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BRIDGING BORDER BARRIERS | HIGHWAY ANGELS | CAPITOL CHRISTMAS TREE
OFFICIAL PUBLICATION o f t h e Truckload Carriers Association
Midterm Mayhem: Congress appears headed for more gridlock | 6
Top Concern: Driver shortage tops list of key issues | 12
A Hair Closer: Drug abuse bill could be precursor for hair testing | 15
DECEMBER/jANUARY 2018-19
IN
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ISSUE

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DECEMBER/JANUARY | TCA 2018-19
President’s Purview
Abundant Opportunities
Let’s talk about the following statement for a minute: Your biggest opportunity is
before you.
The conversations about this topic expose everything from A to Z and then some.
At the end of each day, isn’t it about performance and your team having a crisp line of
sight to the intended results? During good times and bad, it will be our decisions and
actions that produce the optimum results. In a split second, I would take a team that is
seeing common goals and working together over any other team offered to me. This
is known and proven to be the most competitive advantage with top performers than
any other combination of choices that define teams.
Consistently, TCA has improved the value proposition for each of you and your
teams with your participation and engagement. This will continue every day here at
TCA. It’s our team’s mantra, passion, and commitment to you.
We are learning every day from you, and it is vital we listen and make changes
to stay ahead of what is coming next. The philosophy is a simple one: “As soon as
you think you are in a good place operationally and in the marketplace, you are three
years behind.” If you drive forward in developing a culture of productive change, don’t
look back, because there will not be a need to do so.
Since the last issue of Truckload Authority, TCA announced its partnership with
FreightWaves in creating TruckloadIndexes.com. I encourage you to visit the microsite
if you haven’t already as we’ll continue to share the true story of truckload. The
site will provide readers with a timely pulse of this valued transportation segment by
offering three distinct channels which convey a collective message: Data + Commentary;
Advocacy/Productivity; and TCA Profitability Program (TPP) Top Performers. To
subscribe to the weekly e-newsletter, visit TruckloadIndexes.com.
In early December, 38 carriers attended a TPP Profitability Seminar — “Filling the
Gap Between Knowing and Doing” — hosted by Katz, Sapper & Miller (KSM) in Indianapolis.
View the full agenda and list of facilitators at truckload.org/TPP-Agenda.
In 2019, we will be conducting four seminars on specific hot topics, the first of
which will be in February, so stay tuned. Many thanks to KSM for their hospitality and
partnership, and to Spencer Tenney and The Tenney Group for their generous sponsorship
of the evening reception.
TCA staff attended two U.S. Capitol Christmas Tree whistle stops in Kansas City,
Missouri, and Harrison, Ohio, as well as the tree-lighting events in Washington, D.C.
Special thanks go to Central Oregon Truck Co. for safely transporting “The People’s
Tree” more than 3,000 miles. I’d also like to recognize Meritor, Inc., MHC Kenworth,
and Searcy Specialized for hosting the successful whistle stops. The TCA staff
also devoted attention to recognizing more than 70 professional truck drivers during
the 2018 Wreaths Across America (WAA) Driver Appreciation Rally sponsored by
WAA and Pilot Flying J. TCA leadership and staff participated in the wreath-laying
events at Arlington National Cemetery.
We continue moving TCA’s legislative and regulatory agenda forward by working
with the Federal Motor Carrier Safety Administration to set one nationwide standard
John Lyboldt
President
Truckload Carriers Association
jlyboldt@truckload.org
for meal and rest break requirements. TCA filed comments
with FMCSA urging the agency to override California’s
onerous rule, and we hope a favorable decision will be announced
soon. We also filed comments with the state of Virginia
opposing any new tolls on the I-81 corridor.
We look forward to discussing this, coupled with the
topic of increased fuel taxes, with the new Congress as they
take up infrastructure legislation in 2019.
Thank you for being in our lives through your participation
and engagement.
Merry Christmas and Happy Holidays to you and your
loved ones.
