quite frankly, the expectations<br />

have grown. We have come to expect the very best<br />

from our staff, our members, and anything else we are<br />

involved in, and those expectation have led to tremendous<br />

success. This makes me look forward to what the<br />

next seven years have to offer.<br />

The Insurance Institute on Highway Safety says it<br />

is opposed to portions of the hours-of-service rule,<br />

particularly the ability to extend the 14-hour clock,<br />

which IIHS says would create more fatigue among<br />

drivers. Can you please speak to that concern?<br />

Quite obviously IIHS is entitled to its opinion, but it<br />

is important that we view the potential HOS changes in<br />

a holistic 24-hour period rather than the uncertainty of<br />

a longer workday. Our drivers’ day has been dramatically<br />

scrutinized over the past few years because they<br />

are now operating in an environment in which electronic<br />

logging device (ELD) data has demonstrated that detention<br />

is taking its toll on our industry. Many view the<br />

current 11/14-hour window as plenty of time to perform<br />

daily duties; however, the aforementioned data has<br />

shown that our drivers are not getting anywhere close<br />

to those numbers. As an industry, our drivers average<br />

roughly 6.5 hours of drive time per day, so even if the<br />

day becomes longer in their eyes, we may only begin<br />

to approach our 11-hour limit. The real issue is that it<br />

should be viewed as an opportunity for increased flexibility,<br />

giving drivers the option to rest when they see fit<br />

and stop that on-duty clock to obtain a break which they<br />

require and deserve. This is a choice that most drivers<br />

feel they do not presently have as they battle congestion,<br />

weather, and detention time.<br />

Speaking about the Drug and Alcohol Clearinghouse,<br />

most of the teeth of the rule has been in place for a<br />

few weeks when this chat is published. What are the<br />

major benefits of this rule?<br />

Everyone has heard, even touted, our industry’s zero-tolerance<br />

policy when it comes to drugs and alcohol.<br />

The benefits of having the Clearinghouse in place provide<br />

carriers with even more information concerning the<br />

drug-testing history of potential and current drivers.<br />

This allows the industry to see potential red flags with<br />

prospective drivers seeking employment in their fleet.<br />

We do, however, still wait for the opportunity to include<br />

results from hair testing as well, as many carriers have<br />

demonstrated greater success rates with this test than<br />

the basic urine tests. Once hair testing can be incorporated<br />

into the federal protocols, the Clearinghouse will<br />

be an even greater tool for vetting drivers.<br />

28 Truckload Authority | www.Truckload.org TCA 2020

The ELD mandate will have been in place for just over<br />

two years when your chairmanship is over. In addition<br />

to improving hours-of-service compliance, how has the<br />

trucking industry benefited in terms of new types of<br />

data collected, and are you aware of any negative<br />

consequences as a result of the mandate?<br />

If you listen to Dave Heller, in addition to HOS compliance,<br />

data has certainly become one of the main benefits<br />

of what the ELD has to offer. Industry is being informed<br />

of issues that were once anecdotal but are now ringing<br />

true with the data that ELDs are providing us. Is detention<br />

a problem? Of course, and now the data is proving<br />

this and showing us where it has become a problem.<br />

HOS data has shown parking problems, speeding issues,<br />

and even congestion points, all issues, that provide carriers<br />

greater opportunity to tell their story. You are right<br />

though; with the benefits that the data is providing,<br />

there is also some risk. Data-privacy concerns are growing,<br />

and with that knowledge, I do encourage every carrier<br />

to know exactly who owns their data and what they<br />

are doing with it. There are privacy considerations that<br />

coincide with producing that much data, and the burden<br />

certainly is on the carriers to decipher the challenges that<br />

come with this important compliance tool.<br />

The lack of parking has been an ongoing issue in<br />

the trucking industry for as long as anyone can<br />

remember. When asked, many drivers will tell you<br />

that strict enforcement of the ELD mandate has<br />

compounded the problem. Two questions: do you agree<br />

with drivers, and what are the top two solutions to<br />

alleviating the parking problem?<br />

Our drivers represent the front line of our industry,<br />

and anyone who may not listen to what drivers are saying<br />

should probably begin to start. Yes, parking trucks<br />

has always been a problem, and as I alluded in the previous<br />

question, the ELD is showing that. Is there a remedy,<br />

even two as your question suggests? Of course.<br />

Flexibility in the sleeper berth is one solution, providing<br />

drivers with some additional options for driving and allowing<br />

them to stop the 14-hour clock. Additional parking<br />

spots and dedicating dollars to do just that is another<br />

option. There is a bill right now floating around<br />

that provides dollars for this exact issue. I will take it a<br />

step further and say that even a new infrastructure plan<br />

would help ease some of the parking pressure. Any plan<br />

that will provide extra dollars to improve our national<br />

network of roads and bridges can help alleviate some<br />

congestion in the highly traveled freight lanes. This, in<br />

turn, could change parking points for drivers who may<br />

seek to get off the road at popular truck stops.<br />

TCA 2020 www.Truckload.org | Truckload Authority 29

Sponsored by Mcleod software<br />

McLeodSoftware.com | 877.362.5363<br />

Another ongoing issue in trucking is driver turnover.<br />

The turnover rate at large truckload fleets – those<br />

with more than $30 million in annual revenue –<br />

jumped nine points in the third quarter, the largest<br />

quarterly increase since the second quarter of 2016,<br />

to an annualized rate of 96%. The increase set the<br />

figure at its highest point since the second quarter<br />

of 2018. Much of the turnover involves drivers jumping<br />

from one carrier to another. What can carriers do to<br />

better retain their current driver force?<br />

This is one of those<br />

“Midas touch” type of<br />

questions in which I certainly<br />

wish I had the answer<br />

that would cure our<br />

industry’s retention problem.<br />

Honestly, this is one<br />

of those things that fleets<br />

must discover what works<br />

for them, as no two fleets<br />

are the same. If you are in<br />

a rut when it comes to retention,<br />

think outside the<br />

box. If your numbers are<br />

creeping up and the “old”<br />

ways just aren’t working<br />

anymore, try something<br />

new. Open discussions<br />

are great; driver involvement<br />

is even better. Find<br />

a corporate solution that<br />

you can stand behind and<br />

the results could be dramatic.<br />

This question falls into<br />

the category of “here<br />

we go again,” or as Yogi<br />

Berra would say, “it’s de<br />

ja view all over again.”<br />

Early in his presidency,<br />

President Donald Trump<br />

promised a comprehensive<br />

infrastructure plan to<br />

address the nation’s<br />

need to repair existing<br />

roads and bridges<br />

and build new ones,<br />

but nothing has happened. In recent weeks, both<br />

Republicans and Democrats have come forth with<br />

competing infrastructure plans. Why is it important<br />

for Congress to pass a bipartisan infrastructure plan,<br />

and can that be accomplished in the partisan culture<br />

of today’s Washington?<br />

In today’s Congress, bipartisan could be considered a<br />

four-letter word, but when it comes to infrastructure, it<br />

represents the best case in which we really need to get<br />

something done. Unfortunately, this was a campaign issue<br />

in 2016 and is one again here in 2020 because nothing<br />

is getting done. Sound roads and bridges are needed<br />

in this nation — there is no argument on that front — but<br />

Congress must surely begin having the hard conversations<br />

about how to pay for it, with the knowledge that any<br />

plan must have buy-in from both parties. Today’s divided<br />

Congress can sideline a bill with the snap of its fingers<br />

based on party lines, but the reality is that they have to<br />

come together and get this done, for the betterment of<br />

our industry and this nation as a whole.<br />

pAssing an infrastructure plan is only the beginning.<br />

Funding is the next step. A majority of the trucking<br />

industry agrees that increasing the fuel tax is the best<br />

funding mechanism. Even though in last year’s general<br />

election, over 90% of state<br />

transportation funding<br />

initiatives were approved<br />

by voters, Congress seems<br />

reluctant to do the<br />

same at the federal level.<br />

Tolls and vehicle miles<br />

traveled (VMT) taxes are<br />

being talked about more<br />

and more. Please speak to<br />

the funding issue.<br />

This is the hard conversation<br />

to have, and you’re<br />

right, states are certainly<br />

having positive results at<br />

their level. Yet federally<br />

speaking, there seems to<br />

be a logjam on what really<br />

makes sense. Tolls are a<br />

non-starter; it just doesn’t<br />

make sense to pay that<br />

much money in administrative<br />

costs. VMT tax is a<br />

growing idea, but our nation<br />

is just not there yet,<br />

as many, including TCA’s<br />

Highway Policy Committee,<br />

have discussed the<br />

concerns that coincide<br />

with this funding mechanism.<br />

Let’s put it this<br />

way: If you are donating<br />

to charity, doesn’t it make<br />

sense choose the one<br />

where your dollar goes<br />

the furthest? Of course it<br />

does, and with infrastructure<br />

funding, a fuel-tax increase is the best choice.<br />

The return on investment is low, as the administrative<br />

fees are only about 1%, and the mechanism to pay<br />

at the pump is a no-brainer. Our industry is willing to<br />

do its part by paying more at the pump and index any<br />

increase to inflation so that the Highway Trust Fund<br />

