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HIGHWAY ANGELS | CAPITOL RECAP | Truckload LIVE DISTANCE LEARNING
OFFICIAL PUBLICATION o f t h e Truckload Carriers Association
MARCH/APRIL 2020
What you need to know about TCA’s 82nd Annual Convention
Page | 6
The road ahead
New legislation could rebuild
nation’s infrastructure.
Page | 16
CBD caution
It’s legal but is consumption
safe for truck drivers?
Page | 20
It’s no bull
Can oxen really be blamed
for all those tolls?

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MARCH/APRIL | TCA 2020
President’s Purview
A Heart for Trucking
It’s hard to believe that it’s been four years since I took the helm of the
Truckload Carriers Association.
After 35 years of serving the automobile-dealer industry, I was eager for
a change. When I first joined TCA, I was warned that trucking had a way
of “getting in your blood.” I can now confirm that trucking is pulsing through
my veins.
In a recent Truckload Indexes article, I took the opportunity to reflect
upon my time at TCA, the relationships I’ve formed with people — from carriers
to vendors throughout North America — and even shared key characteristics
of mature industries. I encourage you to give it a read and share
your thoughts with me.
I urge you to attend TCA’s 82nd Annual Convention — Truckload 2020:
Orlando, and I thank all who have already registered. This event presents
the opportunity to network and collaborate with like-minded executives who
are seeking solutions and leave with concrete takeaways for you to use
within your operation.
During the event, set for Feb. 29 through Mar. 3, we’re excited to have
Federal Motor Carrier Safety Administration’s Acting Administrator Jim
Mullen; baseball’s “Iron Man” and Hall of Famer Cal Ripken Jr.; Navy SEAL
and dynamic speaker Curt Cronin; panel discussions featuring industry executives;
and more.
To learn more about Truckload 2020: Orlando, visit tca2020.com. This
is Truckload’s premier event, where trucking professionals come to learn,
network, and make lasting relationships.
As in my Truckload Indexes article, I’ll close with the importance of doubling
down on your personal relationships in this industry, and on the customers
that value your service, your drivers, your knowledge, and most
importantly, your time.
In 2020, let’s go against the grain and be different. Let’s be
#TruckloadStrong.
John Lyboldt
President
Truckload Carriers Association
jlyboldt@truckload.org
John Lyboldt
PRESIDENT’S PICKS
An Upward Trajectory
Chairman Josh Kaburick says all
signs pointing up for TCA
Page 24
Adventurous Expeditions
Take time away from the convention for
some fun and relaxation
Page 34
Stability in Times of Change
TCA Profitability Program
achieves high success rate
Page 38
TCA 2020 www.Truckload.org | Truckload Authority 3

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Fax: (703) 836-6610
CHAIRMAN OF THE BOARD
Josh Kaburick, CEO
Earl L. Henderson Trucking Company, Inc.
MARCH/APRIL 2020
PRESIDENT
John Lyboldt
jlyboldt@truckload.org
VP - OPERATIONS AND EDUCATION
James J. Schoonover
jschoonover@truckload.org
MANAGER - GOV’T AFFAIRS
Kathryn Sanner
ksanner@truckload.org
FIRST VICE CHAIR
Dennis Dellinger, President and CEO
Cargo Transporters, Inc.
SECOND VICE CHAIR
Jim Ward, President and CEO
D.M. Bowman, Inc.
IMMEDIATE PAST CHAIR
Dan Doran, President
Searcy Specialized
AT-LARGE OFFICER
John Culp, President
Maverick USA
AT-LARGE OFFICER
Karen Smerchek, President
Veriha Trucking, Inc.
VICE PRESIDENT - GOV’T AFFAIRS
Dave Heller
dheller@truckload.org
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PRESIDENT’S PURVIEW
A Heart for Trucking with John Lyboldt | 3
LEGISLATIVE UPDATE
The Road Ahead | 6
Anatomy of a Hearing | 10
Capitol Recap | 14
TRACKING THE TRENDS
CBD Caution | 16
Looking Up | 18
It’s No Bull | 20
A CHAT WITH THE CHAIRMAN | 24
An Upward Trajectory with Josh Kaburick
TALKING TCA
Truckload Live Distance Learning | 32
Adventurous Expeditions | 34
TCA Awards Finalists | 36
TPP: Stability in Times of Change | 38
Member Mailroom: Professional Development | 40
Small Talk | 41
New Members | 46
Important Dates to Remember | 46
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TCA 2020 www.Truckload.org | Truckload Authority 5

MARCH/APRIL | TCA 2020
Legislative Update
THE ROAD AHEAD
Proposed legislation could help rebuild nation’s deteriorating infrastructure.
By Cliff Abbott
Moving Forward for the People.
America’s Transportation Infrastructure Act.
Build America Fund.
These are proposals from Democrats, Republicans,
and industry groups, working separately and — all too
rarely — together to address the country’s deteriorating
infrastructure. When something is finally accomplished,
like the Fixing America’s Surface Transportation (FAST)
Act signed into law in 2015, it’s often a case of too little
too late. Proposals to replace the FAST Act suffer from the
same malady.
The most recent Report Card from the American Society
of Civil Engineers (ASCE), issued in 2017, claims it will take
$420 billion to bring the nation’s roads up to acceptable
standards, plus another $123 billion for needed bridge
repairs. While this is necessary work, it doesn’t address
the bottlenecks, which cause massive travel delays, or
safety innovations that could reduce accident risks. Add
In his 2020 State of the Union address, President Donald Trump
devoted only two sentences to the infrastructure: “We must also
rebuild America’s infrastructure. I ask you to pass Sen. (John)
Barrasso’s highway bill — to invest in new roads, bridges, and
tunnels across our land.” Both sides of the aisle stood to applaud
this sentiment in a rare mark of bipartisan approval during the
address.
another $167 billion for system expansion and $126 billion
for enhancements, according to ASCE.
The needed total funding of $836 million is a far cry
from the $305 billion approved in the FAST Act — and
between monetary inflation and further deterioration, the
total funding needed has undoubtedly risen.
In his 2019 State of the Union address, President Donald
Trump discussed the seriousness of the problem. “I know
that the Congress is eager to pass an infrastructure bill,”
he stated, “and I am eager to work with you on legislation
to deliver new and important infrastructure investment,
including investments in the cutting-edge industries of the
future. This is not an option. This is a necessity.”
The president also warned against partisan bickering.
“Victory is not winning for our party,” he said. “Victory is
winning for our country.”
After a year, are the parties any closer to a dialogue
about infrastructure?
In his 2020 State of the Union address given on Feb.
4, Trump devoted a scant two sentences to highway
infrastructure, saying, “We must also rebuild America’s
infrastructure. I ask you to pass Sen. (John) Barrasso’s,
R-Wyo., highway bill — to invest in new roads, bridges,
and tunnels across our land.” Both sides of the aisle stood
to applaud this sentiment in a rare mark of bipartisan
approval during the address.
Trump ended his address by stating, “Our spirit is still
young; the sun is still rising; God’s grace is still shining;
and my fellow Americans, the best is yet to come!”
Meantime, progress on infrastructure spending grinds
along in the slow lane. Barrasso’s bipartisan highway
bill S. 2302, America’s Transportation Infrastructure Act
(ATIA), was introduced to the Senate July 29, 2019. On
July 30, the Environment and Public Works Committee
unanimously advanced S. 2302, and it is now awaiting
further action in the Senate. The bill calls for $297 billion in
highway spending between 2021 and 2025; plus additional
funding for critical Interstate projects ($5.5 billion); bridge
repair ($6 billion); safety incentives ($500 million); and
reduction of wildlife-vehicle collisions ($250 million).
In a Nov. 19 op-ed piece for the Washington Times,
cowriters Barrasso and bill cosponsor Sen. Tom Carper,
6 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

D-Del., wrote, “Our highways and transportation
infrastructure are critical to our country’s success. They
are vital arteries of commerce, connecting rural areas to
major cities. It’s time to make a significant investment in
them.”
Those comments are in stark contrast to an Aug. 15
editorial in the Washington Times in which author David
A. Ditch called the bill “severely flawed, layering newly
minted handouts on top of long-running policy problems.”
Of particular concern is the Highway Trust Fund, which is
presently inadequate to fund needed highway spending.
Ditch criticized proposed spending on green initiatives
such as carbon-emissions reduction, charging stations for
electric vehicles, and funding for walking and biking trails.
Another issue is determining the final cost of the bill.
In a summary of the bill’s provisions issued by Barrasso
and Carper, no total expenditure is specified. The bill lists
$287 billion for highway spending over five years, stating
that it’s a 27% increase over the FAST Act currently in
effect. Other projects are listed, but it’s unclear if funding
is to come from the $287 billion listed for highways or from
other sources.
Despite the ATIA being a bipartisan effort, House
Democrats have their own bill. As January came to an
end, House Transportation & Infrastructure Committee
Chair Peter DeFazio, D-Ore., Ways and Means Committee
Chair Richard Neal, D-Mass., and Energy and Commerce
Committee Chair Frank Pallone, D-N.J., have introduced
their own $760 billion bill to the House of Representatives.
“Due to decades of underfunding and neglect,
America’s infrastructure system is falling apart, and we’re
falling behind our global competitors,” said Neal. “The
deficiencies of our roads, bridges, transit, water systems,
broadband, and electrical grids hold our nation’s economy
back.”
The House bill calls for $329 billion in highway and
highway-safety spending. The highway spending includes
funding for an increase of electric-vehicle charging
stations and alternative fueling options.
Additionally, $431 billion would be directed to nonhighway
investment, such as $105 billion for mass transit upgrades;
$55 billion for rail improvements, including investment in
Amtrak; and another $30 billion for airport improvements.
$34.3 billion would be directed toward clean energy; $25.4
billion toward clean drinking water; and $50.5 billion for
water and wastewater infrastructure; with $98 billion
slated for broadband and communications.
One item missing from both infrastructure bills? How to
pay for all of it.
The Highway Trust Fund (HTF) and how it will be
replenished is the elephant in the highway-spending room.
It’s obvious that current funding methods won’t get the job
done. The HTF is expected to be completely depleted by
2021, according to the Congressional Budget Office, which
predicts a $138 billion shortfall by the year 2027.
To eliminate the backlog of needed repairs, however,
a fuel tax increase is the most likely solution — for now.
Despite inflation, the federal fuel tax hasn’t been raised
since 1993.
One proposed solution from the American Trucking
Associations (ATA), backed by the Truckload Carriers
In introducing the Democratic version of an infrastructure, Rep.
Richard Neal said that because of underfunding and neglect,
America’s infrastructure system is “falling apart, and we’re
falling behind our global competitors. The deficiencies of our
roads, bridges, transit, water systems, broadband and electrical
grids hold our nation’s economy back.”
TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 7

Association (TCA), is the Build America Fund (BAF). In its
“7 Essentials to Understanding the Build America Fund,”
the ATA points out that the federal government will need to
raid the general treasury to complement what’s left in the
HTF or risk cancellation or delay of critical transportation
projects.
TCA Vice President of Government Affairs David Heller
is firmly in the raise-fuel-taxes camp.
“Fuel taxes are the easiest and most efficient way of
paying for roads and bridges,” he said, explaining that no
other funding method puts a greater percentage of dollars
collected into construction. Indeed, the BAF release claims
that administrative costs for fuel taxes are less than 1% of
revenue, leaving over 99% to go directly to the HTF. Toll
operations take between 12% and 33.5% of revenues for
administrative costs, according to the release.
Another issue is the use of HTF dollars to fund
nonhighway projects such as expanding broadband
networks and public-transportation projects. “The purpose
of the Highway Trust Fund is to pay for roads and bridges,
but unfortunately, funds are continually siphoned off for
other purposes,” said Heller.
The TCA-supported proposal to fund the HTF calls for
a $0.20 increase in fuel taxes, applied at the wholesale
terminal rack, meaning the tax would be collected as the
fuel is loaded on the delivery truck. The increase would be
limited to $0.05 per gallon each year until the full $0.20 is
reached.
In 10 years, the fund is expected to generate $340 billion
to the HTF, keeping it solvent while repairs are made and
alternative forms of funding are explored.
A similar proposal was introduced to the House of
Representatives by Rep. Earl Blumenauer, D-Ore., on
May 21, 2019. In a statement posted on his website,
Blumenauer stated, “It is past time that we get real about
funding our infrastructure needs. We can’t afford inaction
any longer.” H.R. 2864, the Rebuild America Act of 2019,
was quickly referred to the House Ways and Means
Committee, where it remains.
Like the BAF, Blumenauer’s bill proposes a $0.05 per
gallon increase each year — but for five years, making the
total tax increase $0.25 per gallon.
The bill also presses Congress to replace the fuel tax
with a more sustainable system by 2029.
So, there is an infrastructure bill in each chamber of
Congress, along with a bill in the house to raise fuel taxes
to help fund repairs and growth. None of the proposals are
moving quickly, but there’s hope.
“The good news is that more people are talking,” said
Heller. “That doesn’t mean that more people are finding a
consensus, but discussion is occurring.”
More discussion was expected at a bipartisan forum
Feb. 16 at the University of Nevada in Las Vegas. The
host of the event, United for Infrastructure, is a nonprofit,
nonpartisan organization “dedicated to educating the
public and policymakers about the importance of America’s
infrastructure,” according to the group’s website. Sponsored
by an assortment of organizations and labor unions,
including ASCE, the “Moving America Forward Forum”
is designed to give presidential candidates a platform for
addressing infrastructure issues and their solutions.
Whether within the halls of Congress or offsite at a
sponsored forum, the talks should intensify as November
looms closer. “Infrastructure is a fairly major political
point right now. It’s being discussed in more and more
committees in both houses,” said Heller. “As we get closer
to the election, more politicians will want to be able to tell
their constituents that they got something done.”
One major discussion took place in the House
Ways and Means Committee in January. Addressing
the “On Paving the Way for Funding and Financing
Infrastructure Investments” hearing, Madrus, LLC
Founder DJ Gribbin, former General Counsel to the U.S.
Department of Transportation, claimed that ownership
of the infrastructure was part of the problem. “Even
by the broadest definition, the federal government
owns less than 7% of the nation’s public, nondefense
infrastructure,” said Gribbin. For highways and streets,
the percentage is only 1%. His point is that all tax dollars
come from the community, but dollars that are collected
and then distributed by the federal government are often
wasted because of inefficiency. “While the collection of
the gas tax is wonderfully efficient, the expenditure of
those funds is not,” he said.
New Jersey Department of Transportation Commissioner
Diane Gutierrez-Scaccetti addressed the committee
sharing, “There is no more important funding decision
than that which involves this nation’s transportation
network,” she said. Addressing fuel taxes, she said, “It
is the single most important mechanism to generate
significant revenue necessary to maintain and improve
our transportation network.”
eBooleant Consulting LLC Founder Dr. Phillip J. Fischer
stressed the importance of making funds available for
state and local governments to borrow for infrastructure
projects, suggesting several avenues for issuing bonds to
raise cash.
As Heller said, “Discussion is occurring.” While Heller
supports funding the HTF with fuel taxes, he also has an
eye to the future. Sales of electric automobiles are on
the rise, and truck manufacturers are getting closer to a
feasible model for over-the-road use.
“People are talking about a VMT (vehicle miles traveled
tax) as a replacement for the fuel tax,” said Heller. “But I
don’t think the country is ready for it.”
8 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

Heller is addressing another infrastructure problem that
looms on the horizon. Electric vehicles, including trucks, are
limited by the range of their batteries. Most electric vehicles
are limited to an area that allows them to return to their
point of origin for a recharge. With government-provided
incentives, stations that allow recharging without returning
home may soon be as common as today’s gas stations.
Incentivizing the building of a network of charging stations
is easier than figuring out how to raise tax dollars from the
stations. A VMT could be a solution. Technology exists to
collect this tax in various ways. A simple method is to require
owners to report mileage each time they renew registration
on their vehicles, paying any taxes due at that time. However,
paying a year’s worth of VMT at a time could be objectionable
to many vehicle owners. Devices like those used in tolling and
scale-bypass applications can be adapted to read a vehicle’s
odometer at certain locations, like charging stations, adding
VMT to the cost of charging. Similar systems have been
used in Europe at gas and diesel pumps.
No one knows for certain what will power trucking fleets
a decade or two down the road, but one fact remains: A
method of acquiring funding to maintain roads and bridges
will need to be found and adapted. At the rate Congress
is moving to approve current funding, more cooperation
will be needed to implement a replacement strategy for
fuel taxes.
Until Congressional leaders replace bickering with
bargaining and contention with consensus, the answers
remain elusive.
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TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 9