Safe trucking,
PRESIDENT’S PICKS
Mr. Chairman
Dan Doran combines fun with
hard work, dedication
Page 24
Inside Out with Laura Martin
TCA’s membership coordinator keeps
her values, life priorities in order
Page 32
Those Who Deliver
After 50 years, Freymiller, Inc. prides
itself on being a “family” company
Page 36
TCA 2018-19 www.Truckload.org | Truckload Authority 3

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Phone: (703) 838-1950
Fax: (703) 836-6610
CHAIRMAN OF THE BOARD
Dan Doran, President
Doran Logistics, LLC
DECEMBER/JANUARY 2018-19
PRESIDENT
John Lyboldt
jlyboldt@truckload.org
VICE PRESIDENT - GOV’T AFFAIRS
Dave Heller
dheller@truckload.org
AT-LARGE OFFICER
Roy Cox, President
Best Logistics Group
ASSISTANT EDITOR
Dorothy Cox
dlcox@thetrucker.com
AT-LARGE OFFICER
Dave Williams, Executive VP
Knight Transportation
PRODUCTION MGR. + ART DIRECTOR
Rob Nelson
robn@thetrucker.com
EXECUTIVE VICE PRESIDENT
William (Bill) Giroux
wgiroux@truckload.org
VP - OPERATIONS AND EDUCATION
James J. Schoonover
jschoonover@truckload.org
FIRST VICE CHAIR
SECOND VICE CHAIR
Josh Kaburick, CEO Dennis Dillinger, President
Earl L. Henderson Trucking Company Cargo Transporters
TREASURER
Jim Ward
President & CEO
D.M. Bowman, Inc.
SECRETARY
John Elliott, CEO
Load One, LLC
IMMEDIATE PAST CHAIR
Rob Penner
President & CEO
Bison Transport
ASSOCIATION VP TO ATA
Bill Reed Jr., Chairman & CEO
Skyline Transportation
AT-LARGE OFFICER
Mike Eggleton, Jr., Vice President
Raider Express, Inc.
publication are not necessarily those of TCA.
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PRESIDENT’S PURVIEW
Abundant Opportunities by John Lyboldt | 3
LEGISLATIVE UPDATE
Midterm Mayhem | 6
Capitol Recap | 8
TRACKING THE TRENDS
Top Trucking Concerns | 12
A Hair Closer | 15
NATIONAL NEWSMAKER
Just Like a FOX with Tucker Carlson | 17
SPONSORED BY THE TRUCKER NEWS ORG.
A CHAT WITH THE CHAIRMAN
Having Fun with Dan Doran | 24
MEMBER MAILROOM
New Series of Webinars | 31
SPONSORED BY MCLEOD SOFTWARE
TALKING TCA
Inside Out with Laura Martin | 32
Carrier Profile with Freymiller | 36
Capitol Christmas Tree | 38
Bridging Border Barriers | 40
Small Talk | 41
Important Dates to Remember | 46
REACHING TRUCKING’S
TOP EXECUTIVES
T H E R O A D M A P
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Additional magazine photography:
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Dan Doran: P. 29 | FMCSA: P. 10, 43
FotoSearch: P. 9, 15, 16, 31 | FOX News: P. 17, 18, 20
Freymiller: P. 3, 36, 37 | Laura Martin: P. 3, 34, 35
PTDI: P. 42 | James Edward Mills: P. 39
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TCA 2018-19 www.Truckload.org | Truckload Authority 5

DECEMBER/JANUARY | TCA 2018-19
Legislative Update
By Lyndon
Finney
Midterm
Mayhem
By Lyndon Finney
nless you’re a 2018 version of Rip Van Winkle or
you’ve been caught up in the college and professional
football craze this fall, you know by now Democrats
have retaken control of the House of Representatives
and the Republicans have widened their lead in the
Senate.
“Tomorrow will be a new day in America,” Rep.
Nancy Pelosi, D-Calif., who has been nominated as the
next Speaker of the House, told Democrats at a party
in Washington the night of the election. “Today is more
than about Democrats and Republicans. It’s about
restoring the Constitution’s checks and balances to
the Trump administration. It’s about stopping the GOP
and [Senate Majority] Mitch McConnell’s assaults on
Medicare, Medicaid, the Affordable Care Act, and the
health care of 130 million Americans.”
So, what’s new?
Haven’t the two political parties spent the last two
years taking potshots at each other while virtually
passing no meaningful legislation?
Will that be any different in the 116th Congress,
which begins January 3?
Hopefully, it will.
There are critical issues out there facing not only
the trucking industry, but the country, as well.
“Infrastructure has to get done, period,” said David
Heller, vice president of government affairs at the
Truckload Carriers Association, who had predicted the
outcome several weeks in advance of the election.
“But the question is how many obstacles are going
to be put in place to get it done and whether it will
be a bipartisan effort or whether it be one side pitted
against the other.”
There’s definitely going to be some jockeying
toward who does what in terms of what needs to get
done, Heller said.
“Social aspects aside, things such as immigration
and whatnot are still going to be the big issues in
Congress as we look to the new year and roll into
the next presidential election,” Heller said. In the
upcoming session “you’re going to see a lot of people
posturing to get to the podium and see who’s going to
line up as the Democratic nominee and see if there’s
going to be any challenges to President Donald Trump.