is always solvent. I get it; we still must find ways to<br />

account for the mileage that electric vehicles travel<br />

on the roads. A mile is still a mile, and the wear and<br />

tear that they could eventually create will present a<br />

burden, so we must find a way to account for those<br />

vehicles. The reality is, we must embrace a fuel tax<br />

increase, index it to inflation, and become part of the<br />

solution to fix for our crumbling infrastructure, not<br />

grow the problem.<br />

30 Truckload Authority | www.Truckload.org TCA 2020

The 82nd TCA Annual Convention will be held in March.<br />

What are you looking forward to most about the<br />

convention, and why is it imporTAnt for members to<br />

ATTend?<br />

I am not sure you have enough pages for me to tell<br />

you about what I am looking forward to the most. Honestly,<br />

I enjoy getting to see old friends and making new<br />

ones. Our educational sessions are once again top notch<br />

and will deliver the content of what we as an industry<br />

are looking for. The Truckload Strong event is again very<br />

electrifying and presents an opportunity to grow the efforts<br />

of our association, its important programs like Highway<br />

Angel, and better sustain our government affairs efforts.<br />

And I have not even mentioned baseball’s Iron Man,<br />

Cal Ripken Jr. The meeting has come to represent an opportunity<br />

for our members to show up, speak up, and get<br />

involved in truckload. This is our industry, and our members<br />

need to be involved.<br />

A lot of members don’t realize the sacrifices chairmen<br />

and officers make in their time spent away from their<br />

families and businesses in order to fulfill their duties.<br />

Would you comment on that?<br />

Sacrifice is an interesting word to describe this commitment.<br />

I get it. Time away from your personal and family<br />

life is not always ideal, but I will ask everyone reading<br />

this: Where else can you find a place where you can<br />

surround yourself with like-minded people, working toward<br />

the same goal in an effort to make the industry better?<br />

This is a commitment, no doubt about that, but also<br />

one that is incredibly rewarding. I have made friends that<br />

will last a lifetime for both myself and my family, created<br />

a sounding board for success, and am involved in an association<br />

whose sole focus is to represent the industry<br />

that I work in. If that is a sacrifice, then sign me up.<br />

As is tradition, we always ask the outgoing chairman<br />

to give advice to the incoming chairman. What would<br />

be your advice to Dennis Dellinger?<br />

My advice to Dennis: Enjoy the moment because time<br />

will fly, and while it may only be a calendar year, that time<br />

goes by much quicker than you realize. Enjoy the members<br />

and staff – each one possesses the same dedication<br />

that we do. Finally, encourage everyone to participate,<br />

show up, speak up, and get involved. Our association will<br />

be in a much better place when that happens.<br />

Thank you, Mr. Chairman, for a wonderful year.<br />

Any closing comments to the membership would be<br />

welcomed.<br />

I just want to thank everyone for their support, not<br />

just this year and not just for me, but for the association<br />

as a whole. It has been a fantastic year, and I know the<br />

future is looking even better.<br />

TCA 2020 www.Truckload.org | Truckload Authority 31

MARCH/APRIL | TCA 2020<br />

Talking TCA<br />

Compensation for<br />

Trucking Companies:<br />

An Introduction<br />

By Beth Carroll<br />

Founding and Managing Principal at Prosperio Group<br />

TCA launched Truckload Live Distance Learning in November. Read as<br />

Beth Carroll, the program’s subject matter expert, shares ways in<br />

which you can create and manage compensation plans in this series.<br />

If you are managing a trucking company or a group inside a<br />

trucking company, you know that the people who work for you<br />

expect to be paid. Furthermore, they expect to be paid a wage<br />

aligned with the job’s market value and expect that the method of<br />

payment complies with all state and federal laws.<br />

Hopefully you have a good Human Resources department that<br />

ensures you are legally compliant and providing enough pay to<br />

attract and retain the type of workers you need.<br />

But how do you create performance-dependent pay systems?<br />

This pay is sometimes called “variable compensation” (VC), or<br />

“incentive pay” (IC), or a “pay for performance” (PFP). Whatever you<br />

call it, there are questions you must address before you can ensure<br />

the dollars are being spent wisely and will drive the RIGHT behaviors<br />

while not creating unintended consequences.<br />

First, not all roles have the same impact on the bottom line and<br />

you need to segment them accordingly. While you may pay your<br />

outside sales representative a percentage of the line haul, it does<br />

not make sense to do the same for your web developer or human<br />

resources manager.<br />

What about recruiting? Marketing? The shop?<br />

32 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

Just as roles vary in ability to impact the bottom line, they also<br />

vary in individual measurability. Sales and operations roles may<br />

be very individually measurable, whereas how would you know<br />

if one of your safety personnel was doing an exceptional job of<br />

keeping your CSA scores in<br />

line?<br />

Consider two things. First,<br />

what is your overall company<br />

philosophy regarding variable<br />

compensation? Second, what<br />

is your organizational ability to<br />

manage the administration of<br />

a VC plan? Some organizations<br />

want everyone to be measured<br />

and rewarded at the lowest<br />

level possible. Others want<br />

more discretion to ensure VC<br />

payments are made only when<br />

the company is profitable.<br />

While it may sound really<br />

good to say, “everyone in<br />

our organization has skin in<br />

the game,” you have to be<br />

clear what this means within<br />

your culture. Does it mean<br />

pay rises or falls along with<br />

the company profitability?<br />

This is laudable for cost<br />

management but don’t<br />

kid yourself about getting<br />

employee motivation from<br />

this type of plan 1 . Or does<br />

it mean that everyone has<br />

some degree of control over<br />

their own destiny in terms<br />

of pay based on their own<br />

performance?<br />

The second consideration<br />

is the administrative burden<br />

from truly motivational<br />

VC plans. To work well,<br />

payment must be frequent<br />

(quarterly or monthly is<br />

ideal) and as closely aligned<br />

to individual performance<br />

as possible. This is not a<br />

small undertaking; few<br />

organizations are up to the<br />

task. To reduce burden, it<br />

may be tempting to let each<br />

business leader call their own<br />

shots, but be careful as this<br />

could wreak havoc on pay<br />

equity, career progression,<br />

and job mobility.<br />

It may help to think of your<br />

roles in four “buckets.” The first bucket is sales and operations<br />

(load planners, driver managers, and customer-service<br />

representatives). This is the highest priority because meaningful<br />

changes will have direct bottom-line impact and the VC plan will<br />

pay for itself. It’s also the hardest work, as getting it wrong can<br />

While it may sound really<br />

good to say, “everyone in<br />

our organization has skin<br />

in the game,” you have to<br />

be clear what this means<br />

within your culture. Does<br />

it mean pay rises or falls<br />

along with the company<br />

profitability? Or does it<br />

mean that everyone has<br />

some degree of control<br />

over their own destiny<br />

in terms of pay based on<br />

their own performance?<br />

be just as detrimental. The second bucket is executives. They<br />

probably already have significant portions of their pay tied to<br />

company profits, so shore it up and tie it as clearly to the areas<br />

they control as possible. MBOs (management by objectives)<br />

is a common incentive<br />

approach for executives.<br />

The third bucket is support<br />

staff (human resources,<br />

accounting, IT, etc.). These<br />

roles are highly valuable<br />

to the organization but<br />

difficult to measure<br />

at an individual level.<br />

Payout may be based on<br />

company goal attainment<br />

modified by individual<br />

performance. The fourth<br />

bucket is professional truck<br />

drivers, who are an entirely<br />

different topic.<br />

Trucking companies<br />

have a host of roles that<br />

don’t easily fall into one of<br />

these four buckets. Some<br />

of these gray-area roles<br />

are recruiting, safety, and<br />

maintenance. Depending<br />

on how you manage your<br />

financials, you may be able<br />

to think of maintenance<br />

(the shop) as a revenuegenerating<br />

group with its<br />

own P&L.<br />

In subsequent articles<br />

we will tackle the best<br />

ways to pay all of these<br />

roles, but for now, keep<br />

in mind that “one size”<br />

does not “fit all.” The best<br />

compensation approach<br />

for your organization will<br />

reflect your compensation<br />

philosophy and be within<br />

your company’s ability to<br />

administer.<br />

Eager to learn more? Be<br />

sure to join me for one,<br />

or all of the following<br />

90-minute virtual courses:<br />

• Incentive Compensation:<br />

Recruiting and Sales at 1<br />

p.m. ET on Mar. 12, 2020;<br />

• Incentive Compensation:<br />

Maintenance, Safety, and<br />

HR/Accounting on April 23,<br />

2020; and<br />

• Incentive Compensation: Broken Org Structures on June 4, 2020.<br />

Also, I’m offering to the first 10 registrants a 30-minute<br />

complimentary session after the virtual course.<br />

To register, visit truckload.org/upcoming-events.<br />

Looking forward to having you as a part of the discussion.<br />

1<br />

Yes, there are organizations that have this kind of program and have a very strong culture of both team-work and individual accountability. My experience is that<br />

this culture is more driven by leadership and organizational communication style than it is about how performance pay is delivered. Without the right leadership and<br />

communication style, these plans quickly become annual entitlements and nothing more.<br />

TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 33

Adventurous<br />

expeditions<br />

Orlando area delivers lots<br />

of options for excitement<br />

as well as relaxation<br />

By Linda Garner-Bunch<br />

From chill to thrill, visitors to Orlando are treated to a vast array of things to see<br />

and do. In the mood to spend a day with the family (or just channel your inner<br />

child)? Visit one of the area’s must-see amusement parks. Looking for a way<br />

to unwind after a long day? Check out one of the many local restaurants, pubs,<br />

or night clubs; or maybe take in dinner and a live show. Want to get away from it all?<br />

Explore one of the many nature parks, hit the water in a boat or on a jet ski, or embark<br />

on an off-road adventure. Here are just a few ways to make the most of your free time.<br />


Unleash your inner daredevil with high-flying ziplines and aerial challenges,<br />

all set in a towering pine forest. Courses vary in difficulty from beginner to<br />

advanced, with activities for both adults and children. Swing from the trees<br />

on Tarzan ropes, tackle challenging rope ladders, plummet into hanging<br />

nets, traverse suspended bridges and cross swinging logs, or conquer the<br />

giant 425-foot zipline.<br />


One of the first attractions that comes to<br />

mind, this perennial classic isn’t just for<br />

the youngsters. “The Most Magical Place<br />

on Earth” is home to six amusement<br />

parks, as well as fine- and casual-dining<br />

establishments, luxury and family-friendly<br />

hotels and resorts, and much more.<br />

Interact with new and classic characters in<br />

the Magic Kingdom, explore the universe at<br />

Epcot, fulfill cinematic dreams at Hollywood<br />

Studios, or take a walk on the wild side in<br />

Disney’s Animal Kingdom. Make a splash<br />

(and enjoy a break from the heat) at Blizzard<br />

Beach or Typhoon Lagoon.<br />


More than just science fiction, the enthralling history — and future — of<br />

space travel awaits just an hour outside Orlando. The complex is divided<br />

into “mission zones” that allow visitors to experience the story of humans<br />

in space. Heroes and Legends celebrates the pioneers of NASA’s early<br />

space programs; next, go Behind the Gates to visit historic launch sites and<br />

view modern facilities and worksites. Feel the thrill of the Apollo era in the<br />

Race to the Moon, and then head to Shuttle: A Ship Like No Other to strap<br />

in and enjoy an awe-inspiring view of the space shuttle Atlantis.<br />

34 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020


From luxury hotels, fine dining, and live shows<br />

to special events, shopping, cinematic-themed<br />

amusement parks, and more, Universal delivers<br />

an unforgettable experience for visitors of all ages.<br />

Explore the Universal Studios Florida Theme Park and<br />

star in fun-filled escapades such as Harry Potter and<br />

the Escape from Gringotts, Despicable Me Minion<br />

Mayhem, and other favorite storylines. Volcano<br />

Bay Water Theme Park is a tropical-island paradise,<br />

complete with water slides, waterfalls, and much<br />

more. Islands of Adventure Theme Park is filled with<br />

super heroes and villains, and much more.<br />


Experience the creativity of art from around the world<br />

with ever-changing exhibitions and permanent collections<br />

featuring a variety of mediums, from traditional paint<br />

and canvas to sculpture, textiles, and more. Permanent<br />

collections include African Art, which encompasses works<br />

from across the continent; Art of the Ancient Americas, filled<br />

with fascinating historic pieces from North, Central and<br />

South America; Contemporary Art, with works from 1945<br />

to the present; and Contemporary American Graphics, a<br />

display of nearly 300 prints that includes works from artists<br />

that have impacted the art world since the 1960s.<br />


From ATVs to fishing, archery, and clay shooting (with<br />

more activities in the works), this 230-acre attraction is<br />

just the thing for those who want to get down and dirty<br />

— literally dirty. There are ATV tracks and trails for all<br />

skill levels, and the Mucky Duck allows drivers (18 and<br />

older) and riders to discover the thrill of an amphibious<br />

vehicle that easily traverses both land and water. Want to<br />

make a point? There are two archery options available —<br />

traditional target archery and archery tag (don’t worry; the<br />

arrows have cushy foam tips). Avid anglers will revel in<br />

the peaceful private lake (all fishing is catch-and-release).<br />


Science comes to life at this awardwinning<br />

museum, which offers interactive<br />

exhibit halls, labs and workshops,<br />

theaters, an observatory, and more.<br />

Discover the ancient world of Pompeii,<br />

explore Florida’s various ecosystems,<br />

experience the fundamentals of physics<br />

and kinetics, encounter ancient creatures<br />

and prehistoric worlds, and find out more<br />

about Planet Earth. Scheduled exhibits<br />

include a virtual flight lab, a functioning<br />

science lab, and an observatory that<br />

features the state’s largest publicaccessible<br />

refractor telescope.<br />

OLD TOWN<br />

Yearning for the simple charm of days gone<br />

by? This walkable re-creation of a classic<br />

Florida town covers 18 acres and features<br />

an enticing shopping district with classic<br />

architecture and picturesque storefronts,<br />

restaurants, and bars. And don’t forget<br />

the classic amusement-park attractions.<br />

Revisit childhood on the carousel or Ferris<br />

wheel, ride on the roller coaster, earn<br />

points at the arcade or shooting gallery,<br />

defy reality with a magic show, or seek<br />

thrills and chills at the haunted house. Old<br />

Town is also home to the nation’s longestrunning<br />

car show and cruise.<br />


From tropical waters to arctic habitats, SeaWorld<br />

seeks to share the wonders of the water with massive<br />

aquariums, underwater viewing tunnels, live shows,<br />

and more that offer up-close experiences with creatures<br />

such as dolphins, whales, sharks, manatees, sea turtles,<br />

and much more. But wait; there’s more! Kids will love<br />

taking a walk down Sesame Street and meeting their<br />

favorite characters; the 400-foot Sky Tower provides a<br />

bird’s-eye view of Orlando and the surrounding area;<br />

and there’s an array of amusement-park rides.<br />

TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 35



Presented by:<br />

The Truckload Carriers Association, Overdrive Magazine and Truckers News<br />

revealed the finalists for the 2019 Driver of the Year competition. The following<br />

company drivers and owner-operators will compete for the prestigious grand<br />

prize in their respective categories.<br />


Fremont Contract Carriers<br />

Republic, Missouri<br />



Bison Transport<br />

Sicamous, British Columbia<br />


Wilson Logistics<br />

Springfield, Missouri<br />




Presented by:<br />

T<br />

he Truckload Carriers Association and<br />

CarriersEdge announced the 2020 Best<br />

Fleets to Drive For. These 20 for-hire<br />

trucking companies from across North America<br />

are being recognized for providing exemplary<br />

work environments for their professional truck<br />

drivers and employees.<br />

To be considered for the Best Fleets program,<br />

companies operating 10 or more trucks had to<br />

receive a nomination from one of their company<br />

drivers or owner-operators. The fleets were then<br />

evaluated using a scoring matrix covering a variety<br />

of categories, including total compensation, health<br />

benefits, performance management, professional<br />

development, and career path/advancement<br />

opportunities, among other criteria. Driver surveys<br />

were also conducted to collect input from drivers<br />

and independent contractors working with the fleets.<br />

“<br />


Prime Inc.<br />

Springfield, Missouri<br />


Diamond Transportation System, Inc.<br />

Racine, Wisconsin<br />


Erb International<br />

Hamburg, Ontario, Canada<br />

“<br />

These contests continue to bring forth the best of the best<br />

in our industry year-after-year, from being a mentor behind<br />

the wheel, to being a leader in their community, these<br />

drivers are so deserving of this recognition. I look forward to seeing<br />

which drivers take home the grand prize at Truckload 2020.”<br />


The finalists and grand prize winners are selected based on their ability to operate safely<br />

on public highways, their efforts to enhance the public image of the trucking industry, and<br />

their positive contributions to the communities in which they live.<br />

The grand prize winners winners will be announced at Truckload 2020: Orlando at the<br />