KEEP ON TRUCKIN’:
Stakeholder Perspectives on Trucking in America
THE ANATOMY OF A HEARING
Senate Subcommittee on Transportation and Safety
David Heller
Vice President of Government Affairs
Truckload Carriers Association
The overall theme of the hearing was the safety ramifications of all the topics being
discussed in today’s trucking environment. The presentations were really well done; each
directly addressed the pertinent topic while giving committee members the opportunity
to tell their side of the story. I was especially glad to see the two senators — Deb Fischer,
R-Neb., and Tammy Duckworth, D-Ill. — who chaired the committee had done their
homework and were well versed on the industry.
There was quite of bit of discussion both for and against proposed changes to the
hours of service, and one presenter encouraged senators to pick up the pace in our effort
to recognize the positive aspects of hair testing and come forth with proposed federal
guidelines for hair testing.
Some carriers are using hair testing in both pre-employment and random screening,
and are showing positive results in eliminating drug use from the workforce. Trucking
has, and always will, maintain a zero-tolerance policy.
10 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

Jake Parnell
Manager, Cattleman’s Livestock Market
Livestock Marketing Association
The majority of livestock hauls can be concluded within the timeframe outlined by hours-of-service regulations
without significant stops, which limit airflow. However, unfortunately for livestock located in or heading to states outside
the center of the country, this is not the case. When drivers “run out of time” while hauling live animals, they are given
the grim prospect of unloading the livestock or leaving it on the trailer for a 10-hour stretch.
Unlike the haulers of nonliving products, livestock haulers cannot merely find a safe place to park for their 10-hour
rest and leave the cargo on the trailer. Leaving animals on a trailer to suffer from the elements, lack of ventilation, and
probable injury is unacceptable. Simply unloading the animals for 10 consecutive hours of rest is also not a good option.
With respect to biosecurity, facility and livestock owners, as well as state and federal animal-health officials, spend
significant time creating and following procedures to minimize risk of animal diseases spreading. This includes laws
requiring that certain livestock crossing state lines travel with interstate certificates of veterinary inspection that detail
where the load came from and where it is going. The trouble with unloading livestock at some waypoint along the trip is
that it is almost impossible for drivers to know where they will need to stop in 11 hours with any measure of certainty.
These movement documents and the disease-traceability programs associated with them are in place to track and
prevent contagious-disease outbreaks in this country. Every time animals in transit are unnecessarily unloaded and
penned next to other animals in transit, the risk of disease spreading increases.
Lewie Pugh
Executive Vice President
Owner-Operator Independent Drivers Association
If you ask most drivers what Congress has done recently to improve their profession, I regret to inform you the
answer you’ll hear is “nothing.” In fact, most of our members would tell you that Congress generally enacts laws that
not only drive people away from the industry but also decrease highway safety. This isn’t a partisan attack against
Republicans or Democrats. Instead, this is an honest reflection of how truckers view the legislative branch as a whole.
Don’t get me wrong. While Washington has contributed its fair share to the dysfunction in trucking, there is plenty of
blame to go around. Too many drivers are forced to haul cheap freight; too many motor carriers mistreat and underpay
drivers; too many shippers and receivers detain drivers for excessive periods of time; too many safety advocates seek
mandates that don’t work; and too many motorists don’t even attempt to operate safely around big trucks.
As Congress considers the next highway bill, there are several ways you can make a positive difference for American
truckers. Repeal the failed electronic logging device mandate; repeal the overtime exemption for drivers in the Fair
Labor Standards Act; provide dedicated funding for new truck-parking capacity; create a fair process for drivers to
appeal inspection violations written in error; and fix the nation’s crumbling infrastructure in an equitable way. Do not
mandate speed limiters; do not mandate front and side underride guards; do not mandate higher insurance minimums;
do not enact a truck-only vehicle miles-traveled-tax or expand tolling authority; and do not pass the DRIVE-Safe Act.
Tammy Duckworth
D-Ill. Ranking Member
Subcommittee on Transportation and Safety
Our global competitiveness is closely tied to a safe, reliable, and efficient transportation network. The nexus between
interstate commerce and commercial trucking clearly demonstrates a close relationship between federal infrastructure
investments and our nation’s economic prosperity. Of the 18.6 billion tons of freight goods that were moved across the
United States in 2018, 12 billion tons — valued at more than $12 billion — were moved by truck.
Investing in my state’s infrastructure keeps goods flowing through the entire system and delivers a tremendous
return on investment for industries and customers in all 50 states.
Yet the most important aspect of any efficient transportation network is safety. Unfortunately, safety remains a work
in progress and we have a long way to go. Bottom line is that we can, and we must, do better. Our nation endured
36,560 roadway fatalities in 2018, including 4,951 fatalities involving large trucks. While it is technically accurate that
large-truck fatalities declined 69 percent from 1980 to 2017, it is important to recognize that over the last decade, largetruck
fatalities have increased by 47 percent.
We need to keep an eye on evolving trends and their impacts on roadway users. And right now, safety trends are
a reason for concern. Meanwhile, federal agencies like FMCSA, the National Highway Traffic Safety Administration,
and the General Accounting Office are pursuing a number of data-collection efforts, including pilot programs and
investigations to analyze the impacts of safety-related trucking initiatives. These agencies, and others like them, should
have the opportunity to provide Congress with the technical analysis and stakeholder feedback needed to minimize
uncertainty associated with untested initiatives.
TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 11

Deb Fischer
R-Neb., Chairman
Subcommittee on Transportation and Safety
Both by weight and volume, trucks move more freight domestically in the United States than any
other form of transportation. This includes first- and last-mile connections, long-haul transportation,
and everything in between. The industry is also a major source of employment across our country.
The trucking industry is a key component of our transportation network, and it is vital to our economy.
Federal trucking policy has gone through many changes in the past decade, including both changes
in the industry and regulatory changes at the Federal Motor Carrier Safety Administration.
Of the many trucking issues I hear about from Nebraskans, hours of service is at the top of the list.
The concerns I hear from truckers are consistent. These regulations are inflexible and do not reflect
real-world situations. I’m encouraged the FMCSA is taking steps to revise these regulations and that
interested stakeholders have made their comments known to the agency.
One group in particular that has faced challenges with the hours-of-service regulations is our
livestock haulers. They have the responsibility of moving live, perishable products. Some livestock
haulers can find themselves in a regulatory bind between the hours-of-service requirement and
animal-welfare laws.
While the hours-of-service regulations have received significant attention, several other regulatory
changes that were set to go into effect, including the Entry-Level Driver Training rule and the Drug and
Alcohol Clearinghouse, both of which will improve safety have been delayed in part or in whole.
Dawn King
President, Truck Safety Coalition
Board Member, Citizens for Reliable and Safe Highways
My father, Bill Badger, was killed on Dec. 23, 2004, just over the Georgia state border, by a tired
trucker who fell asleep at the wheel and crashed into his car. At the time of the crash, Dad was on his
way to the airport to fly to New Jersey and join me and my siblings for Christmas. The truck driver, who
fell asleep and smashed into Dad’s car, said he had been driving all night in order to get to Atlanta by
7 a.m. so he could be assigned to another truck, which was headed to Florida, in order to be with his
family for Christmas. In the end, however, neither my family nor his were whole that holiday.
Now is not the time to weaken truck-safety rules and permit special-interest rollbacks of proven
safety reforms. FMCSA should abandon efforts to weaken the hours-of-service rules.
One unsafe and unwarranted change would allow drivers to extend by two hours the maximum
window during which driving is permitted under the adverse-driving-conditions exemption to the
HOS rules.
In the Advanced Notice of Proposed Rulemaking, the FMCSA asserted that this proposed change to
the adverse-driving-conditions exemption would not increase driving time or vehicle miles traveled
(VMT); thus there would be no safety concern. Yet, this ignores the effect that longer shifts have on
injury risks and error rates.
There is compelling research that found lengthening a workday yields an increased injury risk to
a worker. One study found that injury risks go up after eight hours on task, with a 30% increase on a
12-hour task. This validates the findings from an earlier major meta-analysis of relative risk of
performance lapses over the course of different shift durations that found risk was approximately
doubled after 12 hours of work and tripled after 14 hours of work. More recently, a study was
performed to identify associated factors with multidimensional driving risks, specifically focusing on
fatigue, sleep quality, daytime sleepiness, and health status among Korean occupational drivers. One of
the key findings: “those working for longer than 12 hours per day … were a vulnerable group.”
Even if a driver logs the same number of hours on duty or driving, this proposed change would result
over a longer elapsed time, which would result in a longer day overall.
12 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

Sgt. John Samis
Delaware State Police
President, Commercial Vehicle Safety Alliance (CVSA)
Clear, enforceable rules are the cornerstone of an effective regulatory framework designed to
ensure safety on our roadways.
Unfortunately, regulatory activity at the Federal Motor Carrier Safety Administration – one of
FMCSA’s basic responsibilities – has come to a near standstill, and the necessary work of maintaining
and updating the regulations is suffering. High-profile initiatives, such as implementation of the
electronic-logging-device rule, can consume the agency’s resources, especially when those efforts
are met with a high volume of exemption requests.
One hours-of-service issue is the “personal conveyance” designation under the hours-of-service
rules. To be able to log personal conveyance time as off-duty, drivers must meet several conditions
as outlined in the regulatory guidance. These include being relieved of all on-duty activities and
responsibilities and ensuring that the off-duty trip is personal in nature.
Under the revised guidance, a driver could, in theory, drive hundreds of miles over the course of
several hours, all under the designation of “personal conveyance.” This presents the opportunity
for increased driver fatigue and risk on our roadways, as drivers may decide to travel in order to
strategically relocate to an alternate location after driving a full day.
CVSA has petitioned the agency to provide a clear, set distance that is permissible under the
personal-conveyance designation. In setting clear guidelines on the use of personal conveyance,
CVSA recommended that FMCSA look to the standard set in Canada, which allows drivers to use
a vehicle for personal conveyance purposes for a maximum of 75 km per day (approximately 46
miles), unladen.
Chris Spear
President and CEO
American Trucking Associations
An increasing number of motor carriers are conducting pre-employment and random drug tests
using drivers’ hair as a testing sample. Hair tests provide a better, longer picture of an applicant’s past
drug use and are more difficult than other testing methods to subvert. However, since urine is the only
sample type permitted under DOT regulations, companies that voluntarily conduct hair tests must do
so in addition to mandatory urine tests. This duplicated time and expense deters fleets from adopting
this more effective testing method. To help eliminate this redundancy and incentivize more fleets to
conduct hair testing, ATA strongly supports the recognition of hair testing as a federally-accepted
drug-testing method.
The Substance Abuse and Mental Health Services Administration has long expressed an interest
in recognizing hair testing as a federally accepted drug-testing method, and has been developing
guidelines to recognize hair testing since the early 2000s. Unfortunately, progress has been inexcusably
slow.
The development of standards by Health and Human Services will pave the way for regulated
employers to use this testing method and allow them to identify a higher number of safety-sensitive
employees who violate both federal drug-testing and medical-qualification regulations. Additionally,
having hair testing as a recognized alternative drug-testing method would give motor carriers the
ability to report positive hair test results to drivers’ subsequent prospective employers through
FMCSA’s now-implemented Commercial Driver’s License Drug and Alcohol Clearinghouse.
ATA urges Congress and this subcommittee to apply further pressure on HHS to pave the way toward
adoption of this important safety initiative. Unfortunately, while this country in recent years has seen
prescription opioid abuse grow to an epidemic and a correlated uptick of drug-impaired driving, we
continue to wait for these critical technical guidelines to be completed so that DOT can recognize the
use of hair testing as a federally accepted drug-testing method.
TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 13

CapItol recap
A review of important news coming out of our nation’s capital.
By Lyndon Finney, Wendy Miller, and Kris Rutherford
Regulations take the spotlight in this edition of Capitol Recap. The Entry Level Driver Training rule has been delayed; the
FMCSA has decided that that the percentage of drivers undergoing random drug testing should be set at 50%, twice the current
rate; and the Insurance Institute for Highway Safety expresses concern over portions of the proposed hours-of-service regulations.
ELDT rule delayed
The Federal Motor Carrier Safety Administration (FMCSA) has released
an interim final rule that calls for a two-year delay in implementation of the
Agency’s Dec. 8, 2016, final rule “Minimum Training Requirements for
Entry-Level Commercial Motor Vehicle Operators,” more commonly known
as the ELDT final rule. FMCSA asked for comments on the delay.
The interim final rule extends the compliance date for the rule from Feb. 7,
2020, to Feb. 7, 2022.
The notice, announced by FMCSA on Jan. 29 and posted in the Federal
Register on Feb. 4, said the delay in the compliance date would provide
FMCSA additional time to complete development of the Training Provider
Registry (TPR). The TPR will allow training providers to self-certify that they
meet the training requirements and will provide an electronic interface that
will receive and store ELDT certification information from training providers
and transmit that information to the state driver-licensing agencies (SDLAs).
FMCSA said the extension also provides SDLAs with time to modify
their information-technology systems and procedures, as necessary, to
accommodate their receipt of driver-specific ELDT data from the TPR.
FMCSA said it was delaying the entire ELDT final rule, as opposed to a
partial delay as initially proposed, because of delays in implementation of the
TPR that were not foreseen when the proposed rule was published.
The Federal Register notice was not a surprise to the trucking industry
because in late November, FMCSA announced it was preparing the notice but
did not know when it would be published.
“Following a careful review of the public comments regarding the Entry-
Level Training (ELDT) rule, FMCSA is extending the rule’s implementation
for two years,” said an FMCSA spokesperson in November. “This extension
is reflective of the Agency’s continued efforts to develop a secure and
effective electronic trainer-provider registry for the new rule. The Agency
remains committed to making the implementation of the rule as efficient and
effective as possible.”
Truckload Carriers Association Vice President of Government Affairs
David Heller expressed concerns. “As an original member of the Entry-
Level Driver Training Advisory Committee (ELDTAC), I am particularly
concerned over the additional two-year window needed to promulgate a rule
that was finalized almost three years ago in an effort to create a safer, bettertrained
driver,” he said.
IIHS Concerns About HOS
The Insurance Institute for Highway Safety (IIHS) has expressed
concerns about portions of the proposed changes to the hours-of-service
(HOS) rule that the organization believes would extend the daily work
period under certain circumstances.
IIHS, an independent, nonprofit scientific and educational organization
dedicated to reducing deaths, injuries, and property damage from motorvehicle
crashes, said federal regulators’ plans to relax rules governing
the hours professional truck drivers can spend behind the wheel raises
concerns about safety. IIHS acknowledged none of the proposed changes
would extend the 11-hour driving window.
“Driver fatigue is a major risk factor in large-truck crashes,” said IIHS
Senior Statistician Eric Teoh.
Truckload Carriers Association Vice President of Government Affairs
David Heller said flexibility in the hours-of-service rule is important to the
trucking industry.
“Right now, drivers only average six or seven hours of drive time each
day,” he said. “So, at this point in time, whether they view the day being
longer or continuous is pointless because we as an industry aren’t even
averaging anywhere near those numbers anyway.”
IIHS noted that in a study of large trucks involved in crashes with
injuries or deaths, researchers from the organization and the University
of North Carolina Highway Safety Research Center found drivers using a
short-haul exemption had a crash risk nearly five times higher than those
who did not.
Specifically, professional truck drivers who reported driving beyond
12 hours since an extended sleep period were 86% more likely to crash
than drivers who had been awake for less than eight hours. Drivers who
reported driving more than five hours without stopping were more than
twice as likely to crash as those who drove one to five hours.
Another change FMCSA is proposing would allow drivers to expand the
standard 14-hour window in which driving must be completed to 16 hours
if they encounter adverse conditions, such as bad weather or unexpected
traffic. Currently, drivers may extend their driving time under adverse
conditions, but the window remains 14 hours. FMCSA said extending the
driving window would encourage drivers to wait out the adverse conditions
or drive slowly through them, rather than attempting to drive quickly to
move beyond poor driving conditions. However, it theoretically creates a
longer work period and could therefore increase fatigue, IIHS said.
Another proposed change noted by IIHS is an option to stop the clock on
the 14-hour driving window for an off-duty break of between 30 minutes
and three hours.
“FMCSA says that a three-hour rest in the middle of a shift would offset
any potential downside of a 17-hour day, but that’s far from certain,”
argued Teoh.
Drug-testing increases
The Federal Motor Carrier Safety Administration (FMCSA) has
announced it will increase the annual percentage rate for random controlledsubstances
testing for CDL holders to 50%. The percentage increase takes
effect for the calendar year 2020 and is double last year’s 25%.
Under federal law, the testing percentage must increase “when the
data received under the reporting requirements for any calendar year
indicates that the reported positive rate is equal to or greater than 1.0%,”
according to the FMCSA’s Dec. 26 notice. The requirement stems from the
“Controlled Substances and Alcohol Use and Testing” rule issued in 2001,
which indicates that the decision on whether to increase or decrease the
percentage rate would be based upon the motor-carrier industry’s overall
positive random controlled-substance test rate, as reported by motor carrier
employers to FMCSA.
The FMCSA notice states that the estimated positive random controlled-
14 Truckload Authority | www.Truckload.org TCA 2020