“There’s a two-year window here to see who steps up.”
More Gridlock on the Capital Gridiron?
In the new Congress, Rep. Peter DeFazio, D-Ore.,
will likely assume the chairmanship of the House
Transportation and Infrastructure Committee.
The good news is that DeFazio has a strong
background in transportation and is familiar with the
issues facing the industry.
“That being said, there are some things we do need
to be cognizant of,” Heller said. “For instance, when it
comes to infrastructure, the big conversation is how
to pay for it. Chairman DeFazio comes from Oregon
and Oregon had a vehicle-miles-traveled (VMT) pilot
program in place.”
The program has only been keeping track of VMT by
program participants, therefore no actual funds have
exchanged hands.
So that’s something that will certainly be rolled out
at some point soon.
Most trucking industry stakeholders view a fuel tax
increase as the best way to pay for the infrastructure
plan.
“With a fuel tax, you obviously pay at the pump,”
Heller said. “If you look at former chairman [Bill]
Schuster’s plan, it accounted for both, but VMT comes
10 years after the fact. So the big question remains:
How are we going to pay for the infrastructure plan?”
With a big-ticket issue such as infrastructure,
it is going to be paramount that Democrats and
Republicans tackle key issues in a bipartisan manner.
“They have to work together, no bones about it,”
Heller said.
There is one issue that has been broadly discussed
among trucking stakeholders, but not necessarily in
Capitol Hill.
“We have to focus on getting something done about
detention time because detention time encompasses
a whole heck of a lot,” Heller said. “We get bogged
down on issues such as productivity, size and weight,
things of that nature, but what it all boils down to is if
we can actually get our drivers driving, it changes the
world. Think about that. If we improve upon detention
time, if we get an infrastructure bill passed, that helps
put dollars toward interstate improvements such as
Atlanta with Spaghetti Junction and get those drivers
better roads to drive on and more places to park their
trucks.”
6 Truckload Authority | www.Truckload.org TCA 2018-19

CAPITOL RECAP
A review of important news coming out of our nation’s capital
By Dorothy Cox and Lyndon Finney
One would think that as the holiday season approached, things in Washington would slow down, especially with a lame
duck Congress at work. Not the case. From F4A, to infrastructure, to a pilot program to determine the safety fitness of
young drivers, to an audit of the Federal Motor Carrier Safety Administration’s fix for CSA, to an initiative to further
reduce emissions on heavy trucks, there’s plenty talk about. Consequently, Truckload Carriers Association members will
have plenty to talk to lawmakers about in the coming days.
BREAK PETITION
The debate continues in Washington over a petition submitted by the
American Trucking Associations requesting that the state of California’s
meal and rest break rules be pre-empted by federal law — and it’s not
along party lines this time.
First, in September, 12 members of Congress — six Republicans and
six Democrats — sent a letter to Transportation Secretary Elaine Chao
in support of the Department of Transportation’s review of the impact of
state meal and rest break requirements for commercial vehicle drivers
who work in interstate commerce and are therefore subject to the DOT’s
jurisdiction over their Hours of Service.
However, the letter stopped short of asking Chao to grant the petition.
Late in October, 19 Democratic members of the House of Representatives
and the Senate in a letter to Chao “strongly” urged her to deny the petition.
“The secretary has authority to consider the effect a state law or
regulation has on interstate commerce and to review whether it causes
an unreasonable burden on interstate commerce, is incompatible with a
regulation prescribed by the secretary, or has no safety benefit,” the letter
read.
The bipartisan group noted that safety was the primary purpose of
the DOT’s regulation of commercial motor vehicles, and safety can be
undermined when duplicative or conflicting requirements interfere with
California law requires employers to provide a “duty-free,”
30-minute meal break for employees who work more than five
hours a day, as well as a second duty-free, 30-minute meal
break for people who work more than 10 hours a day.
uniform, clear federal requirements. “While our federal system is intended
to respect the sovereignty of states to legislate and regulate matters within
the state, the constitution establishes the federal role in the regulation
of interstate commerce,” the bipartisan letter stated. “As you know, the
department’s Pipeline and Hazardous Materials Safety Administration
(PHMSA) recently issued a notice asserting this federal role preempted
certain meal and rest break requirements for all drivers of motor vehicles
transporting hazardous materials. Given your authority to review this
issue more broadly, we support a full and fair review of the impact of state
meal and rest break requirements.
However, the Democratic lawmakers said in their letter that “Our
objection to an administrative determination of preemption is unequivocal.