Gaylord Palms on Tuesday, March 3, during the closing banquet.<br />

Thanks to the generosity of our long-time sponsors, Cummins Inc. and Love’s<br />

Travel Stops, each grand prize winner will receive $25,000, while the two runnersup<br />

in each division will win $2,500.<br />

For more information about the contests, or to nominate a deserving driver in Fall 2020,<br />

visit truckload.org/DOY.<br />

41 ST ANNUAL<br />



Presented by:<br />

O<br />

n Tuesday, March 3, during Truckload<br />

2020: Orlando, honors will abound.<br />

As in year’s past, TCA will recognize its Fleet<br />

Safety Award winners, as well as its 2019<br />

Driver of the Year Contest finalists during<br />

the closing banquet while awarding its grand<br />

prize winners.<br />

Meet the eighteen companies with outstanding<br />

safety records based on low accident frequency<br />

ratios per million miles.<br />

Companies are listed according to the order<br />

that they placed within each category.<br />

36 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020


Now in its 12th year, the program continues to<br />

showcase the best fleets in the industry. These<br />

carriers constantly raise the bar when it comes<br />

to driver satisfaction, innovative programs, and<br />

superior work environment.”<br />


The 2020 winners, which are true innovators when it comes to providing<br />

outstanding workplace experience for their drivers, are:<br />


Kansas City, Missouri<br />


Green Bay, Wisconsin<br />


Winnipeg, Manitoba, Canada<br />


Billerica, Massachusetts<br />



Redmond, Oregon<br />


Cambridge, Ontario<br />


Etobicoke, Ontario, Canada<br />


Fremont, Nebraska<br />


Oklahoma City, Oklahoma<br />


Findlay, Ohio<br />


Grand Island Nebraska<br />


Superior, Wisconsin<br />



Taylor, Michigan<br />


Northwood, Ohio<br />

“<br />

Aside from being one of the most anticipated announcements<br />

in the industry, for these winners, the Best Fleets to Drive<br />

For program facilitates an image that radiates from the<br />

professional truck drivers to the leadership team at an<br />

operation. The winners feel an immense pride for this accomplishment<br />

and we’re proud to honor them, year after year.”<br />




Hudson, Illinois<br />

PRIME INC.<br />

Springfield, Missouri<br />



Milton, Ontario, Canada<br />


Knoxville, Tennessee<br />


Defiance, Ohio<br />


Aberfoyle, Ontario, Canada<br />

In addition, five companies have been identified as<br />

“Fleets to Watch” (honorable mentions) for demonstrating<br />

innovation in their driver programs:<br />


Cookeville, Tennessee<br />


St. Joseph, Minnesota<br />


Farmington, New York<br />


Tulsa, Oklahoma<br />


Springfield, Missouri<br />

This year, Motor Carrier Service LLC, has achieved<br />

the milestone of 10 consecutive years on the list.<br />

Additionally, two fleets — Prime Inc. and TLD Logistics<br />

Services, Inc. — have achieved the milestone of<br />

five consecutive years on the list.<br />

“<br />


Less than 5 million miles<br />

These awards showcase the best of our industry and set these carriers apart as truly<br />

maintaining the gold standard when it comes to protecting their drivers, their loads, their<br />

equipment, and the greater motoring public.”<br />



Wharton, Indiana<br />

2. KOOL PAK, LLC<br />

Lake Oswego, Oregon<br />


Valley, Nebraska<br />


5-14.99 million miles<br />


Nashville, Tennessee<br />


Milton, Ontario, Canada<br />


Kansas City, Kansas<br />


15-24.99 million miles<br />


Buffalo Lake, Minnesota<br />


New Hamburg, Ontario, Canada<br />


Marinette, Wisconsin<br />


25-49.99 million miles<br />


Lachine, Quebec, Canada<br />


Redmond, Oregon<br />

3. H.O. WOLDING, INC.<br />

Amherst, Wisconsin<br />


50-99.99 million miles<br />


Rougemont, Quebec, Canada<br />


Oklahoma City, Oklahoma<br />


Springfield, Missouri<br />


100 million or more miles<br />


Winnipeg, Manitoba Canada<br />

2. CFI<br />

Joplin, Missouri<br />

3. Landstar Inway, Inc.<br />

Jacksonville, Florida<br />

For the next step of the competition, the division winners will compete for two grand prizes, one in the “less than 25 million annual miles” category and one in<br />

the “25 million or more annual miles” category.<br />

For more information about TCA’s Fleet Safety Awards, including eligibility requirements and rules, visit truckload.org/Fleet-Safety-Awards.<br />

To view images from the 2018 Fleet Safety Awards presentations, visit flickr.com.<br />

TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 37

TCA<br />

Profitability<br />

Program<br />

provides<br />

stability in<br />

times of change<br />

In July 2017 the Truckload Carriers Association launched the<br />

TCA Profitability Program (TPP), a three-tiered system powered<br />

by the inGauge online platform.<br />

The program was built off the success of TCA’s benchmarking<br />

program — one that shared with truckload carriers functional<br />

composites which could increase their profitability and lower<br />

their risk profiles.<br />

A major factor in the success of the program comes from the<br />

acknowledged fact that the industry is constantly changing.<br />

“The more carriers can maintain during times of major change,<br />

the easier it is for them not only to get through these times unscathed,<br />

but to remain highly profitable,” said TCA President<br />

John Lyboldt.<br />

While the TPP program aims to help motor carriers increase<br />

their profitability, the program also offers a way to retain a skilled<br />

workforce.<br />

In December 2018, TCA launched the TPP Retention Program,<br />

which helps TCA members reduce driver turnover. Trucking industry<br />

advocate and former TCA Chairman Ray Haight spearheads the<br />

program as its retention coach.<br />

Haight’s 40-plus year tenure in the truckload industry includes<br />

over 1 million accident-free miles as a driver and owner-operator,<br />

as well as a lengthy post as president and co-owner of a 275-unit<br />

truckload carrier that reduced turnover from 120% to 20%. As a<br />

result of these efforts, his company subsequently won three TCA<br />

Fleet Safety Awards and consecutive “50 best-managed company”<br />

awards. Drawing from his diverse industry knowledge, he<br />

has developed a Carrier Retention Strategic Plan, which provides<br />

carriers a roadmap to reducing driver turnover, as well as consulting<br />

every step of the way.<br />

“I have had an undeniable and very public passion on this subject<br />

for years,” said Haight. “I truly feel that we do an injustice<br />

to the pioneers who built this industry when we do not strive for<br />

workforce excellence.”<br />

In August 2019, the TPP welcomed Trucking industry executive<br />

and former TCA Chairman Shepard Dunn to the team<br />

as a consultant.<br />

With nearly three decades of truckload experience, and the chairmanship<br />

at TCA and other industry associations, Dunn learned from<br />

his peers and collaborated about how to effectively run a business.<br />

“As a facilitator and consultant in the TPP, we can continue<br />

to have those same discussions with the goal of identifying<br />

improvement opportunities in each of the member participant<br />

companies,” said Dunn.<br />

In September 2019, the TPP announced that Stay Metrics, a<br />

provider of driver-retention tools for motor carriers, would provide<br />

TPP members with proprietary data via the inGauge online<br />

benchmarking platform.<br />

The data presented under the branding Stay Data banner,<br />

will be provided to TPP participants as part of the inGauge<br />

platform, which is managed by FreightWaves®.<br />

Stay Metrics will provide regular updates to the benchmarking<br />

data and highlight key insights that will be of interest<br />

to carriers seeking to remain competitive in the driverlabor<br />

market.<br />

Additionally, in December 2019 the TPP not only hosted its<br />

inaugural TPP Summit, an immersive event that provided an<br />

opportunity to take an in-depth look at the cutting-edge strategies<br />

carriers are utilizing to navigate today’s freight market,<br />

but it also announced the formation of a new data group. More<br />

than 100 TCA members and prospects attended the informative<br />

event; the Second Annual TPP Summit is planned for Oct. 30<br />

in Dallas.<br />

In December 2019, TPP announced the formation of the TPP<br />

Data Analytics Group. This unique group will be sponsored by<br />

McLeod Software, and meetings will be held semi-annually<br />

at McLeod’s headquarters in Birmingham, Alabama. The first<br />

group meeting will be held April 23-24.<br />

The group was conceived based on feedback from TPP members<br />

that have expressed the need to properly leverage the vast<br />

amounts of data generated by their companies and the industry<br />

to determine better pricing, operations, and safety-related decisions<br />

for their businesses.<br />

Additionally, members are continually presented with the<br />

Top, opposite page: TCA Profitability Program (TPP) TC-03 Best Practice Group participants collaborate at the Super T Transport, Inc. terminal in Idaho<br />