substance test rate in 2018 was 1%. For 2016 and 2017, the estimated positive
usage rate for drugs was estimated to be 0.7% and 0.8%, respectively.
The notice further states that, based on the 2018 survey results, the
estimated percentage of subject motor carriers with random controlledsubstance
and alcohol testing programs in place is 94%, and the estimated
percentage of all CDL drivers participating in such programs is 99%.
“This is a good thing,” shared Truckload Carrier Association Vice
President of Government Affairs David Heller. “We had the 50% threshold
a few years ago. It’s no secret this nation has an opioid epidemic and,
quite honestly, marijuana seems to be legalized at the state level every day.
However, it is still illegal in terms of federal regulations. The 50% random
test-rate number where we were two years ago allows our industry the
opportunity to continue with a zero-tolerance policy. We won’t stand for
drugs or alcohol to be used behind the wheel of the truck.”
Heller posed the question, “So, how does this relate to the Drug and
Alcohol Clearinghouse? It certainly increases the opportunity for carriers
to discover illegal activity that is going on within their driving population,”
he said. “Growing from 25% to 50% for random testing allows for greater
opportunities to test the majority of your fleet.”
FMCSA estimates there are 3.2 million CDL holders operating in interstate
commerce and 1 million CDL holders operating in intrastate commerce.
Based on these numbers, at least 1.05 million random controlled-substances
tests would be conducted with an annual random-testing rate of 25% of
all driving positions. At a 50% annual random-testing rate, approximately
2.1 million random controlled-substances tests will need to be conducted.
Requiring that more drivers be tested will set the industry back an
additional $50 to 70 million dollars. The minimum annual percentage rate
for random alcohol testing will remain at 10%.
AB5 restraining order
The federal judge who issued a last-moment restraining order preventing
the State of California from enforcing its new AB5 law on motor carriers
has granted another reprieve following a Jan. 13 hearing. Many industry
stakeholders anticipated the judge would approve the California Trucking
Association’s (CTA) request for a preliminary injunction in the case. Yet,
at the close of the hearing, U.S. District Judge Roger Benitez extended the
restraining order until he rules on the injunction request. On Jan. 16, he
granted a temporary injunction indefinitely prohibiting enforcement of AB5
against motor carriers.
A new development in California AB5 came early February when a bill that
mirrors the California law was introduced in the Democratic-controlled U.S.
House of Representatives.
If the bill makes it to the Senate, Republicans say it will be defeated,
Benitez’s initial decision followed lengthy arguments in which he
questioned both CTA representatives and those from the State of California.
The AB5 law is now in effect for most California employers other than motor
carriers, although freelance writers and photographers, Uber drivers, and
some construction-related businesses have filed separate lawsuits.
AB5 requires employers to use an “ABC” test to determine if a worker is
an independent contractor or employee of the company. Most problematic for
the trucking industry is the “B” prong, which states a company cannot use
independent contractors to perform work unless it is “outside the usual course
of the hiring entity’s business.” In other words, according to the CTA and
other industry stakeholders, AB5 prevents a motor carrier from working with
independent contractors (i.e., owner-operators), an arrangement used by most
motor carriers for decades.
“This decision was important to the industry because the industry supports
a business model that has been in place for decades,” said Truckload Carriers
Association Vice President of Government Affairs David Heller. “TCA
has a large number of carriers that use the independent contractor model.
Our members actively work to uphold and surpass all associated rules and
regulations to ensure owner-operators are treated fairly. We applaud the
CapItol recap
ruling that has come out of the courts, and hope AB5 never goes into place in
California or any other state.”
AB5 is intended to prevent companies from classifying “would-be”
employees as independent contractors, relationships that save companies
money as they do not have to offer benefits or paid time off, or pay a portion
of the contractor’s payroll taxes. On the other hand, many independent
contractors prefer such an arrangement for the flexibility it offers in accepting
work, charging competitive fees, and allowing them to contract with multiple
companies.
Under AB5, thousands of California-based owner-operators (estimated to
comprise over 25% of truck drivers in the state) would essentially be left
unemployed, at least in California. Reports indicate at least one nationwide
carrier, Prime Inc., has offered 6,000 independent contractors “relocation
packages” to assist them in moving out of California, where the contractors
would be exempt from the law. Such relocations will likely impact stakeholders
throughout the trucking industry as truck sales, repair orders, diesel sales, and
even advertising will likely decrease at a rate corresponding with the number
of independent contractors who choose to move to another state.
For the time being, carriers and independent contractors alike can sit tight.
With a preliminary injunction in place, both are protected from AB5 for now,
and the wheels of justice turn slowly.
Help stop trafficking
In January, U.S. Department of Transportation Secretary Elaine Chao
announced a series of efforts that aim to combat human trafficking in the
transportation sector. Congressional leaders, state government personnel,
and transportation-industry stakeholders, joined Secretary Chao in her call
to action.
“The U.S. Department of Transportation is committed to working with
our public and private partners to fight human trafficking on America’s
transportation system,” said Chao.
Among the initiatives announced by Chao is a renewed focus on the
“Transportation Leaders Against Human Trafficking” pledge to train
the transportation workforce and raise public awareness on the issue of
human trafficking across all modes of transportation. Secretary Chao is
challenging the transportation industry to commit to “100 Pledges in 100
Days.” The Department anticipates more than 1 million employees across
all modes of transportation will take part in this initiative.
“Secretary Chao’s announcement certainly continues to place this
problem at the front and center as one of the biggest issues that plagues
our nation,” said Truckload Carriers Association Vice President of
Government Affairs David Heller. “What’s worse is that a majority of the
victims are put in these scenarios against their will. They’re not choosing
to be in this situation. What makes trucking so prominent in this initiative
is the proverbial size of our industry and the eyes and ears that we possess
in order to report problems and help people in need. We as an industry have
always taken a stance against this heinous crime and we will continue to
do so. And this human trafficking event just emphasizes that.”
Human trafficking is modern-day slavery, affecting millions of adults
and children in the United States and worldwide. Victims are of every
age, race, gender, background, citizenship, and immigration status.
Some are trafficked within their own communities on various forms of
transportation, while others are transported to new locations.
Truckers Against Trafficking (TAT), through its educational programs,
plays a key role in the trucking industry’s efforts to curb trafficking.
TAT statistics show that to date 845,115 professional truck drivers are
registered as TAT trained, 2,496 have made calls for the National Human
Trafficking hotline, 663 likely indicators have been generated, and 1,230
victims have been identified.
If you see or suspect a case of human trafficking during your travels,
call 911 or the National Human Trafficking hotline at (888) 373-7888. If
you cannot call, text 233733.
TCA 2020 www.Truckload.org | Truckload Authority 15

MARCH/APRIL | TCA 2020
Tracking The Trends
CBD CAUTION
Although technically legal, is consumption safe for truck drivers?
By Wendy Miller
The societal opinion of marijuana has evolved in recent
years. There are currently 11 states that have approved
recreational use of marijuana for those over 21, and
medicinal usage has been approved in 33 states.
Despite this, the cannabis plant’s designation as a federally
illegal substance under the Controlled Substance Act
remains unchanged. These recent developments in cannabis
decriminalization have given rise to the popularity of a different
product — cannabidiol or, as it is commonly known, CBD.
The emergence of interest in these technically legal products
provides a new concern for the trucking industry. Can professional
truck drivers use these products without fear of testing positive
for Tetrahydrocannabinol, commonly known as THC, on a DOTmandated
drug test? The short answer is that without oversight
from federal agencies, there are no guarantees when it comes to
CBD products.
“I cannot emphasize enough that there is no room for drugs in
our industry,” said Truckload Carriers Association Vice President
of Government Affairs David Heller. “They are a danger to
everyone on the roadway … a danger to those with whom we
share the road and a danger to our drivers. Drugs are not safe for
anyone, and we have to acknowledge the fact that we must do
everything we can to combat the problem.”
So you may be wondering: What exactly is CBD? Simply put,
CBD is another part of the cannabis plant, aside from THC. While
THC is the active “intoxicating” ingredient in the plant, CBD is a
“nonintoxicating” portion of the plant’s chemical makeup.
According to the Federal Drug Administration, the 2018 Farm
Bill removed hemp, which is defined as cannabis and cannabis
derivatives with very low concentrations (no more than 0.3%
on a dry weight basis) of THC, from the definition of marijuana
in the Controlled Substances Act which makes the sale of CBD
products technically legal. However, there is currently no FDA
oversight of the products.
Jason S. Lupoi, who has a Ph.D. in analytical chemistry and
has authored a book titled The Cannabis Terpene Experience,
said that in order to determine the THC percentage of a CBD
product, manufacturers typically send a sample to a third-party
lab for testing.
“The lab runs the test using a technique called chromatography,
which just separates out the individual chemical ingredients in
the sample,” said Lupoi. “The signal generated from the sample
is then used to quantify the chemical concentration of each
cannabinoid (a.k.a. potency).”
Lupoi said the FDA has issued warnings to some CBD
companies regarding the medical claims that are made on their
packaging, while some states, such as Florida, have begun drafting
their own regulations for these products. Other states, such as
New York, have specified that since scientifically cannabis and
hemp are the same plant (Cannabis Sativa), state regulations for
cannabis and hemp should be applied to CBD products.
The analytical report is not only important in determining the
amount of THC, but it can also provide insight into the legitimacy
of an item as a CBD product in general, as well as indicate if any
pesticides are found.
“Some CBD products have been detected as having zero
CBD, which means that the consumer is throwing away hardearned
cash on hemp-seed oil or something that contains no
cannabinoids,” added Lupoi. “The other marketing term to be
weary of is THC-free, since this can imply that there is absolutely
no THC in a product. Anyone subjected to drug tests should be
concerned, as there could be traces of THC; perhaps the lab didn’t
detect THC with their analytical methods.”
Lupoi said that ultimately THC content dictates whether
a plant is called hemp or cannabis, but that determination
polarizes a plant into two “different corners of the ring, based
off one molecule.”
Lupoi stated that if one chose to use CBD products, selecting
a trustworthy brand is important, along with being educated
16 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

about the certificate of analysis that indicates the contents
of the product.
“Quality CBD products do exist,” he said. “Companies that
have cultivated organically grown hemp and have processed
in cGMP (Current Good Manufacturing Practices) and USDA
organic-certified facilities are a useful starting place. Be very
wary of CBD products sold on forums, or in strip malls, gas
stations, etc. When purchasing any CBD product, look for
reputable brands that include certificates of analysis.”
CBD is currently marketed in a variety of product types,
such as oil drops, capsules, syrups, food products, topical
lotions, and creams. CBD products are still subject to the same
laws and requirements as FDA-regulated products that contain
any other substance.
To date, the FDA has only approved one prescription CBD
product, which is used to treat rare, severe forms of epilepsy. There
is very limited information for other marketed CBD products,
which likely differ in composition from the FDA-approved
product and have not been evaluated for potential adverse effects
on the body, according to the organization’s website.
“The recent marijuana-legalization efforts have uniquely
challenged [the trucking] industry and have led to critical issues
of workplace and highway safety,” said American Trucking
Associations President and CEO Chris Spear, while testifying
before the U.S. Senate Subcommittee on Transportation and
Safety Committee on Commerce, Science and Transportation.
“Since 1991, DOT has required mandatory alcohol and
controlled-substance drug testing for employees in safetysensitive
positions in all transportation modes.”
The lack of monitoring of the sale of these products by the
FDA is a primary consideration that Urgent Care Travel Clinic
Director and Health Coach Lynn Brandt said should be taken
into consideration for any driver considering the use of CBD
in any form.
“CBD oil is not regulated by the FDA, and therefore
there is no oversight on what is contained within the oil,
gummies, lollipops, crunchies, vape, etc.,” said Brandt. “The
concentration amount varies between lack of regulation, higher
dose concentrations and taking more than the recommended
dose. For those reasons, drivers should be cautioned
Quality CBD products do exist. Be very
wary of CBD products sold on forums,
or in strip malls, gas stations, etc.
When purchasing any CBD product, look for reputable
brands that include certificates of analysis.”
— JASON S. LUPOI, PH.D.,
AUTHOR OF THE CANNABIS TERPENE EXPERIENCE “that a drug screen could in fact turn up positive for THC.”
Brandt reiterated that currently the FDA considers any
percentage lower than 0.3% THC to be legal, but with
no guidance and oversight at the federal level, there’s
no guarantee that the products being sold are below that
level. She added that regardless of each state’s view and
legality of marijuana, the DOT drug-testing guidelines
will always supersede any state regulations regarding the
sale and use of any products related to or derived from the
cannabis plant.
Brandt said she often sees drivers at her clinic, located
inside a Pilot Flying J in Cartersville, Georgia, who are seeking
CBD products for pain relief, anxiety relief, and depression.
In addition, some drivers look to CBD in place of marijuana
because they perceive it to be legal.
“I often hear drivers say, ‘Well I live in a state where
marijuana is legal, and since CBD is legal everywhere my
company cannot legally use what they find on a drug screen,’”
shared Brandt. “I try to make sure they understand that the
DOT regulations supersede the law of their state. In addition,
the company they drive for can enact a no-tolerance policy to
any substances including CBD oil.”
Brandt said that if CBD remains unapproved and has not
been thoroughly tested by the FDA, she cannot recommend
the use of any CBD products to anyone.
“The safest rule for themselves and for all drivers, both
professional and regular citizens, is to avoid using CBD
products,” she reiterated. “As a DOT examiner I cannot
recommend any CBD products be used.”
TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 17