After more than four years of debate on this issue in Congress, we have
had the opportunity to consider at length the impacts of pre-emption
of California’s meal and rest break law on truck drivers, to review
congressional intent in enacting the motor carrier pre-emption statute,
and to evaluate thoroughly the complex operational realities of goods
movement. We have also proposed narrowly tailored statutory changes
in an attempt to promote uniformity of Hours of Service rules for drivers
that operate across multiple states. These reasonable proposals have been
roundly and repeatedly rejected by the ATA. We strongly maintain that
any change to pre-emption in this area requires a change in statute and
must be left to Congress.”
Pointing to the PHMSA decision, the Democratic lawmakers said they
were extremely concerned that the Trump administration had already
demonstrated a results-oriented bias against state meal and rest break
protections.
“One federal standard works best,” said David Heller, vice president
of government affairs at the Truckload Carriers Association. “That’s why
we have a national DOT, to make sure those regulations are written and
carried out. We’re not against truck drivers having a break, we just want to
make sure they are following one rule. If I’m a truck driver and I start out
in Washington, D.C., I could travel in nine states to get to Boston. So why
should I have to follow nine different meal and rest break laws? A federal
rule is the best way to do business.”
The California law requires employers to provide a “duty-free,”
30-minute meal break for employees who work more than five hours a
day, as well as a second duty-free, 30-minute meal break for people who
work more than 10 hours a day. Other states followed California’s lead,
enacting their own break rules. Nearly 20 states have their own separate
meal and rest break laws.
The trucking industry has for some time tried to get legislation passed
that would pre-empt state trucking regulations.
8 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018-19

The most recent Congressional rebuff came when an amendment to the Federal Aviation
Administration Reauthorization Act (F4A) of 2018 that would have clarified Congress’
intent to have federal regulatory authority over interstate commerce, was removed as the
House and Senate conference committee met to resolve differences between the two bills as
passed by those respective chambers.
The amendment would have stopped the erosion of federal authority by states which
impose meal and rest breaks that run contrary to national uniformity.
The amendment had been approved in the House on a vote of 222-193 last April but was
not part of the FAA Senate bill.
Within hours of learning that the amendment had been quashed, the ATA submitted a
petition to the FMCSA requesting a determination whether California’s meal and rest break
rules are pre-empted by federal law.
The specific federal law cited by ATA says a state may not enforce a state law or regulation
on commercial motor vehicle safety that the secretary of transportation decides may not be
enforced.
The letter was led by Rep. Peter DeFazio of Oregon, now the ranking member of the
House Committee on Transportation and Infrastructure, and presumptive chairman in
January, and Sen. Patty Murray of Washington state, now ranking member of the Senate
Committee on Health, Education, Labor and Pensions.
Heller said trucking would continue to work toward a legislative fix to end states’ ability
to create their own transportation laws that are in conflict with federal regulations.
INFRASTRUCTURE
It was a long-awaited announcement when, on February 12, President Donald Trump
laid out his plan to improve the nation’s current infrastructure through repairs and new
construction.
It was a 53-page document that included turning $200 billion in federal money into
$1.5 trillion for fixing America’s infrastructure by leveraging local and state tax dollars and
private investment.
“For too long, lawmakers have invested in infrastructure inefficiently, ignored critical
needs, and allowed it to deteriorate. As a result, the United States has fallen further and
further behind other countries,” Trump’s message read. “It is time to give Americans the
working, modern infrastructure they deserve.”
J. J. KELLER’S ELD INSIGHTS
Are you Ready for Intrastate
ELD Adoption?
While most interstate drivers of commercial motor vehicles (CMVs)
are required to use electronic logging devices (ELDs) to record
their hours of service, many states are in the process of updating
their intrastate adoptions of the Federal Motor Carrier Safety
Regulations (FMCSRs) to include the ELD requirements.
States have three years from the effective date of a regulation to
adopt intrastate regulations that are compatible with the federal
requirements. If a state’s intrastate regulation is not compatible,
the state risks losing millions of dollars in federal assistance
directed to its motor carrier enforcement program. Rarely does
a state adopt a regulation that is not compatible.
The following states have adopted the federal ELD requirements
for intrastate drivers of property-carrying CMVs. However, the
applicability of the requirements, as well as the effective dates
can vary from state-to-state:
Alaska Louisiana Pennsylvania
Arizona Michigan South Carolina
Arkansas Minnesota South Dakota
Colorado Montana Tennessee
Connecticut Nebraska Texas
Georgia Nevada Utah
Illinois North Carolina Virginia
Indiana North Dakota Washington
Iowa Ohio Wyoming
Kansas
Oklahoma
Other states have not yet adopted the ELD requirements for
drivers of property-carrying CMVs, including more populous
states like California, Florida and New York. However, adoption
for intrastate operations is expected in the near future. (Go to
JJKeller.com/IntrastateELD for updates.)