Falls, Idaho. Bottom, opposite page: Trucking Industry Advocate and Former TCA Chairman Ray Haight leads a discussion at the inaugural TCA Profitability<br />

Program Summit in December 2019. Haight spearheads the program as its retention coach.<br />

38 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

challenge of either building internal solutions (e.g. software<br />

or business intelligence) or utilizing existing external vendors<br />

or services. As a by-product of the group, members will be<br />

provided with a framework for vetting and commencing data<br />

and technology projects.<br />

The new group will assemble TPP member employees in<br />

business intelligence, analytics, and information technology,<br />

with these underlying objectives:<br />

Role Education and Development<br />

• Understanding the role of data and technology in today’s<br />

trucking and logistics industries;<br />

• Roles (and actual role descriptions) in data and technology;<br />

and<br />

• Continuing education and role development.<br />

Project Management<br />

• Best practices for managing new data and technology projects;<br />

and<br />

• Software and tools for managing projects, tasks, and bug fixes.<br />

Vendor/Service Specific Best Practices<br />

• Device and vendor-specific best practices; and<br />

• Leveraging data and services from external vendors to improve<br />

internal operations.<br />

Data Access and Control<br />

• Business intelligence/visualization best practices; and<br />

• Build it or buy it: Continuous discussions/debates about<br />

building software/services internally or purchasing external<br />

software/services.<br />

“Based on discussions with a significant number of both<br />

TPP members and others in the industry, the purpose of this<br />

group may be one of the most significant individual objectives<br />

in transportation,” said TPP Program Manager Chris Henry.<br />

“There is a wide disparity among carriers with respect<br />

to technological sophistication. There is also a<br />

direct correlation between high technological<br />

sophistication and improved profit margins.<br />

This group will be a member-driven way<br />

to reduce this disparity.”<br />

To learn more, contact TPP Program<br />

Manager Chris Henry at<br />

chris@tcaingauge.com.<br />

To learn more about<br />

all TPP events, visit<br />

truckload.org.<br />

TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 39

MARCH/APRIL | TCA 2020<br />

Member Mailroom<br />

How can TCA membership help me advance my career?<br />

TCA’s Truckload Academy is committed to the professional<br />

development of members and the industry at large and has<br />

revamped its Certificate of Fleet Management (CFM) Program.<br />

If you or someone you know is interested in gaining further<br />

knowledge of what it takes to be a highly-effective leader in<br />

our industry, consider signing up for this program. In 2020,<br />

demonstrate your dedication to excellence.<br />

The CFM program is intended for:<br />

• Fleet Managers;<br />

• Driver Managers;<br />

• Dispatchers;<br />

• Managers of Operations;<br />

• Customer Service Representatives;<br />

• Planners;<br />

• Front-Line Multi-Taskers;<br />

• Managers of Front-Line Managers; and<br />

• Professional Truck Drivers<br />

In three easy steps you can earn a Certificate of Fleet<br />

Management.<br />

1. Purchase;<br />

2. Complete eight-session program; and<br />

3. Pass the required assessments after each module.<br />

TCA member Christenson Transportation, Inc., a for-hire<br />

trucking company headquartered in Stafford, Missouri, has<br />

encouraged nearly 50 employees to complete the CFM program<br />

over the years, the most by one single carrier to date.<br />

“The program is available on a user-friendly platform that was<br />

easy to navigate and complete within a reasonable amount of<br />

time,” shared Christenson’s Customer Service Representative<br />

Greg Potter. “The safety, compliance, and maintenance portions<br />

are particularly useful for those who are newer to the industry<br />

and should help them understand those things in relationship to<br />

success and profitability.”<br />

Christenson’s Director of Business Intelligence Brent Ellis, CTB<br />

CFM agreed.<br />

“This is a great program for anyone in the transportation<br />

industry regardless of their level of experience,” he said.<br />

“The information is clear and provokes thought for any person<br />

striving to improve their performance and the performance<br />

of their drivers,” added Christenson’s Director of Operations<br />

Lonnie Marshall, CTB.<br />

The program offers a flat fee for a recurring monthly<br />

subscription to the content, allowing unlimited users at your<br />

company to complete the program at their own pace.<br />

The monthly license is $299 for TCA Member companies<br />

and $399 for non-members of TCA.<br />

To view an informative brochure, or sign up, visit<br />

truckload.org/CFM.<br />

40 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020


SMALL<br />



TALK<br />

Highway Angels<br />

Professional truck drivers Stafford Albertson, Warren Brownlee, Robert<br />

Digrazia, Charles Jasewicz, Linden O’Donnell, and Charles Vos have been<br />

named Highway Angels by the Truckload Carriers Association for heroic actions<br />

while on the job.<br />

Albertson, who drives for Network Transport of Chattanooga, Tennessee,<br />

was recognized for helping at the scene of a serious accident involving a van<br />

and two trucks.<br />

Albertson was about 70 miles outside Shreveport, Louisiana, one morning<br />

last October when he heard a report over the CB radio that there was a bad<br />

wreck ahead of him involving a van and two trucks. It was just after 8 a.m.<br />

and there was some traffic congestion.<br />

As he approached the scene, Albertson could see a woman standing off<br />

to the side in the grass. One of the trucks, a box truck with a sleeper, was<br />

on its side.<br />

“The cab was mangled,” recalled Albertson. “The door had been torn off<br />

and the driver had been ejected. Someone was already helping him. Then<br />

someone said there was another man in the cab in the sleeper. I could hear<br />

him in there moaning.”<br />

Without a moment to spare, Albertson crawled inside the wreck.“All I<br />

could see were his legs.” The man was buried under debris, including the<br />

panels of the truck. A small microwave and mattress had landed on him.<br />

“He must have been asleep at the time of the accident,” said Albertson,<br />

who assured the man that help was on the way as he worked to dig<br />

him out. Albertson was finally able to free the man and help him get out<br />

of the truck.<br />

“He was covered in scrapes and cuts but was able to stand,” he said.<br />

By now the sheriff had arrived and Albertson heard they were bringing<br />

in a Life Air Rescue helicopter. However, there was a problem. The box<br />

truck had been carrying paint cans which were now strewn all about.<br />

“I knew those paint cans would become like shrapnel when the<br />

helicopter came in, so we needed him to land where no one would be<br />

too close,” he said. Albertson told the sheriff he had been a combat life<br />

saver in the military and had experience helping land helicopters. He<br />

helped ensure the pilot made a safe landing. One of the truck drivers was<br />

then airlifted. Albertson is hopeful everything turned out ok.<br />

Brownlee, who drives for ABF Freight System of Fort Smith, Arkansas,<br />

was honored for stopping to assist young motorists who lost control of<br />

their vehicle on a busy highway.<br />

One evening shortly after Thanksgiving last year, Brownlee was heading<br />

out of Dallas on his way to Little Rock, Arkansas. It was dark and rainy,<br />

and the roads were a little slick. He had only gone a couple miles when<br />

he came around a curve and saw a black pickup disabled and sitting<br />

sideways in the far left lane. The truck’s rear end was butted up against<br />

the median, and the passenger side was facing oncoming traffic with its<br />

nose extending into the middle lane.<br />

“It was a black truck on a black night on black pavement,” shared<br />

Brownlee. “I realized someone was going to hit them.” He slowed and<br />

carefully positioned his tractor and the two trailers he was hauling in a<br />

modified serpentine, or “S,” configuration to protect the pickup and the<br />

two occupants who were standing outside the truck. He then called 911.<br />

The driver of the pickup was a young male who was with his girlfriend.<br />

They looked to be just 16 or 17 years old. The young man thanked Brownlee<br />

for stopping, and shook his hand. He said he had lost control on the<br />

slick pavement. Brownlee was impressed by the young man’s gesture.<br />

The driver’s father arrived a short while later and also thanked Brownlee<br />

for stopping and helping. In doing so, he was able to prevent the situation<br />

from becoming far worse. Brownlee is humble about what he did.<br />

“I would hope that if it were my kid, that someone would stop and help<br />

them,” he said. For him, the situation struck a chord of knowingness. His own<br />

daughter was killed a couple years ago in a traffic accident. The other driver<br />

was allegedly under the influence of a chemical substance.<br />

Digrazia, who drives for ABF Freight System Inc. of Fort Smith, Arkansas,<br />

was honored for his actions in extinguishing a vehicle fire and ensuring the<br />

safety of the young driver.<br />

On the evening of Sept. 10, 2019, he was on his way to pick up freight<br />

in Bradenton, Florida. This is a routine route that takes him through a twolane<br />

residential area near the Sarasota service center. However, as Digrazia<br />


TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 41

TALK<br />


SMALL<br />



TALK<br />

approached the terminal, he saw a car stopped in the roadway with small<br />

flames coming from the driver’s door. Digrazia pulled up next to the vehicle<br />

and saw that the driver, a very young woman — probably in her late teens<br />

— was still inside. The flames appeared to be coming from the inside door<br />

panel. He rolled down his passenger side window and yelled for her to get out<br />

of the car, fearing she was in shock and didn’t know what to do. There was<br />

little time to spare, so Digrazia set the brakes, grabbed his fire extinguisher,<br />

and found that the driver’s door was now engulfed in flames. Remarkably, the<br />

young woman had managed to kick her door open and escape. Since there<br />

was no shoulder, Digrazia directed her to stand away from the vehicle while<br />

he worked to extinguish the flames.<br />

“She was pretty frantic,” he recalled. He assured the young driver that she<br />

was safe and everything was all right and helped the shaken woman call her<br />

father and 911.<br />

He then looked over her vehicle and resprayed the door as well as underneath.<br />