LOOKING
UP
2019 concerns about economy give way to optimism
By Cliff Abbott
2019 brought predictions of a looming recession, tariffs and trade wars, overcapacity in
the freight market, and fears of diesel fuel price increases.
As the calendar turned to 2020, despite the potential pitfalls, 2019 turned out to be an
OK year for many carriers.
So, what’s next? Will the economy slide into the predicted recession, or will the longest
period in U.S. history without a recession continue?
“The United States economy will look about the same in 2020 as it did in 2019, but will
improve in 2021,” is an opinion by Conerly Consulting Economist Bill Conerly, Ph.D. published
in a recent Forbes magazine.
“International trade presents the greatest uncertainty to the economic outlook,” he
continued, “and if that clears up, 2020 will be even better.”
Indeed, the worrisome predictions of a recession simply have not materialized.
“The risk of an economy-wide recession that was a growing concern through the third
quarter of 2019 has largely faded, with healthy consumer fundamentals expected to
provide sufficient momentum to get through the slow patch in industrial activity,” said ACT
Research President and Senior Analyst Kenny Vieth.
“This is not a poor business environment,” said FTR Transportation Intelligence CV
Equipment Expert Don Ake. “Freight levels are high after a couple of years of vibrant growth.
Rates took a hit from the high prices in 2018 but have started to recover some. There is plenty
of freight to haul, so well-managed fleets will be profitable, as poorly managed fleets go
bankrupt due to the slowing of freight growth.”
The U.S. Bureau of Economic Analysis (BEA) reported the fourth quarter gross domestic
product at an annualized rate of 2.1%, bringing the 2019 total growth to 2.3%. It wasn’t as
good as the 2.9% achieved in 2018, but it was still positive.
Tariffs played a role in the 2019 GDP. Reduced exports meant fewer sales opportunities,
adding downward pressure. At the same time, reduced imports meant more opportunity
for U.S. manufacturers, pushing the GDP upward. How those pressures impacted trucking
depends on the segment served. Those who haul a lot of import-export freight may have
experienced a downturn, while those who haul mostly domestic freight may have seen a
benefit.
A trade agreement between the U.S. and its largest trade partner China has been signed.
The agreement covers about 25% of the products involved in the tariff dispute, but it paves
the way for more agreement.
Another agreement that bodes well for trucking is the United States-Mexico-Canada
Agreement (USMCA) that was signed into law Jan. 29. “This is a colossal victory for our
farmers, ranchers, energy workers, factory workers, and American workers in all 50 states,”
said President Donald Trump in a Rose Garden ceremony. “Today we are finally ending the
NAFTA nightmare.” NAFTA, the North American Free Trade Agreement, was the predecessor
of the USMCA.
The new agreement clarifies rules of origin for vehicles and other products that are
assembled outside of the U.S. and sets limits on the number of parts that can be imported.
The amount of cash Canadians can spend through U.S. online vendors without paying tariff
was increased, and Canadian markets were opened to U.S. agricultural products.
There was some fear of fuel-price increases as the year turned over, both from the
International Maritime Organization mandate for low-sulfur bunker oil (fuel) for oceangoing
ships and from escalating tensions with Iran. Neither problem has materialized, and
fuel prices remain steady.
Perhaps the largest factor impacting trucking for 2020 was the increase in fleet capacity.
New trucks sold in record numbers during some months of 2019, and the year was the
second-best ever. When strong growth in the 2018 economy increased, both freight
availability and the rates to haul it, carriers increased capacity to maximize the revenue
potential. Standard safety features and improved fuel economy of the newer models helped
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
than available freight did, slowing rate increases and eventually pressuring rates
downward.
The overcapacity situation resulted in dire predictions for the last quarter of 2019
and into 2020.
Instead, orders for new Class 8 equipment slowed considerably as prior orders
were filled, tempering the overcapacity situation.
Going into 2020, rates haven’t improved, but they haven’t fallen as far as some
thought they would, either.
So where does that leave truck sales? “Flat freight growth means fleets do not
need to expand,” said FTR’s Ake. “A growing economy and high freight volumes
enables them to replace old units with minimal risk. So, we are left with only
replacement demand.”
For carriers that are well run and who don’t overbuy new equipment, 2020 can
be a profitable year. FTR is forecasting GDP growth of 1.7% for 2020, a few points
below the 2019 level. ACT Research is slightly more generous, predicting 1.8% GDP
growth. Conerly, in his Forbes piece, predicts GDP growth to closely resemble 2019’s
result, possibly growing to as much as 2.6% before expanding to 3% in 2021.
All of the forecasters look to manufacturing as a possible drag on the economy.
Ake points out that the ISM manufacturing index of 46.8% is the lowest it has been
in 10 years.
Of course, any economic predictions for coming months can be impacted by
events. Trump has announced unilateral tariff increases at various times in 2019,
and he may not be finished. Ake quipped, “One tweet can change everything
in a moment.” The U.S. and China may not come to agreement on the 75% of
products not yet resolved. Tension between the U.S. and Iran remains high and
could escalate.
The impeachment trial of President Trump ended in his acquittal, but it’s
doubtful that the hateful rhetoric coming from both sides will subside.
As if the political climate wasn’t stormy enough, it’s an election year. Congress
could remain deadlocked on a majority of issues, or it could see a sudden burst
of cooperation as the two major parties attempt to get something done for their
constituents. One item that is seeing increased attention is a replacement for
the Fixing America’s Surface Transportation (FAST) Act, set to expire this year.
Competing infrastructure proposals are in committee in both houses of Congress
with a resolution expected prior to the November election. Neither proposal
contains an answer to the question of how funds will be raised, but another bill
currently in the House proposes a 25-cent raise in fuel taxes phased in over five
years. Whether Congress has the stomach to consider a tax increase during an
election year remains to be seen.
In closing, another cloud has appeared on the horizon and is growing fast.
The Coronavirus is spreading rapidly, with no known method of immunization.
While the coronavirus itself is a common cause of cold and flu symptoms, a strain
originating in Hubei Province, China, is proving to be exceptionally virulent.
Already impacting international travel, the virus could conceivably impact
shipping and even manufacturing. No one knows how far it will spread or if the
current form of the virus will evolve into a pandemic or simply a brief disruption.
Time will tell if 2020 ends up great or poor in economic terms, but most
of the forecasters are anticipating a year that’s somewhere in between, right
around “OK.”
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www.Truckload.org | Truckload Authority 19

IT’S NO BULL
It’s no bull. States looking at toll
initiatives and why oxen can be blamed.
By Kris Rutherford
Toll.
Is there another four-letter word that leads to a longer
string of four-letter words from the mouths (and keyboards)
of those employed in the trucking industry?
Google “toll poll” and you will find a lengthy list of links to
articles reporting, for the most part, that drivers of all vehicles
strongly oppose toll roads. Whether it’s turnpikes, with tolls
that support dedicated projects, or the means to drive an
otherwise inaccessible route (i.e., a bridge connecting the
mainland to an island), the public overwhelmingly wants
convenient traffic routes paid for by means other than tolls,
even if the overall costs are the same.
Toll talk has been all the rage in several states as
lawmakers position themselves in preparation for
transportation bills, developing creative answers to the
problem of the decreasing funds in the National Highway
Trust Fund.
While tolls aren’t exactly a creative solution, they’re
already in place in several states. Some states may
consider increasing toll fees, expanding the roadways
subject to tolls, or even beginning a toll program from
scratch. Pennsylvania has increased its toll fees along the
Pennsylvania Turnpike by 35%, and in Connecticut, Gov.
Ned Lamont’s ever-changing toll proposal, which finally
settled into a trucks-only toll at 12 bridges throughout the
state, was set for a legislative vote in early February.
Report released just in time
for lawmakers’ consideration
The American Transportation Research Institute (ATRI)
released the findings of its most recent study on tolls,
an issue the organization placed at the top of its list of
research priorities for 2019. Based on 2018 data provided
by 21 tolling systems (81.7% of U.S. toll collections), ATRI
reported that motorists paid $14.7 billion in tolls throughout
the country. The report also included data on how toll
revenue is reinvested, how truck-toll revenue compares
with road usage, and the expenses involved in operating
toll systems. The results of the 2019 study should be
considered along with a 2017 ATRI study that concluded
tolling to be the least effective method of funding national
highways among the six methods studied.
Major findings of the 2019 study include:
• The 21 tolling systems studied represent 80% of the
estimated $18 billion of tolls paid in the U.S.
• Approximately 6,000 miles of the nation’s roadways
are tolled, resulting in collections of $3 million per mile;
comparatively, 220,000 miles of roadway in the National
Highway System receive funding primarily from fuel taxes,
equating to collections of $159,091 per mile.
• Toll revenues have increased more than 72% since
2008, far exceeding the inflation rate (16.9%) over the
same period.
• Except for driver wages, tolls represent the highest cost
per mile of any truck-associated expense (45 cents). Tolling
far exceeds the cost per mile of fuel taxes (14.6 cents).
• In trucking, toll-road costs are inflationary; trucks paid
$4.2 billion of total toll revenue collected (31%) and $811
million in fuel taxes associated with miles driven on the
toll roads sampled.
• Toll-collection facilities costs consumed 32.4% of tolls
revenue; approximately one-half of facilities costs covered
actual toll collections.
• Of the total net toll receipts after deducting expenses
($7.1 billion), 48% was diverted to uses other than
operating toll roads and bridges. Truck drivers and carriers
paid 28.5% of net receipts.
• Since 2009, toll revenues have increased 72.5% for
systems providing statistics on vehicle miles traveled
(VMT). During the same period, VMT increased 2.4%. The
result is toll revenue increases exceeding VMT increases
by nearly 3,000%.
• Government agencies, such as those managing mass
transit and nontolled roadways, received more than $3 billion
(20.5%) of gross revenues. This transfer of funds occurred in
nine of the 21 tolling systems sampled.
• Toll systems received subsidies of more than $1 billion
from other agencies, 17.5% of which came from the
federal-interest-rate subsidy, Build America Bonds.
• ATRI determined that 79% of trips made by trucks
20 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

over toll roads involved “critical interstate commerce”
transportation generating more than $3.3 billion in toll
revenue.
Clearly, state governments make a lot of money from
tolling, as do third-party collectors, which states may use
to manage tolling systems. Likewise, private companies
that manufacture and install tolling-system equipment
see temporary profits during the construction and
implementation phases of new toll facilities or expansions.
Given the statistics, one must ask, “Why do we have tolls,
and where did these things come from?”
It takes some time and research to get answer, but the
bottom line is that we can blame it all on oxen.
Toll-Road Origins
One reason people are accustomed to paying tolls could
stem from short-term neurological changes leading to
acceptance of the inevitable. Tolls are nothing new, and
they were not invented in Pennsylvania, a fact the state’s
highway authority may dispute. Tolls have been traced
back 2,700 years when travelers on foot, horse, camel,
or via other means paid tolls to cross property, whether a
road existed or not. Landowners and others with authority
to impose tolls first charged them in Asia and Arabia.
Germany may have been the first to impose an “over-themountain”
toll when the most convenient (or only) routes
to cross mountain ranges were gated and travelers were
ordered to pay before crossing.
Eventually, Great Britain implemented tolling. In fact,
England’s imposing travel tolls could have been one reason
that angry root peddlers left for the New World to build
settlements like Plymouth, Jamestown, and St. Augustine
in the early 17th century. No doubt, the Flat Earth Society
charged tolls on ship captains for the privilege of sailing
over the edge of the planet. And the Pennsylvania Turnpike
Authority will likely be pleased to know that it was in their
state that private investors established the first significant
toll road in the country, charging travelers along the 62-mile
route between Philadelphia and Lancaster.
For a century, after investors built the early Pennsylvania
tollway, like-minded individuals and corporations made
tolling a routine aspect of travel. State governments, for
the most part, stayed out of the business. They preferred
the “road-labor tax,” a revenue-raising method whereby
male citizens could either devote a few days of labor a
year helping with road upkeep or pay a fee. In New York,
for example, males had to work on the roads three days a
year or pay a one-dollar fine. As an alternative, they could
pay a fee of 62.5 cents per day. The fact that three days at
62.5 cents per day exceeds the fine by 87.5 cents shouldn’t
confuse matters. On the other hand, the fact that a state
government set the fine and “opt-out” rates may have
created enough mistrust that even today many Americans
oppose all toll charges.
Westward, ho! (But please
stop at the ticket window on
your way out of town)
For Americans wishing to travel during the nation’s early
years, and especially for those headed into the western
wilderness, improved roads were important. After all, the
narrow trails Native Americans had followed for centuries
couldn’t handle the abuse of ox-drawn wagons. Likewise, the
damage these large animals and wagons could impose on
a muddy roadway could shut a route down until conditions
improved or the owner could make repairs. The idea protolling
organizations promote in favor of charging tolls,
especially to trucks, based on their belief that larger vehicles
do more damage than smaller varieties, could have begun
when oxen and other stock animals tore up roads in the
1790s. A wise man once said something to the effect of “The
sins of the father are passed on to his sons.” A legislator at
his side quickly added, “And the sons shall pay tolls to rectify
them.”
Regardless of who collected tolls, early roads in the
U.S. were not well maintained and were often impassable,
although logic suggests a corporate entity needing to keep
roads in good condition to remain viable would reinvest in its
infrastructure. But it wasn’t these toll roads that invigorated
TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 21

early entrepreneurs to develop more; instead, it was the
success of toll-bridge companies a decade earlier. In the
late 18th century, states granted charters to 59 bridgetolling
companies. And they were profitable, sometimes
offering investors dividends exceeding 10%. Success
resulted from good materials, well-planned construction,
a limited length of infrastructure to maintain, and travelers
with no other alternative. While later travelers avoided tolls
by taking alternate (and undoubtedly more primitive) routes,
those needing to cross water usually found the savings in
avoiding bridges far less than simply paying the toll.
The early toll roads in the Northeast took on the name
“turnpikes,” a designation still in use more than two centuries
later. Between 1800 and 1830, 946 corporations in the
northeastern states were incorporated as turnpikes. In nine
states, turnpikes totaled 27% of all corporations. Proudly leading
the way was Pennsylvania, where 199 of 446 corporations, or
46%, were operating turnpikes. New York bested its neighbor in
quantity, registering 339 turnpike corporations. Between 1830
and 1845, another 138 turnpike corporations were established
in Pennsylvania, and 110 in New York.
The bubble soon burst as steamships and the railroad
arrived. Turnpikes began to fall out of vogue. No longer
maintained, those still seeing profits in land routes
constructed “plank” roads, where travelers and wagons had
a relatively smooth ride on top of crudely planed lumber. The
plank roads rotted far faster than expected, however, and the
1,000 or so corporations operating them made little money.
Profit versus convenience
Turning a profit was not the only reason for toll roads. In
the era when the roads were privately owned, stakeholders
became investors. Farmers who needed a more efficient way
to transport their products to market, politicians who promised
well-maintained roads in return for votes, and shop owners in
communities who relied on products being transported from
afar were all in favor of maintained roads, and investors from
each of these groups supported them. They realized toll roads
were not likely to pay direct dividends on their investments;
yet, the indirect benefits fed their families.
Eventually, new materials made roadways easier to
maintain, and private corporations could no longer charge
fees the public considered excessive. For decades to follow,
toll roads disappeared from most of America. They always
lurked in the shadows, however, and the motorized automobile
pumped in a breath of new life.
With the 1916 Federal-Aid Road Act, the U.S. Congress
included clauses that allowed states to charge tolls on roads
not supported by the federal government, but prohibited tolls
on roads receiving federal aid. In general, the reason for
this prohibition stemmed from the Interstate Commerce Act:
Tolls restricted the free flow of interstate commerce. Eleven
years later, the Oldfield Act offered states an olive branch,
allowing the use of federal funds to build toll bridges, provided
operational costs were at the states’ expense. Still, for the
typical highway, federal funds could not be utilized if states
assessed a toll on users. State-funded toll roads, largely
focused in the Northeastern U.S., once again became popular.
The feds offer states relief
When federal funding in the 1950s went to support
construction of the interstate system, fuel and other “userpaid”
taxes eliminated the need for toll roads, at least in the
government’s opinion. Construction of new tollways essentially
ceased. Eventually, under some conditions, interstate routes
could be established as tollways; however, the tolls could not
be the means for funding construction and were only allowed
after completion of the road work.
Finally in 2012, more leeway was provided for tolling federally
funded roadways, but only for newly constructed interstates
or in efforts to expand lanes and decrease congestion. Highoccupancy
vehicle (HOV) lanes were also approved as tollways.
Tollways have changed a lot since the 18th century. Rather
than literally passing through a “turnpike” with a toll both to
access a road, automated cameras requiring limited personnel
are used to collect tolls. While these systems are undoubtedly
more efficient than manned toll booths, implementation costs
are much higher. South Carolina, for example, rejected efforts
to charge tolls on Interstate 95, largely due to the $3.5 billion
implementation costs.
As years pass, many states will propose to institute or expand
tolls on highway, bridges, tunnels, and other travelways, and
when a state can be sure the burden will largely fall on out-ofstate
vehicles, a few initiatives may be approved.
But rest easy, truck drivers and carriers, because if publicopinion
polls are any indication, you have tens of millions of
22 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

voters on your side. And the voting public, for the most part,
realizes that any cost placed on the transportation of products
soon shows up in the price tags staring at them on the shelves
of their favorite retailers. Of course, the extra sales tax collected
from increased prices could be considered “triple taxation,”
could it not?
Taking heed
The 21st-century trucking industry needs to take note, as
the number of voters recognizing the relationship between
truck tolls and consumer prices is in a constant state of
change. Voters who believe repairing any perceived
highway damage caused by trucks may someday
outnumber those who place priority on lower prices at the
checkout stand. At that point, support for tolls may swing.
When voters decide they dislike trucks more than
increased price tags, one can expect more “trucks-only”
tolling propositions like those already being fought in
Rhode Island courts. And we can blame them all on our
ancestors’ oxen tearing up muddy toll routes a couple of
centuries back.
TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 23

MARCH/APRIL | TCA 2020
A Chat With The Chairman
24 Truckload Authority | www.Truckload.org TCA 2020