Trucking stakeholders are hopeful that the need for a viable infrastructure plan
will become a bipartisan issue in the next Congress.
www.Truckload.org | TRUCKLOAD AUTHORITY 9
When it comes to the issue of whether intrastate operations need
ELDs, it isn’t a matter of “if,” but a matter of “when.” If your state
hasn’t required ELDs for HOS-regulated intrastate operations
yet, it will be coming soon. Being prepared is the best course of
action, as a state’s adoption can become effective in a relatively
short period of time.
Refer to J. J. Keller’s Intrastate ELD Requirements
Compliance Brief for current state adoption
information and explanations of interstate
and intrastate commerce, available at
www.JJKeller.com/IntrastateELD.
Fleet Management System
with ELogs

CAPITOL RECAP
But the president included no funding mechanisms to prop up the
troubled Highway Trust Fund which the Congressional Budget Office
estimates will go insolvent, yet again, as soon as the fall of 2020 and will
see a cumulative shortfall of more than $160 billion by the fall of 2028.
There was talk, but no action until outgoing House Transportation and
Infrastructure (T and I) Committee Chairman Bill Shuster released his
own plan in July.
His plan calls for significant federal investment in infrastructure
projects and grant programs through at least 2021. It includes billions of
dollars in grant funding, as well as trillions in appropriations for projects
of national significance, though the numbers — along with the rest of the
proposal — are subject to change.
To provide at least partial funding, the draft calls for a 15-cent-pergallon
tax increase on gasoline and a 20-cent-per-gallon tax increase on
diesel. The increases would be phased in over a three-year period. At that
point, the fees would be indexed to inflation before they are ultimately
eliminated in September 2028.
Shuster’s plan includes “corresponding increases in similar user fees
on alternative fuels,” such as a 10 percent tax on the wholesale price of
bicycle tires on adult bikes, as well as a 10 percent tax on the price of
electric car batteries.
But again, a lot of talk but no action.
So, the next step will likely be up to House T and I ranking member
Rep. Peter DeFazio, D-Ore., who is a sure shot to be the committee
chairman when Democrats take control of the House in January.
The ranking member will be Rep. Sam Graves, R-Mo., who according
to all reports, understands the trucking industry and its issues, and was a
participant in the Truckload Carriers Association’s Call on Washington in
September.
The day after the mid-term elections in November, DeFazio said he
would work to produce a major infrastructure bill providing $500 billion
for highways and transit, plus additional funding for airports and water
projects.
“Our national investment in infrastructure is dwarfed by competitor
nations,” DeFazio said in a statement on his website. “The Urban Land
Institute reports that China currently spends 9 percent of its GDP on
infrastructure, including transportation; India spends 5 percent (and
growing). Yet the United States spends only 0.93 percent of our GDP on
like investments. Even countries making austerity cuts, like the U.K., have
maintained investments in their transportation and infrastructure systems
because they know these investments produce economic gains.”
While laying out no specifics, DeFazio said a hike in fuel taxes
wouldn’t be out of the question.
“This is hopefully going to be the bipartisan issue everybody can get
behind,” said David Heller, TCA’s vice president of government affairs.
“My fingers are crossed, my shoelaces are tied.”
Heller said DeFazio was a “transportation stalwart.”
“For trucking, how to pay for it is going to be the big question,” he
said. “Everybody can agree what needs to be done and I think everyone
can come to the table on filling potholes and fixing bridges. Doing all that
and making our infrastructure the first-class system it has historically been
and maintaining that has always been our goal; the problem is to figure
out how to pay for it.”
While a tax increase is never good for lawmakers who must face the
traveling public at the polls, states are passing fuel tax increases to meet
their infrastructure needs.
Heller noted that DeFazio represented Oregon and is a big supporter
of the vehicle miles traveled (VMT) pilot project in his home state where
officials are counting successes.
“The Oregon program had no funds that were actually exchanged.
It was a trial-and-error laboratory experiment without financial gain
or loss,” Heller said. “What it did was show that people changed their
driving habits. Rush hour became less of a mess because people would
get breaks on their rates if they drove in off-peak hours. But there
are things to account for when you talk about VMT. How are people
going to pay for it? Is it going to be in their tax return because you are
no longer paying for it at the pump? It’s an easy tool on which to be
fraudulent.”