Digrazia was dismayed that no one else stopped to help.<br />

“Other drivers were just blowing their horns at us,” he said. Cars<br />

started driving between the young woman’s car and Digrazia’s truck, so<br />

he knew he had to move in order to minimize further risk. But first he<br />

reassured the young woman that everything was OK. He knew her father<br />

was on his way so he decided the best thing he could do, since there was<br />

no shoulder, was to get back in his truck and move along so that he was<br />

no longer blocking traffic. He is relieved the young woman wasn’t hurt.<br />

And, he says he won’t hesitate to stop again if he sees someone on the<br />

road in need of assistance.<br />

Jasewicz, who drives for H.O. Wolding of Amherst, Wisconsin, was recognized<br />

for stopping to help a motorist who was ejected during a vehicle<br />

rollover and then pinned under his vehicle.<br />

One early morning in November 2019, he was driving through New Mexico<br />

with a load bound for Lebanon, Tennessee. He regularly drives this route<br />

through the desert and was 10 miles outside Tucumcari when he saw what<br />

looked to be an abandoned vehicle a short distance off the road, a common<br />

occurrence.<br />

“I usually don’t stop for anything in the desert,” said Jasewicz. “I’ve been<br />

driving 20 years, and you see a lot of abandoned cars out there.” He was<br />

going to pass it by. But when he looked again, he saw legs moving from<br />

underneath the four-door sedan.<br />

“It looked like he had crossed over the median, lost control, and ran off<br />

the road,” he said.<br />

Jasewicz figured the vehicle must have rolled and ejected the driver and<br />

then landed on him with its wheels on the ground. Jasewicz quickly pulled<br />

to the shoulder and ran to the vehicle. “The driver was kicking his legs and<br />

yelling for help,” he said. “He was dead center under the car. The engine was<br />

still running and the exhaust pipe was resting on his neck, burning him. He<br />

was screaming that he couldn’t breathe.”<br />

Jasewicz quickly turned the engine off and then looked for a jack but<br />



couldn’t find it. The contents of the vehicle were strewn all over. He knew<br />

he couldn’t lift the car by himself. He’s thankful a team of Old Dominion<br />

Freight Line drivers pulled over. They worked with Jasewicz to lift the car<br />

enough to wedge the spare tire under the bumper to lift the exhaust pipe<br />

off the trapped man.<br />

Jasewicz said it took 30 minutes for emergency responders to arrive.<br />

They then deployed air bags so they could pull the driver out. Jasewicz was<br />

understandably worried about the man’s fate. He called the area hospital that<br />

night and learned that, thankfully, the driver was expected to survive.<br />

O’Donnell, a professional truck driver with Challenger Motor Freight of<br />

Cambridge, Ontario, Canada, was honored for stopping to assist motorists<br />

following a highway collision that resulted in a vehicle fire.<br />

It was 4:30 a.m., August 21, 2019, and O’Donnell was westbound on I-280<br />

(Essex Freeway) near Harrison, New Jersey. He was in the right-hand lane<br />

when a vehicle passed him going 60-65 mph. About 500 feet ahead, a stalled<br />

SUV was sideways in the left lane, in the path of the passing vehicle. However,<br />

O’Donnell could see the driver was making no evasive maneuvers to avoid<br />

the stalled vehicle and slammed into it, T-boning it. “I could hear the impact,”<br />

he said. Thankfully, the occupants of the SUV were standing on the shoulder,<br />

away from their vehicle. O’Donnell pulled over, grabbed his reflective jacket,<br />

and ran over to the scene.<br />

“It was crazy,” said O’Donnell. There were five people in the second<br />

vehicle.<br />

“The driver appeared to be incoherent and impaired, and some of the passengers<br />

looked like they had broken noses,” O’Donnell said. He managed to<br />

open one of the doors and then saw flames flickering from under the hood of<br />

the vehicle. He ran back to his truck for a fire extinguisher and quickly worked<br />

on the flames so everyone could get out.<br />

O’Donnell stayed on the scene until first responders arrived. He learned<br />

that the stalled SUV had been involved in a one-vehicle accident farther back<br />

and 911 had already dispatched police.<br />

O’Donnell’s only been driving a couple months but has been around the<br />

industry for quite some time.<br />

“My dad drove for several years and I saw how much he liked it, so I started<br />

doing truck repair and mobile repairs,” he said. Then I found Challenger<br />

and heard they had an excellent program for new drivers.” Thinking back on<br />

the accident he witnessed, he says there’s no way he wouldn’t have stopped.<br />

“It was very reactive,” he said. “I had to do this. It could have been really bad.”<br />

Vos, a professional truck driver with Bison Transport of Winnipeg, Manitoba,<br />

Canada, was recognized for helping free an unconscious truck driver<br />

from his burning truck.<br />

Vos had just turned onto I-335, the Kansas Tollway, near Emporia, Kansas,<br />

when he saw a fire in the distance. “In Kansas they do a lot of range burning,”<br />

said Vos. “I thought it was a farmer’s tractor on fire.”<br />

Vos’ wife, Reynette, often travels with him. As they got closer, they realized<br />

it was a truck, and Reynette told Charles she could see someone in the cab.<br />

Vos immediately pulled over and grabbed a fire extinguisher. The two<br />

rushed over to the burning truck, but the fire was too advanced.<br />

“An older gentleman was trying to get into the cab to free the driver, who<br />

was unconscious,” said Vos.<br />

Two other motorists stopped and rushed over as well. Vos later learned<br />

they were an off-duty police officer and his wife, who was a nurse. The officer<br />

struggled to cut the driver’s seat belt, and then asked Vos to help get the man<br />

out of the cab. Although the flames were rapidly spreading, they hadn’t yet<br />

reached the driver’s side of the cab.<br />

“We dragged him up the ditch to the shoulder, maybe 50 yards away,”<br />

shared Vos. A few seconds later, the truck was fully engulfed in flames. The<br />

driver was in respiratory arrest and was bleeding from the mouth.<br />

“The nurse and I took turns doing chest compressions as her husband<br />

went to grab a first-aid kit,” said Vos. Meanwhile, Reynette tried to direct<br />

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traffic away from the shoulder where they were working on the driver. It<br />

took 40 minutes for a state trooper to arrive.<br />

“He had a breathing apparatus with him so the nurse could safely start<br />

breathing into his mouth,” he said. It was another 10 minutes before an ambulance<br />

and the fire brigade arrived. Vos shared with TCA that the man did<br />

regain consciousness during that time.<br />

“We don’t know if he survived or not. We did as much as we could.”<br />

“We wonder about his family,” shared Reynette. “It’s a heart-wrenching<br />

situation just thinking of the family at home. We want to give our Heavenly<br />

Father all the honor, because a lot of things could have gone wrong that day,<br />

and He was the one that protected all of us at the scene.”<br />

For their willingness to assist in a time of need, TCA has presented the<br />

Highway Angels with certificates, patches, lapel pins, and truck decals. The<br />

Highway Angels’ employers have also received a certificate acknowledging<br />

their good deeds.<br />

Since the program’s inception in August 1997, nearly 1,300 professional<br />

truck drivers have been recognized as Highway Angels for the exemplary<br />

kindness, courtesy, and courage they have displayed while on the job. Epic-<br />

Vue sponsors TCA’s Highway Angel program.<br />

Truckload 2020: Orlando Happenings<br />

The Truckload Carriers Association returns to warmer weather for its 82nd<br />

Annual Convention — Truckload 2020: Orlando — at the Gaylord Palms in<br />

Kissimmee, Florida, from Feb. 29 to Mar. 3.<br />

Having positioned the Association with convention themes over the past<br />

three years — 2017’s “We Are Truckload We Are One,” 2018’s “The Future<br />

of Truckload,” and 2019’s “Truckload Strong” the theme for the upcoming<br />

convention is simple: “Truckload 2020” with subsequent themes including<br />

“Truckload 2021” next year and “Truckload 2022” the following year.<br />

As was the case for the first time in 2019, TCA has removed its longstanding<br />