An Upward
Trajectory
Foreword and Interview by Lyndon Finney
Last March during the Truckload Carriers Association’s 2019 Annual Convention in Las
Vegas, TCA Chairman Josh Kaburick said in his address that the Association would continue to
grow, strengthen, and thrive. “There is no end in sight for our upward trajectory,” he said. And
that’s exactly what has happened. In his final chat, Chairman Kaburick talks about the accomplishments
of the past year, regulatory issues in progress, the unending need for an infrastructure
plan and more importantly a way to pay for it, and the impact of the now two-year-old electronic
logging mandate. He concludes with a word of commendation for incoming TCA Chairman
Dennis Dellinger.
TCA 2020 www.Truckload.org | Truckload Authority 25

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Mr. Chairman, thank you for joining us for the
last of your “Chat with the Chairman” interviews.
It’s hard to believe this is the last one. The year
has gone by quickly. What have been TCA’s major
accomplishments during the past year?
Wow, if only we could start with an easier question.
Major accomplishments this year are many,
but let’s start with these. Our education platforms
continue to achieve higher marks than ever. We are
providing our members with information-gathering
opportunities and they are embracing them. Webinars
and certification programs are exceeding expectations
and continue to demonstrate that they
are delivering what the members want. Our growing
membership numbers, at an unprecedented rate,
show that the secret is out on us. People are noticing
the value that we deliver and are looking to be part
of an entity that will improve their businesses. The
office remodel was long overdue – new paint, floors,
and HVAC have provided staff and visiting members
with a first-class environment, reflective of what we
are looking to provide to all who visit. Business relationships
and information distribution, as well as
industry image improvements, are all conducted at
TCA headquarters, and I hope every member takes
the opportunity to participate in them. The doors are
always open; please go visit.
What achievement makes you the most proud?
It is tough to limit achievements to just one, but
what makes me the most proud is the loudness of
our voice. We are telling our story, and not just staff
either, but our members have embraced the opportunity
to walk on Capitol Hill, educate on truckload
issues, and discuss matters that are important to
the industry and their fleets. It has become a sight
to behold. Our Call on Washington is expected to
reach 100 people this year, a tremendous achievement,
considering just three years ago only 35
people attended. Our Fall Business Meetings have
reached that level of being a “must-attend” event. It
is where decisions are made and discussions ensue
for this important association, and our members are
embracing that. It is not often you see an institution
gain a voice, but I can say that I have had a
front-row seat to watch it happen, and I could not
be prouder.
What has been your biggest frustration?
As membership grows by leaps and bounds, it is
hard to define this as a frustration, but remember, I
am a football player, too. If you aren’t moving forward
then you are moving backward. I want more
people to recognize what TCA is delivering, more
people to be involved and more people to wear our
shield. I know our numbers already are excellent,
and I can’t stress that enough, but I want to blow
the roof off of these numbers and demonstrate that
TCA is the association to belong to.
26 Truckload Authority | www.Truckload.org TCA 2020

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In addition to your chairmanship, what has been your
view of the association during the time you spent as
an officer?
Wow, time flies. Throughout my tenure as an officer
I have witnessed tremendous membership growth. The
numbers speak for themselves, but our growth has not
just been in raw numbers; it has also been demonstrated
by activity. Any trade association cannot succeed without
true membership commitment and involvement. I
remember stepping into the officer’s group in 2013 and,
while it has been seven years, the view of the association
is dramatically different from what it once was. Our
programs have been updated, debate and discussion
over important industry-related topics is not shunned
but rather encouraged, and quite frankly, the expectations
have grown. We have come to expect the very best
from our staff, our members, and anything else we are
involved in, and those expectation have led to tremendous
success. This makes me look forward to what the
next seven years have to offer.
The Insurance Institute on Highway Safety says it
is opposed to portions of the hours-of-service rule,
particularly the ability to extend the 14-hour clock,
which IIHS says would create more fatigue among
drivers. Can you please speak to that concern?
Quite obviously IIHS is entitled to its opinion, but it
is important that we view the potential HOS changes in
a holistic 24-hour period rather than the uncertainty of
a longer workday. Our drivers’ day has been dramatically
scrutinized over the past few years because they
are now operating in an environment in which electronic
logging device (ELD) data has demonstrated that detention
is taking its toll on our industry. Many view the
current 11/14-hour window as plenty of time to perform
daily duties; however, the aforementioned data has
shown that our drivers are not getting anywhere close
to those numbers. As an industry, our drivers average
roughly 6.5 hours of drive time per day, so even if the
day becomes longer in their eyes, we may only begin
to approach our 11-hour limit. The real issue is that it
should be viewed as an opportunity for increased flexibility,
giving drivers the option to rest when they see fit
and stop that on-duty clock to obtain a break which they
require and deserve. This is a choice that most drivers
feel they do not presently have as they battle congestion,
weather, and detention time.
Speaking about the Drug and Alcohol Clearinghouse,
most of the teeth of the rule has been in place for a
few weeks when this chat is published. What are the
major benefits of this rule?
Everyone has heard, even touted, our industry’s zero-tolerance
policy when it comes to drugs and alcohol.
The benefits of having the Clearinghouse in place provide
carriers with even more information concerning the
drug-testing history of potential and current drivers.
This allows the industry to see potential red flags with
prospective drivers seeking employment in their fleet.
We do, however, still wait for the opportunity to include
results from hair testing as well, as many carriers have
demonstrated greater success rates with this test than
the basic urine tests. Once hair testing can be incorporated
into the federal protocols, the Clearinghouse will
be an even greater tool for vetting drivers.
28 Truckload Authority | www.Truckload.org TCA 2020

The ELD mandate will have been in place for just over
two years when your chairmanship is over. In addition
to improving hours-of-service compliance, how has the
trucking industry benefited in terms of new types of
data collected, and are you aware of any negative
consequences as a result of the mandate?
If you listen to Dave Heller, in addition to HOS compliance,
data has certainly become one of the main benefits
of what the ELD has to offer. Industry is being informed
of issues that were once anecdotal but are now ringing
true with the data that ELDs are providing us. Is detention
a problem? Of course, and now the data is proving
this and showing us where it has become a problem.
HOS data has shown parking problems, speeding issues,
and even congestion points, all issues, that provide carriers
greater opportunity to tell their story. You are right
though; with the benefits that the data is providing,
there is also some risk. Data-privacy concerns are growing,
and with that knowledge, I do encourage every carrier
to know exactly who owns their data and what they
are doing with it. There are privacy considerations that
coincide with producing that much data, and the burden
certainly is on the carriers to decipher the challenges that
come with this important compliance tool.
The lack of parking has been an ongoing issue in
the trucking industry for as long as anyone can
remember. When asked, many drivers will tell you
that strict enforcement of the ELD mandate has
compounded the problem. Two questions: do you agree
with drivers, and what are the top two solutions to
alleviating the parking problem?
Our drivers represent the front line of our industry,
and anyone who may not listen to what drivers are saying
should probably begin to start. Yes, parking trucks
has always been a problem, and as I alluded in the previous
question, the ELD is showing that. Is there a remedy,
even two as your question suggests? Of course.
Flexibility in the sleeper berth is one solution, providing
drivers with some additional options for driving and allowing
them to stop the 14-hour clock. Additional parking
spots and dedicating dollars to do just that is another
option. There is a bill right now floating around
that provides dollars for this exact issue. I will take it a
step further and say that even a new infrastructure plan
would help ease some of the parking pressure. Any plan
that will provide extra dollars to improve our national
network of roads and bridges can help alleviate some
congestion in the highly traveled freight lanes. This, in
turn, could change parking points for drivers who may
seek to get off the road at popular truck stops.
TCA 2020 www.Truckload.org | Truckload Authority 29

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Another ongoing issue in trucking is driver turnover.
The turnover rate at large truckload fleets – those
with more than $30 million in annual revenue –
jumped nine points in the third quarter, the largest
quarterly increase since the second quarter of 2016,
to an annualized rate of 96%. The increase set the
figure at its highest point since the second quarter
of 2018. Much of the turnover involves drivers jumping
from one carrier to another. What can carriers do to
better retain their current driver force?
This is one of those
“Midas touch” type of
questions in which I certainly
wish I had the answer
that would cure our
industry’s retention problem.
Honestly, this is one
of those things that fleets
must discover what works
for them, as no two fleets
are the same. If you are in
a rut when it comes to retention,
think outside the
box. If your numbers are
creeping up and the “old”
ways just aren’t working
anymore, try something
new. Open discussions
are great; driver involvement
is even better. Find
a corporate solution that
you can stand behind and
the results could be dramatic.
This question falls into
the category of “here
we go again,” or as Yogi
Berra would say, “it’s de
ja view all over again.”
Early in his presidency,
President Donald Trump
promised a comprehensive
infrastructure plan to
address the nation’s
need to repair existing
roads and bridges
and build new ones,
but nothing has happened. In recent weeks, both
Republicans and Democrats have come forth with
competing infrastructure plans. Why is it important
for Congress to pass a bipartisan infrastructure plan,
and can that be accomplished in the partisan culture
of today’s Washington?
In today’s Congress, bipartisan could be considered a
four-letter word, but when it comes to infrastructure, it
represents the best case in which we really need to get
something done. Unfortunately, this was a campaign issue
in 2016 and is one again here in 2020 because nothing
is getting done. Sound roads and bridges are needed
in this nation — there is no argument on that front — but
Congress must surely begin having the hard conversations
about how to pay for it, with the knowledge that any
plan must have buy-in from both parties. Today’s divided
Congress can sideline a bill with the snap of its fingers
based on party lines, but the reality is that they have to
come together and get this done, for the betterment of
our industry and this nation as a whole.
pAssing an infrastructure plan is only the beginning.
Funding is the next step. A majority of the trucking
industry agrees that increasing the fuel tax is the best
funding mechanism. Even though in last year’s general
election, over 90% of state
transportation funding
initiatives were approved
by voters, Congress seems
reluctant to do the
same at the federal level.
Tolls and vehicle miles
traveled (VMT) taxes are
being talked about more
and more. Please speak to
the funding issue.
This is the hard conversation
to have, and you’re
right, states are certainly
having positive results at
their level. Yet federally
speaking, there seems to
be a logjam on what really
makes sense. Tolls are a
non-starter; it just doesn’t
make sense to pay that
much money in administrative
costs. VMT tax is a
growing idea, but our nation
is just not there yet,
as many, including TCA’s
Highway Policy Committee,
have discussed the
concerns that coincide
with this funding mechanism.
Let’s put it this
way: If you are donating
to charity, doesn’t it make
sense choose the one
where your dollar goes
the furthest? Of course it
does, and with infrastructure
funding, a fuel-tax increase is the best choice.
The return on investment is low, as the administrative
fees are only about 1%, and the mechanism to pay
at the pump is a no-brainer. Our industry is willing to
do its part by paying more at the pump and index any
increase to inflation so that the Highway Trust Fund
is always solvent. I get it; we still must find ways to
account for the mileage that electric vehicles travel
on the roads. A mile is still a mile, and the wear and
tear that they could eventually create will present a
burden, so we must find a way to account for those
vehicles. The reality is, we must embrace a fuel tax
increase, index it to inflation, and become part of the
solution to fix for our crumbling infrastructure, not
grow the problem.
30 Truckload Authority | www.Truckload.org TCA 2020

The 82nd TCA Annual Convention will be held in March.
What are you looking forward to most about the
convention, and why is it imporTAnt for members to
ATTend?
I am not sure you have enough pages for me to tell
you about what I am looking forward to the most. Honestly,
I enjoy getting to see old friends and making new
ones. Our educational sessions are once again top notch
and will deliver the content of what we as an industry
are looking for. The Truckload Strong event is again very
electrifying and presents an opportunity to grow the efforts
of our association, its important programs like Highway
Angel, and better sustain our government affairs efforts.
And I have not even mentioned baseball’s Iron Man,
Cal Ripken Jr. The meeting has come to represent an opportunity
for our members to show up, speak up, and get
involved in truckload. This is our industry, and our members
need to be involved.
A lot of members don’t realize the sacrifices chairmen
and officers make in their time spent away from their
families and businesses in order to fulfill their duties.
Would you comment on that?
Sacrifice is an interesting word to describe this commitment.
I get it. Time away from your personal and family
life is not always ideal, but I will ask everyone reading
this: Where else can you find a place where you can
surround yourself with like-minded people, working toward
the same goal in an effort to make the industry better?
This is a commitment, no doubt about that, but also
one that is incredibly rewarding. I have made friends that
will last a lifetime for both myself and my family, created
a sounding board for success, and am involved in an association
whose sole focus is to represent the industry
that I work in. If that is a sacrifice, then sign me up.
As is tradition, we always ask the outgoing chairman
to give advice to the incoming chairman. What would
be your advice to Dennis Dellinger?
My advice to Dennis: Enjoy the moment because time
will fly, and while it may only be a calendar year, that time
goes by much quicker than you realize. Enjoy the members
and staff – each one possesses the same dedication
that we do. Finally, encourage everyone to participate,
show up, speak up, and get involved. Our association will
be in a much better place when that happens.
Thank you, Mr. Chairman, for a wonderful year.
Any closing comments to the membership would be
welcomed.
I just want to thank everyone for their support, not
just this year and not just for me, but for the association
as a whole. It has been a fantastic year, and I know the
future is looking even better.
TCA 2020 www.Truckload.org | Truckload Authority 31

MARCH/APRIL | TCA 2020
Talking TCA
Compensation for
Trucking Companies:
An Introduction
By Beth Carroll
Founding and Managing Principal at Prosperio Group
TCA launched Truckload Live Distance Learning in November. Read as
Beth Carroll, the program’s subject matter expert, shares ways in
which you can create and manage compensation plans in this series.
If you are managing a trucking company or a group inside a
trucking company, you know that the people who work for you
expect to be paid. Furthermore, they expect to be paid a wage
aligned with the job’s market value and expect that the method of
payment complies with all state and federal laws.
Hopefully you have a good Human Resources department that
ensures you are legally compliant and providing enough pay to
attract and retain the type of workers you need.
But how do you create performance-dependent pay systems?
This pay is sometimes called “variable compensation” (VC), or
“incentive pay” (IC), or a “pay for performance” (PFP). Whatever you
call it, there are questions you must address before you can ensure
the dollars are being spent wisely and will drive the RIGHT behaviors
while not creating unintended consequences.
First, not all roles have the same impact on the bottom line and
you need to segment them accordingly. While you may pay your
outside sales representative a percentage of the line haul, it does
not make sense to do the same for your web developer or human
resources manager.
What about recruiting? Marketing? The shop?
32 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

Just as roles vary in ability to impact the bottom line, they also
vary in individual measurability. Sales and operations roles may
be very individually measurable, whereas how would you know
if one of your safety personnel was doing an exceptional job of
keeping your CSA scores in
line?
Consider two things. First,
what is your overall company
philosophy regarding variable
compensation? Second, what
is your organizational ability to
manage the administration of
a VC plan? Some organizations
want everyone to be measured
and rewarded at the lowest
level possible. Others want
more discretion to ensure VC
payments are made only when
the company is profitable.
While it may sound really
good to say, “everyone in
our organization has skin in
the game,” you have to be
clear what this means within
your culture. Does it mean
pay rises or falls along with
the company profitability?
This is laudable for cost
management but don’t
kid yourself about getting
employee motivation from
this type of plan 1 . Or does
it mean that everyone has
some degree of control over
their own destiny in terms
of pay based on their own
performance?
The second consideration
is the administrative burden
from truly motivational
VC plans. To work well,
payment must be frequent
(quarterly or monthly is
ideal) and as closely aligned
to individual performance
as possible. This is not a
small undertaking; few
organizations are up to the
task. To reduce burden, it
may be tempting to let each
business leader call their own
shots, but be careful as this
could wreak havoc on pay
equity, career progression,
and job mobility.
It may help to think of your
roles in four “buckets.” The first bucket is sales and operations
(load planners, driver managers, and customer-service
representatives). This is the highest priority because meaningful
changes will have direct bottom-line impact and the VC plan will
pay for itself. It’s also the hardest work, as getting it wrong can
While it may sound really
good to say, “everyone in
our organization has skin
in the game,” you have to
be clear what this means
within your culture. Does
it mean pay rises or falls
along with the company
profitability? Or does it
mean that everyone has
some degree of control
over their own destiny
in terms of pay based on
their own performance?
be just as detrimental. The second bucket is executives. They
probably already have significant portions of their pay tied to
company profits, so shore it up and tie it as clearly to the areas
they control as possible. MBOs (management by objectives)
is a common incentive
approach for executives.
The third bucket is support
staff (human resources,
accounting, IT, etc.). These
roles are highly valuable
to the organization but
difficult to measure
at an individual level.
Payout may be based on
company goal attainment
modified by individual
performance. The fourth
bucket is professional truck
drivers, who are an entirely
different topic.
Trucking companies
have a host of roles that
don’t easily fall into one of
these four buckets. Some
of these gray-area roles
are recruiting, safety, and
maintenance. Depending
on how you manage your
financials, you may be able
to think of maintenance
(the shop) as a revenuegenerating
group with its
own P&L.
In subsequent articles
we will tackle the best
ways to pay all of these
roles, but for now, keep
in mind that “one size”
does not “fit all.” The best
compensation approach
for your organization will
reflect your compensation
philosophy and be within
your company’s ability to
administer.
Eager to learn more? Be
sure to join me for one,
or all of the following
90-minute virtual courses:
• Incentive Compensation:
Recruiting and Sales at 1
p.m. ET on Mar. 12, 2020;
• Incentive Compensation:
Maintenance, Safety, and
HR/Accounting on April 23,
2020; and
• Incentive Compensation: Broken Org Structures on June 4, 2020.
Also, I’m offering to the first 10 registrants a 30-minute
complimentary session after the virtual course.
To register, visit truckload.org/upcoming-events.
Looking forward to having you as a part of the discussion.
1
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
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
communication style, these plans quickly become annual entitlements and nothing more.
TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 33