Lack of an infrastructure plan could slow development of automated
vehicles. “Some of what this technology relies on is the yellow and white
lines. Everything plays off that,” Heller said.
How about congestion, which costs the trucking industry billions every
year?
Infrastructure improvements will help fix that, he said.
“The problem is that there is going to be some heartburn before we get
to the fix. We should be continually improving infrastructure and have a
sustainable Highway Trust Fund that is funded with true dollars in today’s
money.”
CSA CORRECTIVE PLAN AUDIT
The Office of the Inspector General (OIG) of the Department of
Transportation has initiated an audit of the Federal Motor Carrier
Safety Administration’s so-called “corrective action plan” intended
Since December 2010, FMCSA has monitored the safety practices
of motor carriers through CSA and its Safety Measurement
System (SMS). FMCSA uses SMS to evaluate carrier performance
information obtained from roadside inspections, crash
reports, compliance reviews and other data.
to revamp the FMCSA’s Compliance, Safety, Accountability (CSA)
program methodology.
The Fixing America’s Surface Transportation Act of 2015 (FAST
Act) required the agency to commission the National Academy of
Sciences (NAS) to study the Safety Measurement System (SMS) data
and methodology used in the CSA program, which was initiated in
December 2010.
Furthermore, the act directed that FMCSA give the OIG a
corrective action plan that (1) responds to deficiencies or opportunities
identified in the NAS report, (2) identifies how FMCSA will address
such deficiencies or opportunities, and (3) provides a cost estimate
regarding any changes FMCSA must make to staffing, enforcement
and data collection to address the issues raised.
In a report issued on June 27, 2017, NAS made six recommendations
to help FMCSA improve its data, update the current methodology and
enhance transparency.
Among the six were:
• Investigate a new statistical model within the existing structure of
10 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018-19

the Safety Management System over the next two years.
• Improve the quality of Motor Carrier Management Information
System (MCMIS) data that feeds SMS by continuing to collaborate
with states and other entities.
• Conduct a study to better understand if percentile rankings should
be available to the public. This study should aim to determine whether
percentiles are effective at identifying carriers for intervention.
Accurate data collection is key, said David Heller, vice president
of government affairs at the Truckload Carriers Association.
“With any corrective action plan to any CSA program, if we
don’t address the data shortcomings you’re still going to have a
measurement system that may be better but still flawed. Garbage in
garbage out,” Heller said. “If you put bad data in, you will get bad
data back out.”
Heller cited two of the shortcomings of data collection as
geographical bias and human interaction.
“Indiana is a CSA-aggressive state and that’s great but there may
be another state out there that’s not as aggressive as Indiana,” Heller
said. “So, a carrier that predominantly drives in Indiana is going to
be rated more than a driver who drives in Montana.”
And regarding human interaction he said: “If I’m a commercial
vehicle law enforcement officer who gets up in the morning, trips
over the dog, spills my coffee and gets in an argument with my wife,
I’m leaving the house as an angry guy and my actions are going to
be different.”
Carriers shouldn’t be afraid to be rated on their safety performance
and TCA members are not afraid of it, they just want to make sure
it’s done right,” Heller said. “They want it to be accurate first, and
foremost and they want to eliminate the biases that go into it. I don’t
know if that can truly happen, but we need to make sure every carrier
is operating on the same playing field.”
Finally, make sure the CSA data results are understandable, Heller
said.
“The old CSA was almost like speaking a foreign language. You
didn’t know what you were talking about and you didn’t know what
you were looking at. You have to know what you’re talking about to
accurately understand the measurements. Everything about CSA all
goes back to the data.”
In its announcement of the audit, the OIG noted that the commercial
motor carrier industry plays a vital role in the nation’s economy,
carrying nearly 70 percent of goods shipped to consumers and
businesses. In recent years, the number of large trucks and buses on
the roads has increased, as have safety issues related to these vehicles.
Fatalities in crashes involving large trucks or buses grew from 4,397
in 2012 to 4,844 in 2017, a 10.2 percent increase.
Since December 2010, FMCSA has monitored the safety practices
of motor carriers through CSA and its SMS. FMCSA uses SMS to
evaluate carrier performance information obtained from roadside
inspections, crash reports, compliance reviews, and other data.
After the audit, the OIG is required to submit a report to the
Senate Committee on Commerce, Science, and Transportation
and the House of Representatives Committee on Transportation
and Infrastructure that addresses the responsiveness of FMCSA’s
corrective action plan to the 2017 NAS report.