Wednesday-morning session.<br />

All attendees are encouraged to arrive on-site Saturday, Feb. 29 for the<br />

Kickoff Reception at Wreckers Sports Bar Veranda on the Coquina Lawn. Network<br />

and learn more about Ambassador Club members, Rigsters, and new<br />

members during the event. Two invitation-only events — an Officers Meeting<br />

and the Past Chairman’s Dinner — will also be held Saturday.<br />

Want to learn more about the Association’s programs, contests, and initiatives?<br />

Committee meetings are scheduled the morning of Sunday, Mar. 1,<br />

with popular Trucking in the Round sessions at 12:30 p.m. and 2 p.m.<br />

Truckload Carriers President John Lyboldt will deliver his president’s<br />

address in the morning session, March 3.<br />

Additional Trucking in the Round sessions are scheduled for 12:45 to 2<br />

p.m. on Monday, Mar. 2, and 1 to 2:15 p.m. on Tuesday, Mar. 3.<br />

Trucking in the Round topics this year are:<br />

• Are You Attracting Women to Your Fleet?;<br />

• Non-Trucking Engagement and Retention Tools;<br />

• Creating a Winning Orientation Strategy;<br />

• Using Research on Driver Commitment to Improve Retention with an<br />

Emphasis on New-to-You Drivers;<br />

• Driver Feedback as Reputation Management: Take Control of Your Carrier’s<br />

Online Identity;<br />

• Bridging the Knowing-Doing Gap to Profitability;<br />

• How the Class 8 Cycle Drivers Freight Rates;<br />

• Using Technology to Improve Safety Within Your Organization and Effectively<br />

Conveying Those Improvements to Your Insurance Carrier;<br />

• Are You Using the Right Coverage for Your Independent Contractors?;<br />

• Get DISC Connected;<br />

• 2020 Best Fleets to Drive For: Statistics, Trends, and Innovations;<br />

• Building a Battleplan to Survive AB5 and the ABC Test;<br />

• Fraudulent Workers’ Compensation Claims;<br />

• Simplify Your Office Through AI;<br />

• Assuring the Successful Continuation of Your Privately Owned Trucking<br />

Company;<br />

• Autonomy in Heavy-Duty Vehicle Environments;<br />

• Practical Applications to Manage Driver Fatigue Risk;<br />

• New Ways Technology is Moving More with Less; and<br />

• Security Logistics — Cargo Theft, Supply Chair and Loss Prevention<br />

Solutions.<br />

Be sure to attend Sunday’s afternoon panel discussion — “Practical Approaches<br />

to Nuclear Verdicts — which includes insight from American Transportation<br />

Research Institute’s Daniel Murray; Schenider’s National Outside<br />

Counsel Clay Porter; Montgomery, Rennie, Jonson Law Firm’s Doug Rennie;<br />

and Legal Communications Consulting’s Charli Morris.<br />

Eager to see new products and services? Head to the exhibition hall Sunday<br />

afternoon to peruse more than 100 booths and take part in a reception.<br />

Other exhibit hours Monday are 10:15 a.m. to 12:30 p.m. and Tuesday<br />

10:30 a.m. to 12:30 p.m. with lunch and refreshments during that time.<br />

The first general session is Monday from 8:15 to 10 a.m. and will feature<br />

the annual chairman’s address by TCA Chairman and CEO of Earl L. Henderson<br />

Trucking Company Inc.’s Josh Kaburick and the keynote address by<br />

former Major League Baseball’s Iron Man and Hall of Fame member Cal<br />

Ripken Jr.<br />

Thanks to International Trucks, attendees will hear from Ripken, who<br />

spent 21 years playing major-league baseball — all with the Baltimore Orioles<br />

— and set standards for achievement that are unlikely to be surpassed.<br />

During his career, Ripken compiled 3,184 hits, 431 home runs, and 1,695<br />

RBIs, and he won two Gold Glove Awards for his defensive play. He was a<br />

19-time All-Star and was twice named American League Most Valuable Player.<br />

Ripken holds the record for consecutive games played, 2,632, surpassing<br />

Lou Gehrig’s streak of 2,130 that stood for 56 years — a record many<br />

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deemed unbreakable. Inducted into the National Baseball Hall of Fame with<br />

the third highest vote percentage of all time, Ripken’s compelling presentations<br />

share lessons of perseverance from the baseball diamond to business,<br />

what it takes to become an “Iron Man” in your own business, and the eight<br />

keys to success in business, from leadership to loyalty.<br />

Monday at 2:15 p.m. there will be a panel discussion on “Leadership Transition<br />

from Today’s Executives” featuring Diamond Transportation System<br />

Inc’s President Jon Coca; Veriha Trucking Inc.’s President Karen Smerchek;<br />

Wilson Logistics’ Vice President Kameron Wilson and TCA’s Vice President of<br />

Government Affairs David Heller.<br />

The Tuesday-morning general session at 8:15 will include the president’s<br />

address by TCA President John Lyboldt and remarks by incoming TCA Chairman<br />

and CEO and President of Cargo Transporters Inc.’s Dennis Dellinger.<br />

Thanks to Pilot Flying J, Tuesday morning’s featured speaker will be Curt<br />

Cronin, who served as a Navy SEAL for 19 years.<br />

Cronin was deployed 13 times and spent more than four years overseas.<br />

In that time, living and working in an environment where milliseconds made<br />

the difference between life and death and winning and losing, he honed his<br />

talent as a catalyst for transformation and rose to eventually lead the nation’s<br />

premier SEAL assault force. As a SEAL leader, he maximized his team’s<br />

effectiveness by forging unique and unlikely alliances. He transformed an<br />

offensive unit of Navy SEALs into a defensive presidential protection unit in<br />

the midst of combat. Cronin single-handedly created the model for multidisciplinary<br />

counter-terrorism operations out of a widely disparate patchwork<br />

of organizations as part of an Embassy team in the Middle East. Cronin’s<br />

experiences as a SEAL reinforced his fundamental belief that the competitive<br />

edge for any organization in the information age is neither technology nor<br />

information; rather, it is the unparalleled power of an aligned team. In his<br />

presentations, Cronin addresses the art of leadership, organizational change<br />

for the information age, and the talent of harnessing your own courage and<br />

heroism to inspire and empower individuals and teams.<br />

A major feature of the Tuesday-morning session will be an appearance by<br />

Federal Motor Carrier Safety Administration’s Acting Administrator Jim Mullen,<br />

who is responsible for providing executive leadership and expert guidance<br />

on policy matters.<br />

He will cover the following in his address:<br />

• Reversing the four-year trend of increased fatalities involving large<br />

trucks;<br />

• Potential changes to the Hours of Service regulations;<br />

• The Drug and Alcohol Clearinghouse; and<br />

• The FMCSA’s new study to identify factors to all FMCSA reportable large<br />

truck crashes.<br />

The business portion of the convention closes Tuesday at 2:30 p.m. with a<br />

panel discussion on “Current and Future State of Truckload” with TCA Profitability<br />

Program (TPP) Program Manager Chris Henry; TPP Program Director<br />

Jack Porter; and FreightWaves Chief Insight Officer Dean Croke.<br />

The convention will conclude Tuesday night with the closing banquet,<br />

where the Driver of the Year Contest grand prize winners and Fleet Safety<br />

Award category winners will be announced.<br />

For more information about Truckload 2020: Orlando or to register, visit<br />

tca2020.com.<br />

2020 The Wall That Heals Tour<br />

The Vietnam Veterans Memorial Fund (VVMF) has announced “The Wall<br />

That Heals” national tour schedule for 2020. The exhibit includes a threequarter<br />

scale replica of Washington’s Vietnam Veterans Memorial along with<br />

a mobile education center. The 25th season of The Wall That Heals began<br />

February 20 in Marco Island, Florida, and will visit 35 communities throughout<br />

the year.<br />

“We received more than 100 applications to host The Wall That Heals in<br />

2020, and we are excited to announce the cities that we’ve selected as hosts<br />

for our 25th touring season,” said VVMF President and CEO Jim Knotts. “The<br />

Wall That Heals mobile exhibit replicates ‘The Wall’ experience in Washington,<br />

D.C., and provides veterans and their family members the chance to visit it in<br />

their own communities.”<br />

The Wall That Heals is sponsored by USAA and is transported thousands of<br />

miles across the country each year through a partnership with the Truckload<br />

Carriers Association and the trucking industry.<br />

Those interested in transporting the mobile education center have been<br />

contacting the VVMF organization to sign up, but routes remain available. This<br />