Adventurous
expeditions
Orlando area delivers lots
of options for excitement
as well as relaxation
By Linda Garner-Bunch
From chill to thrill, visitors to Orlando are treated to a vast array of things to see
and do. In the mood to spend a day with the family (or just channel your inner
child)? Visit one of the area’s must-see amusement parks. Looking for a way
to unwind after a long day? Check out one of the many local restaurants, pubs,
or night clubs; or maybe take in dinner and a live show. Want to get away from it all?
Explore one of the many nature parks, hit the water in a boat or on a jet ski, or embark
on an off-road adventure. Here are just a few ways to make the most of your free time.
ORLANDO TREE TREK ADVENTURE PARK
Unleash your inner daredevil with high-flying ziplines and aerial challenges,
all set in a towering pine forest. Courses vary in difficulty from beginner to
advanced, with activities for both adults and children. Swing from the trees
on Tarzan ropes, tackle challenging rope ladders, plummet into hanging
nets, traverse suspended bridges and cross swinging logs, or conquer the
giant 425-foot zipline.
WALT DISNEY WORLD
One of the first attractions that comes to
mind, this perennial classic isn’t just for
the youngsters. “The Most Magical Place
on Earth” is home to six amusement
parks, as well as fine- and casual-dining
establishments, luxury and family-friendly
hotels and resorts, and much more.
Interact with new and classic characters in
the Magic Kingdom, explore the universe at
Epcot, fulfill cinematic dreams at Hollywood
Studios, or take a walk on the wild side in
Disney’s Animal Kingdom. Make a splash
(and enjoy a break from the heat) at Blizzard
Beach or Typhoon Lagoon.
KENNEDY SPACE CENTER VISITOR COMPLEX
More than just science fiction, the enthralling history — and future — of
space travel awaits just an hour outside Orlando. The complex is divided
into “mission zones” that allow visitors to experience the story of humans
in space. Heroes and Legends celebrates the pioneers of NASA’s early
space programs; next, go Behind the Gates to visit historic launch sites and
view modern facilities and worksites. Feel the thrill of the Apollo era in the
Race to the Moon, and then head to Shuttle: A Ship Like No Other to strap
in and enjoy an awe-inspiring view of the space shuttle Atlantis.
34 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

UNIVERSAL ORLANDO RESORT
From luxury hotels, fine dining, and live shows
to special events, shopping, cinematic-themed
amusement parks, and more, Universal delivers
an unforgettable experience for visitors of all ages.
Explore the Universal Studios Florida Theme Park and
star in fun-filled escapades such as Harry Potter and
the Escape from Gringotts, Despicable Me Minion
Mayhem, and other favorite storylines. Volcano
Bay Water Theme Park is a tropical-island paradise,
complete with water slides, waterfalls, and much
more. Islands of Adventure Theme Park is filled with
super heroes and villains, and much more.
ORLANDO MUSEUM OF ART
Experience the creativity of art from around the world
with ever-changing exhibitions and permanent collections
featuring a variety of mediums, from traditional paint
and canvas to sculpture, textiles, and more. Permanent
collections include African Art, which encompasses works
from across the continent; Art of the Ancient Americas, filled
with fascinating historic pieces from North, Central and
South America; Contemporary Art, with works from 1945
to the present; and Contemporary American Graphics, a
display of nearly 300 prints that includes works from artists
that have impacted the art world since the 1960s.
REVOLUTION OFF ROAD ADVENTURES
From ATVs to fishing, archery, and clay shooting (with
more activities in the works), this 230-acre attraction is
just the thing for those who want to get down and dirty
— literally dirty. There are ATV tracks and trails for all
skill levels, and the Mucky Duck allows drivers (18 and
older) and riders to discover the thrill of an amphibious
vehicle that easily traverses both land and water. Want to
make a point? There are two archery options available —
traditional target archery and archery tag (don’t worry; the
arrows have cushy foam tips). Avid anglers will revel in
the peaceful private lake (all fishing is catch-and-release).
ORLANDO SCIENCE CENTER
Science comes to life at this awardwinning
museum, which offers interactive
exhibit halls, labs and workshops,
theaters, an observatory, and more.
Discover the ancient world of Pompeii,
explore Florida’s various ecosystems,
experience the fundamentals of physics
and kinetics, encounter ancient creatures
and prehistoric worlds, and find out more
about Planet Earth. Scheduled exhibits
include a virtual flight lab, a functioning
science lab, and an observatory that
features the state’s largest publicaccessible
refractor telescope.
OLD TOWN
Yearning for the simple charm of days gone
by? This walkable re-creation of a classic
Florida town covers 18 acres and features
an enticing shopping district with classic
architecture and picturesque storefronts,
restaurants, and bars. And don’t forget
the classic amusement-park attractions.
Revisit childhood on the carousel or Ferris
wheel, ride on the roller coaster, earn
points at the arcade or shooting gallery,
defy reality with a magic show, or seek
thrills and chills at the haunted house. Old
Town is also home to the nation’s longestrunning
car show and cruise.
SEAWORLD
From tropical waters to arctic habitats, SeaWorld
seeks to share the wonders of the water with massive
aquariums, underwater viewing tunnels, live shows,
and more that offer up-close experiences with creatures
such as dolphins, whales, sharks, manatees, sea turtles,
and much more. But wait; there’s more! Kids will love
taking a walk down Sesame Street and meeting their
favorite characters; the 400-foot Sky Tower provides a
bird’s-eye view of Orlando and the surrounding area;
and there’s an array of amusement-park rides.
TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 35

TCA HONORS TRUCKING I
2019 DRIVER OF THE YEAR
Presented by:
The Truckload Carriers Association, Overdrive Magazine and Truckers News
revealed the finalists for the 2019 Driver of the Year competition. The following
company drivers and owner-operators will compete for the prestigious grand
prize in their respective categories.
ROBIE JENSEN
Fremont Contract Carriers
Republic, Missouri
COMPANY DRIVER OF THE YEAR FINALISTS
RANDY KURYK
Bison Transport
Sicamous, British Columbia
DON LEWIS
Wilson Logistics
Springfield, Missouri
OWNER-OPERATOR DRIVER OF THE YEAR FINALISTS
BEST FLEETS TO
DRIVE FOR
Presented by:
T
he Truckload Carriers Association and
CarriersEdge announced the 2020 Best
Fleets to Drive For. These 20 for-hire
trucking companies from across North America
are being recognized for providing exemplary
work environments for their professional truck
drivers and employees.
To be considered for the Best Fleets program,
companies operating 10 or more trucks had to
receive a nomination from one of their company
drivers or owner-operators. The fleets were then
evaluated using a scoring matrix covering a variety
of categories, including total compensation, health
benefits, performance management, professional
development, and career path/advancement
opportunities, among other criteria. Driver surveys
were also conducted to collect input from drivers
and independent contractors working with the fleets.
“
JESSE DENNIS
Prime Inc.
Springfield, Missouri
KEVIN KOCMICH
Diamond Transportation System, Inc.
Racine, Wisconsin
ROBERT and TRACY ROTH
Erb International
Hamburg, Ontario, Canada
“
These contests continue to bring forth the best of the best
in our industry year-after-year, from being a mentor behind
the wheel, to being a leader in their community, these
drivers are so deserving of this recognition. I look forward to seeing
which drivers take home the grand prize at Truckload 2020.”
— JOHN LYBOLDT, TCA PRESIDENT
The finalists and grand prize winners are selected based on their ability to operate safely
on public highways, their efforts to enhance the public image of the trucking industry, and
their positive contributions to the communities in which they live.
The grand prize winners winners will be announced at Truckload 2020: Orlando at the
Gaylord Palms on Tuesday, March 3, during the closing banquet.
Thanks to the generosity of our long-time sponsors, Cummins Inc. and Love’s
Travel Stops, each grand prize winner will receive $25,000, while the two runnersup
in each division will win $2,500.
For more information about the contests, or to nominate a deserving driver in Fall 2020,
visit truckload.org/DOY.
41 ST ANNUAL
NATIONAL FLEET
SAFETY AWARDS
Presented by:
O
n Tuesday, March 3, during Truckload
2020: Orlando, honors will abound.
As in year’s past, TCA will recognize its Fleet
Safety Award winners, as well as its 2019
Driver of the Year Contest finalists during
the closing banquet while awarding its grand
prize winners.
Meet the eighteen companies with outstanding
safety records based on low accident frequency
ratios per million miles.
Companies are listed according to the order
that they placed within each category.
36 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

INDUSTRY EXCELLENCE
Now in its 12th year, the program continues to
showcase the best fleets in the industry. These
carriers constantly raise the bar when it comes
to driver satisfaction, innovative programs, and
superior work environment.”
“— CARRIERSEDGE CHIEF EXECUTIVE OFFICER JANE JAZRAWY
The 2020 winners, which are true innovators when it comes to providing
outstanding workplace experience for their drivers, are:
AMERICAN CENTRAL TRANSPORT
Kansas City, Missouri
AMERICA’S SERVICE LINE
Green Bay, Wisconsin
BISON TRANSPORT
Winnipeg, Manitoba, Canada
BOYLE TRANSPORTATION
Billerica, Massachusetts
CENTRAL OREGON TRUCK
COMPANY, INC.
Redmond, Oregon
CHALLENGER
Cambridge, Ontario
FORTIGO FREIGHT SERVICES INC.
Etobicoke, Ontario, Canada
FREMONT CONTRACT CARRIERS, INC.
Fremont, Nebraska
FTC TRANSPORTATION, INC.
Oklahoma City, Oklahoma
GARNER TRUCKING, INC.
Findlay, Ohio
GRAND ISLAND EXPRESS
Grand Island Nebraska
HALVOR LINES, INC.
Superior, Wisconsin
LOAD ONE TRANSPORTATION
& LOGISTICS
Taylor, Michigan
MOTOR CARRIER SERVICE LLC
Northwood, Ohio
“
Aside from being one of the most anticipated announcements
in the industry, for these winners, the Best Fleets to Drive
For program facilitates an image that radiates from the
professional truck drivers to the leadership team at an
operation. The winners feel an immense pride for this accomplishment
and we’re proud to honor them, year after year.”
— JOHN LYBOLDT, TCA PRESIDENT
NUSSBAUM TRANSPORTATION
SERVICES, INC.
Hudson, Illinois
PRIME INC.
Springfield, Missouri
TRANSPRO FREIGHT
SYSTEMS LIMITED
Milton, Ontario, Canada
TLD LOGISTICS SERVICES, INC.
Knoxville, Tennessee
THOMAS E. KELLER TRUCKING, INC.
Defiance, Ohio
WELLINGTON MOTOR FREIGHT
Aberfoyle, Ontario, Canada
In addition, five companies have been identified as
“Fleets to Watch” (honorable mentions) for demonstrating
innovation in their driver programs:
AVERITT EXPRESS, INC.
Cookeville, Tennessee
BRENNY SPECIALIZED, INC.
St. Joseph, Minnesota
LEONARD’S EXPRESS
Farmington, New York
MELTON TRUCK LINES
Tulsa, Oklahoma
WILSON LOGISTICS
Springfield, Missouri
This year, Motor Carrier Service LLC, has achieved
the milestone of 10 consecutive years on the list.
Additionally, two fleets — Prime Inc. and TLD Logistics
Services, Inc. — have achieved the milestone of
five consecutive years on the list.
“
DIVISION I WINNERS
Less than 5 million miles
These awards showcase the best of our industry and set these carriers apart as truly
maintaining the gold standard when it comes to protecting their drivers, their loads, their
equipment, and the greater motoring public.”
— JOHN LYBOLDT, TCA PRESIDENT
1. CARBON EXPRESS, INC.
Wharton, Indiana
2. KOOL PAK, LLC
Lake Oswego, Oregon
3. VALMONT INDUSTRIES, INC.
Valley, Nebraska
DIVISION II WINNERS
5-14.99 million miles
1. FIRSTEXPRESS, INC.
Nashville, Tennessee
2. TRANSPRO FREIGHT SYSTEMS LTD.
Milton, Ontario, Canada
3. CONVOY SYSTEMS, LLC
Kansas City, Kansas
DIVISION III WINNERS
15-24.99 million miles
1. KOTTKE TRUCKING, INC.
Buffalo Lake, Minnesota
2. ERB INTERNATIONAL INC.`
New Hamburg, Ontario, Canada
3. VERIHA TRUCKING
Marinette, Wisconsin
DIVISION IV WINNERS
25-49.99 million miles
1. TRANS-WEST LOGISTICS INC.
Lachine, Quebec, Canada
2. CENTRAL OREGON TRUCK COMPANY
Redmond, Oregon
3. H.O. WOLDING, INC.
Amherst, Wisconsin
DIVISION V WINNERS
50-99.99 million miles
1. GROUPE ROBERT, INC.
Rougemont, Quebec, Canada
2. MAY TRUCKING COMPANY
Oklahoma City, Oklahoma
3. WILSON LOGISTICS, INC.
Springfield, Missouri
DIVISION VI WINNERS
100 million or more miles
1. BISON TRANSPORT
Winnipeg, Manitoba Canada
2. CFI
Joplin, Missouri
3. Landstar Inway, Inc.
Jacksonville, Florida
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
the “25 million or more annual miles” category.
For more information about TCA’s Fleet Safety Awards, including eligibility requirements and rules, visit truckload.org/Fleet-Safety-Awards.
To view images from the 2018 Fleet Safety Awards presentations, visit flickr.com.
TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 37