TCA 2018-19 www.Truckload.org | TRUCKLOAD AUTHORITY 11

DECEMBER/JANUARY | TCA 2018-19
By Lyndon Finney
Tracking The Trends
In 1971, American songwriter-singer Bill Withers
recorded his own composition titled “Ain’t No
Sunshine” about the loneliness he experienced when
a lady friend went away.
After two traditional verses comes the song’s third
verse, in which Withers repeats the phrase “I know”
26 times in succession.
Listening to the song, one might wonder if the record
got stuck.
(For you younger folks, yes, DJs spun records back
then.)
So why are we talking about Withers’ song and the
American Transportation Research Institute’s report
“Critical Issues in the Trucking Industry — 2018” in
the same article?
Because the top concerns in the ATRI study keep
repeating themselves over and over again — Hours of
Service, Hours of Service, Hours of Service, Hours of
Service, Hours of Service…
ELD mandate, ELD mandate, ELD mandate, ELD
mandate, ELD mandate…
truck parking, truck parking, truck parking, truck
parking, truck parking…
driver shortage, driver shortage, driver shortage, driver
shortage, driver shortage — so much so that year
after year there is a predictability factor in responses
from the two primary audiences that participate
in the survey — motor carrier executives and
professional truck drivers.
And there will usually be one or two issues where there
is a considerable disparity between responses from
the two groups.
2018 Top 10 Industry Concerns
1 Driver shortage
2 Hours of Service
3 Driver retention
4 ELD mandate
5 Truck parking
6 CSA
7 Driver distraction
8 Infrastructure
9 Driver health/wellness
10 Economy
12 Truckload Authority | www.Truckload.org TCA 2018-19

To wit:
• The driver shortage was the No.1 overall issue, despite the fact that drivers
rated it No. 9.
• For the third consecutive year, Hours of Service, truck parking and ELDs
were the top three issues for drivers.
• Drivers rated truck parking No. 2 in 2018, while motor carrier executives
rated it as No. 9.
It wasn’t necessarily the fact that the driver shortage remained the No. 1
overall concern that turned out to be a key takeaway this year, it was the
strength of the response.
“The driver shortage not only stayed as the No. 1 issue, but it also had
more than double the number of No. 1 votes than the next top issue,
which was Hours of Service,” said Rebecca Brewster, president and chief
operating officer of ATRI, which is the research arm of the American
Trucking Associations.
The driver shortage has been among the top three issues 10 of the 14 years
the survey has been conducted.
It has been listed as an issue in every survey except 2009, when the
recession resulted in excess capacity in the industry.
Brewster said it frustrated her to see the disparity between where drivers
and carriers rank truck parking.
“Obviously, the drivers are going to rank it high given that it’s an issue that
impacts them each and every day,” she said. “However, I tell carriers
when I present these findings that if the driver shortage is their No. 1
concern, then they need to focus on the list of items that professional
drivers rank as important and truck parking is No. 2 on that list. We all
have a stake in finding solutions to the truck parking situation.”
The economy is back in the Top 10 this year after falling out in 2017.
Cumulative impacts of regulations dropped out in 2018, likely the result of
the Trump administration’s efforts to clamp down on rulemakings.
Brewster listed the top three takeaways from this year’s survey:
• The driver shortage not only stayed as the No. 1 issue once again this
year, but it also had more than double the number of No. 1 votes than
the next top issue, which was Hours of Service.
• Driver distraction first appeared on the survey in 2015. After spending
three years in the No. 10 spot, it rose to No. 8 and this year it’s No. 7
overall. And, among driver respondents, it’s the No. 4 issue. “Professional
drivers see firsthand how serious the distraction issue is among
four-wheelers and it’s an issue we’ve got to address,” Brewster said.
• Nearly a year after the ELD mandate went into effect, concern over the
mandate has abated as evidenced by its drop in ranking from No. 2 to
No. 4, even though it remains No. 3 among drivers.
“A lot of drivers we hear from at ATRI point to issues with the HOS rules
(30-minute rest break and lack of flexibility) and the lack of available
truck parking when talking about ELDs, so it’s possible that the ELD
ranking is based in part on concern over their No. 1 and No. 2 issues,
HOS and truck parking,” she said.
In addition to ranking the issues, the survey lists strategies for each of the
issues.
In addressing the driver shortage,
TCA’s David Heller says quality
means as much as quantity
There’s a simple answer to why the driver shortage appears
at the top of the Top 10 concerns list, says David Heller, TCA’s
vice president of government affairs.
“The driver shortage is up there because people have freight
to haul and they are having trouble finding qualified drives to
haul it,” he said.