The Wall That Heals mobile exhibit replicates “The Wall” experience<br />

in Washington, D.C., and gives veterans and their family members the<br />

chance to visit it in their own communities.<br />

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year, The Wall That Heals will visit communities across the U.S., and the following<br />

six transportation origination and destination points are in need of<br />

sponsors:<br />

• Garner, North Carolina to Grundy, Virginia in April;<br />

• Bedford, Pennsylvania to Nahant, Massachusetts in July;<br />

• Townsend, Massachusetts to Middletown, New York in August and<br />

September;<br />

• Middletown, New York to Evansville, Indiana, in August and September;<br />

• La Pine, Oregon to Corona, California in October; and<br />

• Pinetop-Lakeside, Arizona to San Antonio, Texas, in October and<br />

November.<br />

Those interested in transporting can visit vvmf.org.<br />

The Wall That Heals 2020 tour schedule is below. TCA members are encouraged<br />

to visit.<br />

Marco Island, Florida — Feb. 20–Feb. 23; Garland, Texas — Feb. 27–<br />

Mar.1; Del Rio, Texas — Mar. 5–Mar. 8; Ashland, Mississippi — Mar. 12– Mar.<br />

15; Charlotte, N.C., — Mar. 19–Mar. 22; New Bern, N.C. — Mar. 26–Mar. 29;<br />

Boydton, Va. — Apr. 2–Apr. 5; Garner, N.C. — Apr. 16–April 19; Tunkhannock,<br />

Pennsylvania — Apr. 30–May 3; Belvidere, Illinois — May 7–May 10.<br />

Findlay, Ohio — May 14–May 17; Columbus, Ohio — May 22–May 25;<br />

Riverview, Michigan — May 28–May 31; Winchester, Indiana — June 4–<br />

June 7; Harrison, Ohio — June 11–June 14; Chisholm, Minnesota — June<br />

25–June 28; Tama, Iowa — July 2–July 5; Wheaton, Illinois — July 9–July<br />

12; Clinton Township, Michigan — July 16–July 19; Bedford, Pennsylvania<br />

— July 23–July 26; Nahant, Massachusetts — July 30–Aug. 2; Norwalk,<br />

Connecticut — Aug. 6–Aug. 9; Champlain, New York — Aug. 13–Aug. 16;<br />

Townsend, Massachusetts — Aug. 20–Aug. 23; Middletown, New York —<br />

Aug. 27–Aug. 30; Evansville, Indiana — Sept. 10–Sept. 13; Marysville, Kansas<br />

— Sept. 17–Sept. 20; Blackfoot, Idaho — Sept. 24–Sept. 27; Longview,<br />

Washington — Oct. 1–Oct. 4; La Pine, Oregon — Oct. 8–Oct. 11; Corona,<br />

California — Oct. 15–Oct. 18; Hawaiian Gardens, California — Oct. 29–Nov.<br />

1; Pinetop-Lakeside, Arizona — Nov. 5–Nov. 8; San Antonio, Texas — Nov.<br />

12–Nov. 15; and Cabot, Arkansas — Nov. 19–Nov. 22.<br />

Employee Promotion and Hiring<br />

The Truckload Carriers Association has added Gabrielle Blair to its skilled<br />

workforce and announced the promotion of Zander Gambill.<br />

Effective Jan. 1, Gambill has been promoted to vice president of membership<br />

& outreach. He started with TCA in July 2018 as director of membership<br />

and outreach and has helped grow TCA’s efforts in the area over the past<br />

year and a half. Gambill will now oversee TCA’s marketing and communications,<br />

all associate member revenue channels, and continue his role in the<br />

membership department.<br />

“Zander’s passion, work ethic, and ability to develop relationships has already<br />

benefited the membership in so many ways,” said TCA President John<br />

Lyboldt. “He earned this promotion, and I’m excited to see him bring even<br />

more value to TCA and its membership in his expanded role.”<br />

Blair, TCA’s new educational coordinator, brings to TCA extensive nonprofit<br />

management experience in areas of education and member support. Blair<br />

comes to TCA most recently from the Mortgage Bankers Association and the<br />

Association of American Medical Colleges, both headquartered in Washington,<br />

D.C.<br />

She is currently completing her bachelor’s degree at the University of the<br />

District of Columbia with a major in business administration.<br />

“We are pleased that Gabrielle has joined the TCA team,” said Lyboldt.<br />

“Her experience, skills, and personal interest in supporting individuals who<br />

are engaged in TCA’s educational programs will provide the exceptional<br />

member experience we are looking for.”<br />

TCA Supports Anti-Trafficking Effort<br />

On Jan. 28, Truckload Carriers Association staffers attended the U.S. Department<br />

of Transportation’s “100 Pledges in 100 Days” event that focused<br />

on combating human trafficking in the transportation sector. Hundreds of attendees<br />

filled the DOT’s West Building Atrium in Washington to support the<br />

cause.<br />

The event featured remarks by Secretary of Transportation Elaine Chao;<br />

Truckers Against Trafficking Executive Director Kendis Paris; Rep. Henry<br />

Cuellar, D-Texas; First Lady of Georgia Marty Kemp; Rep. Chris Smith, R-N.J.;<br />

and Attorney General Sean Reyes of Utah.<br />

“Human trafficking generates more than $150 billion in illegal profit every<br />

year,” said Cuellar He shared daunting insights, as his district is home to the<br />

third-largest port of entry in the United States.<br />

TCA signed the DOT’s Transportation Leaders Against Human Trafficking<br />

(TLAHT) pledge, which outlined numerous ways in which partners in the<br />

transportation sector can unite efforts and help eliminate human trafficking.<br />

“The Truckload Carriers Association is committed to empowering our<br />

stakeholders to work jointly to put an end to human trafficking,” said TCA<br />

President John Lyboldt. “It’s important that we, as an industry, utilize programs<br />

such as Truckers Against Trafficking.”<br />

Those interested in joining the anti-trafficking effort may go online to<br />

transportation.gov/TLAHT to learn more.<br />



At a U.S. Department of Transportation’s recent news conference,<br />

Secretary of Transportation Elaine Chao encouraged hundreds of<br />

policy and transportation stakeholders to continue the fight against<br />

human trafficking.<br />

TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 45



MARCH 2020<br />

>> Feb. 29-Mar. 3 — TCA’s 82nd Annual Convention<br />

— Truckload 2020: Orlando, Gaylord Palms Resort and<br />

Convention Center, Kissimmee, Florida<br />

JUNE 2020<br />

>> June 7-9 — 39th Annual Safety & Security Meeting,<br />

Louisville Marriott Downtown Hotel, Louisville, Kentucky<br />

JULY 2020<br />

The Truckload Carriers<br />

Association welcomes<br />

companies that<br />

joined our association in<br />

December and January.<br />

December 2019<br />

Smith & Solomon<br />

Truck Driving School<br />

Nova Lines<br />

Paul Transportation<br />

Chemical Bank<br />

Goggin Cold Haul<br />


>> July 15-17 — 37th Annual Refrigerated Meeting,<br />

Grand Traverse Resort & Spa, Acme, Michigan<br />

SEPTEMBER 2020<br />

>> Sept. 22 — Fall Business Meeting, Washington, D.C.<br />

>> Sept. 23 — Call on Washington, Washington, D.C.<br />

NOVEMBER 2020<br />

>> Nov. 18 — Bridging Border Barriers, Lionhead Golf Club<br />

and Conference Centre, Brampton, Ontario, Canada<br />

For more information or to register for the events, visit<br />

truckload.org/Upcoming-Events or contact TCA at (703)<br />

838-1950.<br />

January 2020<br />

ISB Global Services<br />

Magnum Ltd<br />

Open Road Partners<br />

Coast to Coast<br />

Recruiting<br />

Minimizer<br />

Paul Miller Trucking<br />

Lean Staffing<br />

JOST International<br />

Reliance Partners<br />

Higginbotham<br />

Insurance Agency<br />

Transport Specialty<br />

Underwriters<br />

Givens Transportation<br />

Consolidated Metco<br />

CDL Legal<br />

NFP Corp<br />

vHub a division of<br />

Finloc 2000<br />

Penske Truck Leasing<br />

Vertical Alliance<br />

ISAAC Instruments<br />

Phoenix Capital Group<br />

Propel<br />

KKW<br />

GTS Transportation<br />

Cover Graphic:<br />

Truckload Carriers Association<br />

Additional magazine photography:<br />

Arkansas DOT: P.9<br />

Associated Press: P 6, 7<br />

iStock: P. 3, 6, 8, 10, 16, 17, 18, 19, 20, 21, 22, 23, 34, 35<br />

Linda Q Photography: P. 26, 29, 30<br />

Richard Dalton Photography: P. 3, 24, 25, 28<br />

TCA: P. 3, 10, 16, 36, 33, 39, 40, 41, 42, 43, 44, 45<br />

U.S. Senate: P. 11, 12, 13<br />

46 TRUCKLOAD AUTHORITY | www.Truckload.org


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