TCA
Profitability
Program
provides
stability in
times of change
In July 2017 the Truckload Carriers Association launched the
TCA Profitability Program (TPP), a three-tiered system powered
by the inGauge online platform.
The program was built off the success of TCA’s benchmarking
program — one that shared with truckload carriers functional
composites which could increase their profitability and lower
their risk profiles.
A major factor in the success of the program comes from the
acknowledged fact that the industry is constantly changing.
“The more carriers can maintain during times of major change,
the easier it is for them not only to get through these times unscathed,
but to remain highly profitable,” said TCA President
John Lyboldt.
While the TPP program aims to help motor carriers increase
their profitability, the program also offers a way to retain a skilled
workforce.
In December 2018, TCA launched the TPP Retention Program,
which helps TCA members reduce driver turnover. Trucking industry
advocate and former TCA Chairman Ray Haight spearheads the
program as its retention coach.
Haight’s 40-plus year tenure in the truckload industry includes
over 1 million accident-free miles as a driver and owner-operator,
as well as a lengthy post as president and co-owner of a 275-unit
truckload carrier that reduced turnover from 120% to 20%. As a
result of these efforts, his company subsequently won three TCA
Fleet Safety Awards and consecutive “50 best-managed company”
awards. Drawing from his diverse industry knowledge, he
has developed a Carrier Retention Strategic Plan, which provides
carriers a roadmap to reducing driver turnover, as well as consulting
every step of the way.
“I have had an undeniable and very public passion on this subject
for years,” said Haight. “I truly feel that we do an injustice
to the pioneers who built this industry when we do not strive for
workforce excellence.”
In August 2019, the TPP welcomed Trucking industry executive
and former TCA Chairman Shepard Dunn to the team
as a consultant.
With nearly three decades of truckload experience, and the chairmanship
at TCA and other industry associations, Dunn learned from
his peers and collaborated about how to effectively run a business.
“As a facilitator and consultant in the TPP, we can continue
to have those same discussions with the goal of identifying
improvement opportunities in each of the member participant
companies,” said Dunn.
In September 2019, the TPP announced that Stay Metrics, a
provider of driver-retention tools for motor carriers, would provide
TPP members with proprietary data via the inGauge online
benchmarking platform.
The data presented under the branding Stay Data banner,
will be provided to TPP participants as part of the inGauge
platform, which is managed by FreightWaves®.
Stay Metrics will provide regular updates to the benchmarking
data and highlight key insights that will be of interest
to carriers seeking to remain competitive in the driverlabor
market.
Additionally, in December 2019 the TPP not only hosted its
inaugural TPP Summit, an immersive event that provided an
opportunity to take an in-depth look at the cutting-edge strategies
carriers are utilizing to navigate today’s freight market,
but it also announced the formation of a new data group. More
than 100 TCA members and prospects attended the informative
event; the Second Annual TPP Summit is planned for Oct. 30
in Dallas.
In December 2019, TPP announced the formation of the TPP
Data Analytics Group. This unique group will be sponsored by
McLeod Software, and meetings will be held semi-annually
at McLeod’s headquarters in Birmingham, Alabama. The first
group meeting will be held April 23-24.
The group was conceived based on feedback from TPP members
that have expressed the need to properly leverage the vast
amounts of data generated by their companies and the industry
to determine better pricing, operations, and safety-related decisions
for their businesses.
Additionally, members are continually presented with the
Top, opposite page: TCA Profitability Program (TPP) TC-03 Best Practice Group participants collaborate at the Super T Transport, Inc. terminal in Idaho
Falls, Idaho. Bottom, opposite page: Trucking Industry Advocate and Former TCA Chairman Ray Haight leads a discussion at the inaugural TCA Profitability
Program Summit in December 2019. Haight spearheads the program as its retention coach.
38 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2020

challenge of either building internal solutions (e.g. software
or business intelligence) or utilizing existing external vendors
or services. As a by-product of the group, members will be
provided with a framework for vetting and commencing data
and technology projects.
The new group will assemble TPP member employees in
business intelligence, analytics, and information technology,
with these underlying objectives:
Role Education and Development
• Understanding the role of data and technology in today’s
trucking and logistics industries;
• Roles (and actual role descriptions) in data and technology;
and
• Continuing education and role development.
Project Management
• Best practices for managing new data and technology projects;
and
• Software and tools for managing projects, tasks, and bug fixes.
Vendor/Service Specific Best Practices
• Device and vendor-specific best practices; and
• Leveraging data and services from external vendors to improve
internal operations.
Data Access and Control
• Business intelligence/visualization best practices; and
• Build it or buy it: Continuous discussions/debates about
building software/services internally or purchasing external
software/services.
“Based on discussions with a significant number of both
TPP members and others in the industry, the purpose of this
group may be one of the most significant individual objectives
in transportation,” said TPP Program Manager Chris Henry.
“There is a wide disparity among carriers with respect
to technological sophistication. There is also a
direct correlation between high technological
sophistication and improved profit margins.
This group will be a member-driven way
to reduce this disparity.”
To learn more, contact TPP Program
Manager Chris Henry at
chris@tcaingauge.com.
To learn more about
all TPP events, visit
truckload.org.
TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 39

MARCH/APRIL | TCA 2020
Member Mailroom
How can TCA membership help me advance my career?
TCA’s Truckload Academy is committed to the professional
development of members and the industry at large and has
revamped its Certificate of Fleet Management (CFM) Program.
If you or someone you know is interested in gaining further
knowledge of what it takes to be a highly-effective leader in
our industry, consider signing up for this program. In 2020,
demonstrate your dedication to excellence.
The CFM program is intended for:
• Fleet Managers;
• Driver Managers;
• Dispatchers;
• Managers of Operations;
• Customer Service Representatives;
• Planners;
• Front-Line Multi-Taskers;
• Managers of Front-Line Managers; and
• Professional Truck Drivers
In three easy steps you can earn a Certificate of Fleet
Management.
1. Purchase;
2. Complete eight-session program; and
3. Pass the required assessments after each module.
TCA member Christenson Transportation, Inc., a for-hire
trucking company headquartered in Stafford, Missouri, has
encouraged nearly 50 employees to complete the CFM program
over the years, the most by one single carrier to date.
“The program is available on a user-friendly platform that was
easy to navigate and complete within a reasonable amount of
time,” shared Christenson’s Customer Service Representative
Greg Potter. “The safety, compliance, and maintenance portions
are particularly useful for those who are newer to the industry
and should help them understand those things in relationship to
success and profitability.”
Christenson’s Director of Business Intelligence Brent Ellis, CTB
CFM agreed.
“This is a great program for anyone in the transportation
industry regardless of their level of experience,” he said.
“The information is clear and provokes thought for any person
striving to improve their performance and the performance
of their drivers,” added Christenson’s Director of Operations
Lonnie Marshall, CTB.
The program offers a flat fee for a recurring monthly
subscription to the content, allowing unlimited users at your
company to complete the program at their own pace.
The monthly license is $299 for TCA Member companies
and $399 for non-members of TCA.
To view an informative brochure, or sign up, visit
truckload.org/CFM.
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Highway Angels
Professional truck drivers Stafford Albertson, Warren Brownlee, Robert
Digrazia, Charles Jasewicz, Linden O’Donnell, and Charles Vos have been
named Highway Angels by the Truckload Carriers Association for heroic actions
while on the job.
Albertson, who drives for Network Transport of Chattanooga, Tennessee,
was recognized for helping at the scene of a serious accident involving a van
and two trucks.
Albertson was about 70 miles outside Shreveport, Louisiana, one morning
last October when he heard a report over the CB radio that there was a bad
wreck ahead of him involving a van and two trucks. It was just after 8 a.m.
and there was some traffic congestion.
As he approached the scene, Albertson could see a woman standing off
to the side in the grass. One of the trucks, a box truck with a sleeper, was
on its side.
“The cab was mangled,” recalled Albertson. “The door had been torn off
and the driver had been ejected. Someone was already helping him. Then
someone said there was another man in the cab in the sleeper. I could hear
him in there moaning.”
Without a moment to spare, Albertson crawled inside the wreck.“All I
could see were his legs.” The man was buried under debris, including the
panels of the truck. A small microwave and mattress had landed on him.
“He must have been asleep at the time of the accident,” said Albertson,
who assured the man that help was on the way as he worked to dig
him out. Albertson was finally able to free the man and help him get out
of the truck.
“He was covered in scrapes and cuts but was able to stand,” he said.
By now the sheriff had arrived and Albertson heard they were bringing
in a Life Air Rescue helicopter. However, there was a problem. The box
truck had been carrying paint cans which were now strewn all about.
“I knew those paint cans would become like shrapnel when the
helicopter came in, so we needed him to land where no one would be
too close,” he said. Albertson told the sheriff he had been a combat life
saver in the military and had experience helping land helicopters. He
helped ensure the pilot made a safe landing. One of the truck drivers was
then airlifted. Albertson is hopeful everything turned out ok.
Brownlee, who drives for ABF Freight System of Fort Smith, Arkansas,
was honored for stopping to assist young motorists who lost control of
their vehicle on a busy highway.
One evening shortly after Thanksgiving last year, Brownlee was heading
out of Dallas on his way to Little Rock, Arkansas. It was dark and rainy,
and the roads were a little slick. He had only gone a couple miles when
he came around a curve and saw a black pickup disabled and sitting
sideways in the far left lane. The truck’s rear end was butted up against
the median, and the passenger side was facing oncoming traffic with its
nose extending into the middle lane.
“It was a black truck on a black night on black pavement,” shared
Brownlee. “I realized someone was going to hit them.” He slowed and
carefully positioned his tractor and the two trailers he was hauling in a
modified serpentine, or “S,” configuration to protect the pickup and the
two occupants who were standing outside the truck. He then called 911.
The driver of the pickup was a young male who was with his girlfriend.
They looked to be just 16 or 17 years old. The young man thanked Brownlee
for stopping, and shook his hand. He said he had lost control on the
slick pavement. Brownlee was impressed by the young man’s gesture.
The driver’s father arrived a short while later and also thanked Brownlee
for stopping and helping. In doing so, he was able to prevent the situation
from becoming far worse. Brownlee is humble about what he did.
“I would hope that if it were my kid, that someone would stop and help
them,” he said. For him, the situation struck a chord of knowingness. His own
daughter was killed a couple years ago in a traffic accident. The other driver
was allegedly under the influence of a chemical substance.
Digrazia, who drives for ABF Freight System Inc. of Fort Smith, Arkansas,
was honored for his actions in extinguishing a vehicle fire and ensuring the
safety of the young driver.
On the evening of Sept. 10, 2019, he was on his way to pick up freight
in Bradenton, Florida. This is a routine route that takes him through a twolane
residential area near the Sarasota service center. However, as Digrazia
STAFFORD ALBERTSON WARREN BROWNLEE ROBERT DIGRAZIA CHARLES JASEWICZ
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approached the terminal, he saw a car stopped in the roadway with small
flames coming from the driver’s door. Digrazia pulled up next to the vehicle
and saw that the driver, a very young woman — probably in her late teens
— was still inside. The flames appeared to be coming from the inside door
panel. He rolled down his passenger side window and yelled for her to get out
of the car, fearing she was in shock and didn’t know what to do. There was
little time to spare, so Digrazia set the brakes, grabbed his fire extinguisher,
and found that the driver’s door was now engulfed in flames. Remarkably, the
young woman had managed to kick her door open and escape. Since there
was no shoulder, Digrazia directed her to stand away from the vehicle while
he worked to extinguish the flames.
“She was pretty frantic,” he recalled. He assured the young driver that she
was safe and everything was all right and helped the shaken woman call her
father and 911.
He then looked over her vehicle and resprayed the door as well as underneath.
Digrazia was dismayed that no one else stopped to help.
“Other drivers were just blowing their horns at us,” he said. Cars
started driving between the young woman’s car and Digrazia’s truck, so
he knew he had to move in order to minimize further risk. But first he
reassured the young woman that everything was OK. He knew her father
was on his way so he decided the best thing he could do, since there was
no shoulder, was to get back in his truck and move along so that he was
no longer blocking traffic. He is relieved the young woman wasn’t hurt.
And, he says he won’t hesitate to stop again if he sees someone on the
road in need of assistance.
Jasewicz, who drives for H.O. Wolding of Amherst, Wisconsin, was recognized
for stopping to help a motorist who was ejected during a vehicle
rollover and then pinned under his vehicle.
One early morning in November 2019, he was driving through New Mexico
with a load bound for Lebanon, Tennessee. He regularly drives this route
through the desert and was 10 miles outside Tucumcari when he saw what
looked to be an abandoned vehicle a short distance off the road, a common
occurrence.
“I usually don’t stop for anything in the desert,” said Jasewicz. “I’ve been
driving 20 years, and you see a lot of abandoned cars out there.” He was
going to pass it by. But when he looked again, he saw legs moving from
underneath the four-door sedan.
“It looked like he had crossed over the median, lost control, and ran off
the road,” he said.
Jasewicz figured the vehicle must have rolled and ejected the driver and
then landed on him with its wheels on the ground. Jasewicz quickly pulled
to the shoulder and ran to the vehicle. “The driver was kicking his legs and
yelling for help,” he said. “He was dead center under the car. The engine was
still running and the exhaust pipe was resting on his neck, burning him. He
was screaming that he couldn’t breathe.”
Jasewicz quickly turned the engine off and then looked for a jack but
LINDEN O’DONNELL
CHARLES VOS
couldn’t find it. The contents of the vehicle were strewn all over. He knew
he couldn’t lift the car by himself. He’s thankful a team of Old Dominion
Freight Line drivers pulled over. They worked with Jasewicz to lift the car
enough to wedge the spare tire under the bumper to lift the exhaust pipe
off the trapped man.
Jasewicz said it took 30 minutes for emergency responders to arrive.
They then deployed air bags so they could pull the driver out. Jasewicz was
understandably worried about the man’s fate. He called the area hospital that
night and learned that, thankfully, the driver was expected to survive.
O’Donnell, a professional truck driver with Challenger Motor Freight of
Cambridge, Ontario, Canada, was honored for stopping to assist motorists
following a highway collision that resulted in a vehicle fire.
It was 4:30 a.m., August 21, 2019, and O’Donnell was westbound on I-280
(Essex Freeway) near Harrison, New Jersey. He was in the right-hand lane
when a vehicle passed him going 60-65 mph. About 500 feet ahead, a stalled
SUV was sideways in the left lane, in the path of the passing vehicle. However,
O’Donnell could see the driver was making no evasive maneuvers to avoid
the stalled vehicle and slammed into it, T-boning it. “I could hear the impact,”
he said. Thankfully, the occupants of the SUV were standing on the shoulder,
away from their vehicle. O’Donnell pulled over, grabbed his reflective jacket,
and ran over to the scene.
“It was crazy,” said O’Donnell. There were five people in the second
vehicle.
“The driver appeared to be incoherent and impaired, and some of the passengers
looked like they had broken noses,” O’Donnell said. He managed to
open one of the doors and then saw flames flickering from under the hood of
the vehicle. He ran back to his truck for a fire extinguisher and quickly worked
on the flames so everyone could get out.
O’Donnell stayed on the scene until first responders arrived. He learned
that the stalled SUV had been involved in a one-vehicle accident farther back
and 911 had already dispatched police.
O’Donnell’s only been driving a couple months but has been around the
industry for quite some time.
“My dad drove for several years and I saw how much he liked it, so I started
doing truck repair and mobile repairs,” he said. Then I found Challenger
and heard they had an excellent program for new drivers.” Thinking back on
the accident he witnessed, he says there’s no way he wouldn’t have stopped.
“It was very reactive,” he said. “I had to do this. It could have been really bad.”
Vos, a professional truck driver with Bison Transport of Winnipeg, Manitoba,
Canada, was recognized for helping free an unconscious truck driver
from his burning truck.
Vos had just turned onto I-335, the Kansas Tollway, near Emporia, Kansas,
when he saw a fire in the distance. “In Kansas they do a lot of range burning,”
said Vos. “I thought it was a farmer’s tractor on fire.”
Vos’ wife, Reynette, often travels with him. As they got closer, they realized
it was a truck, and Reynette told Charles she could see someone in the cab.
Vos immediately pulled over and grabbed a fire extinguisher. The two
rushed over to the burning truck, but the fire was too advanced.
“An older gentleman was trying to get into the cab to free the driver, who
was unconscious,” said Vos.
Two other motorists stopped and rushed over as well. Vos later learned
they were an off-duty police officer and his wife, who was a nurse. The officer
struggled to cut the driver’s seat belt, and then asked Vos to help get the man
out of the cab. Although the flames were rapidly spreading, they hadn’t yet
reached the driver’s side of the cab.
“We dragged him up the ditch to the shoulder, maybe 50 yards away,”
shared Vos. A few seconds later, the truck was fully engulfed in flames. The
driver was in respiratory arrest and was bleeding from the mouth.
“The nurse and I took turns doing chest compressions as her husband
went to grab a first-aid kit,” said Vos. Meanwhile, Reynette tried to direct
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traffic away from the shoulder where they were working on the driver. It
took 40 minutes for a state trooper to arrive.
“He had a breathing apparatus with him so the nurse could safely start
breathing into his mouth,” he said. It was another 10 minutes before an ambulance
and the fire brigade arrived. Vos shared with TCA that the man did
regain consciousness during that time.
“We don’t know if he survived or not. We did as much as we could.”
“We wonder about his family,” shared Reynette. “It’s a heart-wrenching
situation just thinking of the family at home. We want to give our Heavenly
Father all the honor, because a lot of things could have gone wrong that day,
and He was the one that protected all of us at the scene.”
For their willingness to assist in a time of need, TCA has presented the
Highway Angels with certificates, patches, lapel pins, and truck decals. The
Highway Angels’ employers have also received a certificate acknowledging
their good deeds.
Since the program’s inception in August 1997, nearly 1,300 professional
truck drivers have been recognized as Highway Angels for the exemplary
kindness, courtesy, and courage they have displayed while on the job. Epic-
Vue sponsors TCA’s Highway Angel program.
Truckload 2020: Orlando Happenings
The Truckload Carriers Association returns to warmer weather for its 82nd
Annual Convention — Truckload 2020: Orlando — at the Gaylord Palms in
Kissimmee, Florida, from Feb. 29 to Mar. 3.
Having positioned the Association with convention themes over the past
three years — 2017’s “We Are Truckload We Are One,” 2018’s “The Future
of Truckload,” and 2019’s “Truckload Strong” the theme for the upcoming
convention is simple: “Truckload 2020” with subsequent themes including
“Truckload 2021” next year and “Truckload 2022” the following year.
As was the case for the first time in 2019, TCA has removed its longstanding
Wednesday-morning session.
All attendees are encouraged to arrive on-site Saturday, Feb. 29 for the
Kickoff Reception at Wreckers Sports Bar Veranda on the Coquina Lawn. Network
and learn more about Ambassador Club members, Rigsters, and new
members during the event. Two invitation-only events — an Officers Meeting
and the Past Chairman’s Dinner — will also be held Saturday.
Want to learn more about the Association’s programs, contests, and initiatives?
Committee meetings are scheduled the morning of Sunday, Mar. 1,
with popular Trucking in the Round sessions at 12:30 p.m. and 2 p.m.
Truckload Carriers President John Lyboldt will deliver his president’s
address in the morning session, March 3.
Additional Trucking in the Round sessions are scheduled for 12:45 to 2
p.m. on Monday, Mar. 2, and 1 to 2:15 p.m. on Tuesday, Mar. 3.
Trucking in the Round topics this year are:
• Are You Attracting Women to Your Fleet?;
• Non-Trucking Engagement and Retention Tools;
• Creating a Winning Orientation Strategy;
• Using Research on Driver Commitment to Improve Retention with an
Emphasis on New-to-You Drivers;
• Driver Feedback as Reputation Management: Take Control of Your Carrier’s
Online Identity;
• Bridging the Knowing-Doing Gap to Profitability;
• How the Class 8 Cycle Drivers Freight Rates;
• Using Technology to Improve Safety Within Your Organization and Effectively
Conveying Those Improvements to Your Insurance Carrier;
• Are You Using the Right Coverage for Your Independent Contractors?;
• Get DISC Connected;
• 2020 Best Fleets to Drive For: Statistics, Trends, and Innovations;
• Building a Battleplan to Survive AB5 and the ABC Test;
• Fraudulent Workers’ Compensation Claims;
• Simplify Your Office Through AI;
• Assuring the Successful Continuation of Your Privately Owned Trucking
Company;
• Autonomy in Heavy-Duty Vehicle Environments;
• Practical Applications to Manage Driver Fatigue Risk;
• New Ways Technology is Moving More with Less; and
• Security Logistics — Cargo Theft, Supply Chair and Loss Prevention
Solutions.
Be sure to attend Sunday’s afternoon panel discussion — “Practical Approaches
to Nuclear Verdicts — which includes insight from American Transportation
Research Institute’s Daniel Murray; Schenider’s National Outside
Counsel Clay Porter; Montgomery, Rennie, Jonson Law Firm’s Doug Rennie;
and Legal Communications Consulting’s Charli Morris.
Eager to see new products and services? Head to the exhibition hall Sunday
afternoon to peruse more than 100 booths and take part in a reception.
Other exhibit hours Monday are 10:15 a.m. to 12:30 p.m. and Tuesday
10:30 a.m. to 12:30 p.m. with lunch and refreshments during that time.
The first general session is Monday from 8:15 to 10 a.m. and will feature
the annual chairman’s address by TCA Chairman and CEO of Earl L. Henderson
Trucking Company Inc.’s Josh Kaburick and the keynote address by
former Major League Baseball’s Iron Man and Hall of Fame member Cal
Ripken Jr.
Thanks to International Trucks, attendees will hear from Ripken, who
spent 21 years playing major-league baseball — all with the Baltimore Orioles
— and set standards for achievement that are unlikely to be surpassed.
During his career, Ripken compiled 3,184 hits, 431 home runs, and 1,695
RBIs, and he won two Gold Glove Awards for his defensive play. He was a
19-time All-Star and was twice named American League Most Valuable Player.
Ripken holds the record for consecutive games played, 2,632, surpassing
Lou Gehrig’s streak of 2,130 that stood for 56 years — a record many
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CAL RIPKEN JR.
CURT CRONIN
deemed unbreakable. Inducted into the National Baseball Hall of Fame with
the third highest vote percentage of all time, Ripken’s compelling presentations
share lessons of perseverance from the baseball diamond to business,
what it takes to become an “Iron Man” in your own business, and the eight
keys to success in business, from leadership to loyalty.
Monday at 2:15 p.m. there will be a panel discussion on “Leadership Transition
from Today’s Executives” featuring Diamond Transportation System
Inc’s President Jon Coca; Veriha Trucking Inc.’s President Karen Smerchek;
Wilson Logistics’ Vice President Kameron Wilson and TCA’s Vice President of
Government Affairs David Heller.
The Tuesday-morning general session at 8:15 will include the president’s
address by TCA President John Lyboldt and remarks by incoming TCA Chairman
and CEO and President of Cargo Transporters Inc.’s Dennis Dellinger.
Thanks to Pilot Flying J, Tuesday morning’s featured speaker will be Curt
Cronin, who served as a Navy SEAL for 19 years.
Cronin was deployed 13 times and spent more than four years overseas.
In that time, living and working in an environment where milliseconds made
the difference between life and death and winning and losing, he honed his
talent as a catalyst for transformation and rose to eventually lead the nation’s
premier SEAL assault force. As a SEAL leader, he maximized his team’s
effectiveness by forging unique and unlikely alliances. He transformed an
offensive unit of Navy SEALs into a defensive presidential protection unit in
the midst of combat. Cronin single-handedly created the model for multidisciplinary
counter-terrorism operations out of a widely disparate patchwork
of organizations as part of an Embassy team in the Middle East. Cronin’s
experiences as a SEAL reinforced his fundamental belief that the competitive
edge for any organization in the information age is neither technology nor
information; rather, it is the unparalleled power of an aligned team. In his
presentations, Cronin addresses the art of leadership, organizational change
for the information age, and the talent of harnessing your own courage and
heroism to inspire and empower individuals and teams.
A major feature of the Tuesday-morning session will be an appearance by
Federal Motor Carrier Safety Administration’s Acting Administrator Jim Mullen,
who is responsible for providing executive leadership and expert guidance
on policy matters.
He will cover the following in his address:
• Reversing the four-year trend of increased fatalities involving large
trucks;
• Potential changes to the Hours of Service regulations;
• The Drug and Alcohol Clearinghouse; and
• The FMCSA’s new study to identify factors to all FMCSA reportable large
truck crashes.
The business portion of the convention closes Tuesday at 2:30 p.m. with a
panel discussion on “Current and Future State of Truckload” with TCA Profitability
Program (TPP) Program Manager Chris Henry; TPP Program Director
Jack Porter; and FreightWaves Chief Insight Officer Dean Croke.
The convention will conclude Tuesday night with the closing banquet,
where the Driver of the Year Contest grand prize winners and Fleet Safety
Award category winners will be announced.
For more information about Truckload 2020: Orlando or to register, visit
tca2020.com.
2020 The Wall That Heals Tour
The Vietnam Veterans Memorial Fund (VVMF) has announced “The Wall
That Heals” national tour schedule for 2020. The exhibit includes a threequarter
scale replica of Washington’s Vietnam Veterans Memorial along with
a mobile education center. The 25th season of The Wall That Heals began
February 20 in Marco Island, Florida, and will visit 35 communities throughout
the year.
“We received more than 100 applications to host The Wall That Heals in
2020, and we are excited to announce the cities that we’ve selected as hosts
for our 25th touring season,” said VVMF President and CEO Jim Knotts. “The
Wall That Heals mobile exhibit replicates ‘The Wall’ experience in Washington,
D.C., and provides veterans and their family members the chance to visit it in
their own communities.”
The Wall That Heals is sponsored by USAA and is transported thousands of
miles across the country each year through a partnership with the Truckload
Carriers Association and the trucking industry.
Those interested in transporting the mobile education center have been
contacting the VVMF organization to sign up, but routes remain available. This
JIM MULLEN
JOSH KABURICK
The Wall That Heals mobile exhibit replicates “The Wall” experience
in Washington, D.C., and gives veterans and their family members the
chance to visit it in their own communities.
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year, The Wall That Heals will visit communities across the U.S., and the following
six transportation origination and destination points are in need of
sponsors:
• Garner, North Carolina to Grundy, Virginia in April;
• Bedford, Pennsylvania to Nahant, Massachusetts in July;
• Townsend, Massachusetts to Middletown, New York in August and
September;
• Middletown, New York to Evansville, Indiana, in August and September;
• La Pine, Oregon to Corona, California in October; and
• Pinetop-Lakeside, Arizona to San Antonio, Texas, in October and
November.
Those interested in transporting can visit vvmf.org.
The Wall That Heals 2020 tour schedule is below. TCA members are encouraged
to visit.
Marco Island, Florida — Feb. 20–Feb. 23; Garland, Texas — Feb. 27–
Mar.1; Del Rio, Texas — Mar. 5–Mar. 8; Ashland, Mississippi — Mar. 12– Mar.
15; Charlotte, N.C., — Mar. 19–Mar. 22; New Bern, N.C. — Mar. 26–Mar. 29;
Boydton, Va. — Apr. 2–Apr. 5; Garner, N.C. — Apr. 16–April 19; Tunkhannock,
Pennsylvania — Apr. 30–May 3; Belvidere, Illinois — May 7–May 10.
Findlay, Ohio — May 14–May 17; Columbus, Ohio — May 22–May 25;
Riverview, Michigan — May 28–May 31; Winchester, Indiana — June 4–
June 7; Harrison, Ohio — June 11–June 14; Chisholm, Minnesota — June
25–June 28; Tama, Iowa — July 2–July 5; Wheaton, Illinois — July 9–July
12; Clinton Township, Michigan — July 16–July 19; Bedford, Pennsylvania
— July 23–July 26; Nahant, Massachusetts — July 30–Aug. 2; Norwalk,
Connecticut — Aug. 6–Aug. 9; Champlain, New York — Aug. 13–Aug. 16;
Townsend, Massachusetts — Aug. 20–Aug. 23; Middletown, New York —
Aug. 27–Aug. 30; Evansville, Indiana — Sept. 10–Sept. 13; Marysville, Kansas
— Sept. 17–Sept. 20; Blackfoot, Idaho — Sept. 24–Sept. 27; Longview,
Washington — Oct. 1–Oct. 4; La Pine, Oregon — Oct. 8–Oct. 11; Corona,
California — Oct. 15–Oct. 18; Hawaiian Gardens, California — Oct. 29–Nov.
1; Pinetop-Lakeside, Arizona — Nov. 5–Nov. 8; San Antonio, Texas — Nov.
12–Nov. 15; and Cabot, Arkansas — Nov. 19–Nov. 22.
Employee Promotion and Hiring
The Truckload Carriers Association has added Gabrielle Blair to its skilled
workforce and announced the promotion of Zander Gambill.
Effective Jan. 1, Gambill has been promoted to vice president of membership
& outreach. He started with TCA in July 2018 as director of membership
and outreach and has helped grow TCA’s efforts in the area over the past
year and a half. Gambill will now oversee TCA’s marketing and communications,
all associate member revenue channels, and continue his role in the
membership department.
“Zander’s passion, work ethic, and ability to develop relationships has already
benefited the membership in so many ways,” said TCA President John
Lyboldt. “He earned this promotion, and I’m excited to see him bring even
more value to TCA and its membership in his expanded role.”
Blair, TCA’s new educational coordinator, brings to TCA extensive nonprofit
management experience in areas of education and member support. Blair
comes to TCA most recently from the Mortgage Bankers Association and the
Association of American Medical Colleges, both headquartered in Washington,
D.C.
She is currently completing her bachelor’s degree at the University of the
District of Columbia with a major in business administration.
“We are pleased that Gabrielle has joined the TCA team,” said Lyboldt.
“Her experience, skills, and personal interest in supporting individuals who
are engaged in TCA’s educational programs will provide the exceptional
member experience we are looking for.”
TCA Supports Anti-Trafficking Effort
On Jan. 28, Truckload Carriers Association staffers attended the U.S. Department
of Transportation’s “100 Pledges in 100 Days” event that focused
on combating human trafficking in the transportation sector. Hundreds of attendees
filled the DOT’s West Building Atrium in Washington to support the
cause.
The event featured remarks by Secretary of Transportation Elaine Chao;
Truckers Against Trafficking Executive Director Kendis Paris; Rep. Henry
Cuellar, D-Texas; First Lady of Georgia Marty Kemp; Rep. Chris Smith, R-N.J.;
and Attorney General Sean Reyes of Utah.
“Human trafficking generates more than $150 billion in illegal profit every
year,” said Cuellar He shared daunting insights, as his district is home to the
third-largest port of entry in the United States.
TCA signed the DOT’s Transportation Leaders Against Human Trafficking
(TLAHT) pledge, which outlined numerous ways in which partners in the
transportation sector can unite efforts and help eliminate human trafficking.
“The Truckload Carriers Association is committed to empowering our
stakeholders to work jointly to put an end to human trafficking,” said TCA
President John Lyboldt. “It’s important that we, as an industry, utilize programs
such as Truckers Against Trafficking.”
Those interested in joining the anti-trafficking effort may go online to
transportation.gov/TLAHT to learn more.
ZANDER GAMBILL
GABRIELLE BLAIR
At a U.S. Department of Transportation’s recent news conference,
Secretary of Transportation Elaine Chao encouraged hundreds of
policy and transportation stakeholders to continue the fight against
human trafficking.
TCA 2020 www.Truckload.org | TRUCKLOAD AUTHORITY 45

MARK YOUR
CALENDAR
MARCH 2020
>> Feb. 29-Mar. 3 — TCA’s 82nd Annual Convention
— Truckload 2020: Orlando, Gaylord Palms Resort and
Convention Center, Kissimmee, Florida
JUNE 2020
>> June 7-9 — 39th Annual Safety & Security Meeting,
Louisville Marriott Downtown Hotel, Louisville, Kentucky
JULY 2020
The Truckload Carriers
Association welcomes
companies that
joined our association in
December and January.
December 2019
Smith & Solomon
Truck Driving School
Nova Lines
Paul Transportation
Chemical Bank
Goggin Cold Haul
ACERTUS
>> July 15-17 — 37th Annual Refrigerated Meeting,
Grand Traverse Resort & Spa, Acme, Michigan
SEPTEMBER 2020
>> Sept. 22 — Fall Business Meeting, Washington, D.C.
>> Sept. 23 — Call on Washington, Washington, D.C.
NOVEMBER 2020
>> Nov. 18 — Bridging Border Barriers, Lionhead Golf Club
and Conference Centre, Brampton, Ontario, Canada
For more information or to register for the events, visit
truckload.org/Upcoming-Events or contact TCA at (703)
838-1950.
January 2020
ISB Global Services
Magnum Ltd
Open Road Partners
Coast to Coast
Recruiting
Minimizer
Paul Miller Trucking
Lean Staffing
JOST International
Reliance Partners
Higginbotham
Insurance Agency
Transport Specialty
Underwriters
Givens Transportation
Consolidated Metco
CDL Legal
NFP Corp
vHub a division of
Finloc 2000
Penske Truck Leasing
Vertical Alliance
ISAAC Instruments
Phoenix Capital Group
Propel
KKW
GTS Transportation
Cover Graphic:
Truckload Carriers Association
Additional magazine photography:
Arkansas DOT: P.9
Associated Press: P 6, 7
iStock: P. 3, 6, 8, 10, 16, 17, 18, 19, 20, 21, 22, 23, 34, 35
Linda Q Photography: P. 26, 29, 30
Richard Dalton Photography: P. 3, 24, 25, 28
TCA: P. 3, 10, 16, 36, 33, 39, 40, 41, 42, 43, 44, 45
U.S. Senate: P. 11, 12, 13
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