It’s not that there aren’t a lot of prospects to fill empty seats,
but there are standards to uphold.
“The carrier members of Truckload Carriers Association have
standards,” he said. “They have reputations to uphold, and
they are looking for quality drivers to continue upholding the
standards they have set. Then there is the issue of an aging
driver pool.
“We are not getting drivers in the front end to replace the
drivers who are leaving on the back end, whether it be for
retirement or just getting out of the industry,” he said. “At
one point when I sat on the Entry-Level Driver Advisory
Committee, we were told that about 40,000 records were
created each month in the Commercial Driver’s License
Information System, which means 40,000 people have
expressed an interest in driving a truck. However, those are
not the numbers we’re getting into the industry. At some point
between expressing their interest in driving a truck and the
point they get behind the wheel, we are losing a ton of them.”
Heller said trucking is doing a better job of making the
industry more attractive, and TCA members are being
proactive in recruiting them.
“We’re doing a lot better job of recruiting drivers than we ever
have been, but that shortage is still out there,” Heller said.
“We have to be dedicated to make sure we keep these folks in
the industry when they do come into the industry.”
How much impact would the ability of 18- to 20-year-old men
and women to drive interstate have on the driver shortage?
“You hear both sides of the story, but before we go down that
road there are a couple of things that need to happen,” he
said. “First, there needs to be public data that once and for
all verifies that 18- to 20-year-old drivers are as safe or safer,
and that they can operate a commercial motor vehicle in a
way that is comparable to a more seasoned veteran driver.”
The Federal Motor Carrier Safety Administration’s military pilot
program might shed some light on the question.
Heller also acknowledged that 18- to 20-year-olds can drive
intrastate, “but the world has become a smaller place and
intrastate commerce has been shrinking proportionately. That
freight is not as prevalent as it once was, and now we are
looking at interstate commerce and the drivers aren’t there.
“Is [allowing 18- to 20-year-olds to drive interstate] the
magic bullet? I don’t know. It is a different pool from which to
recruit.”
TCA 2018-19 www.Truckload.org | Truckload Authority 13

Here are the strategies for the top three overall concerns:
Driver shortage
• Advocate for Congress and
federal agencies to develop
an apprenticeship program to
attract, train and retain safe
18- to 20-year-old interstate
drivers to the industry. With
28 percent of truck drivers
age 55 and older, the aging
demographic of the trucking
industry’s workforce puts
significant pressure on the
industry to increase the
available pool of qualified
truck drivers.
• Work with the U.S. Department of Transportation and the Department of Labor to
harmonize regulations to expand apprenticeships and other workforce development
initiatives in the trucking industry, and
• Collect and analyze safety performance data on 18- to 20-year-olds who operate
commercial vehicles intrastate.
“While there are those among the driver population that say there is no driver shortage,
it still showed up in the list among driver respondents at No. 9, so even drivers are
acknowledging that there aren’t enough professional drivers to go around,” Brewster said.
How about driver pay? Could increases in compensation be a catalyst to easing the
shortage, especially in attracting newcomers to the industry?
“The question of whether increases in compensation packages leads to more entrants to the
industry or just exacerbates churn is difficult to quantify, but at the end of the day, the driver
is coming out on the winning side of that equation, whether experienced or new entrant, as
we see increases in sign-on, retention and driving performance bonuses as well as wages
and benefits,” Brewster said.
Hours of Service
• Continue to push for increased flexibility in the
current sleeper berth provision. Added flexibility
in the current sleeper berth rule was selected as
the top strategy by a majority of respondents (54
percent).
• Research and quantify the true safety and
economic impacts of customer detention on truck
drivers and trucking operations. Concern over the
adverse safety and economic impacts of driver
delays at customer facilities resulted in 37 percent of
respondents selecting this as the top strategy, and
• Analyze how HOS rules might be modified
for highly automated trucks and identify what
research and data would be necessary to justify
future rules changes.
“Both drivers and carriers rank the HOS rules
in their top three concerns and I believe they
generally have the same challenges with the rules,
whether it’s the 30-minute rest break and/or the
lack of flexibility in the sleeper berth provision,”
Brewster said.
Driver retention
• Research the relationship between driver compensation models and driver
productivity. While driver pay is only part of the equation, it plays a leading
role in maintaining and/or enhancing driver satisfaction.
• Study the effectiveness of carrier retention programs that financially
incentivize drivers for performance in the areas of safety, fuel economy and
trip productivity, and
• Create an online compendium of retention strategies and best practices,
customizable by carrier fleet size and sector.
This year’s survey generated 1,539 responses. A plurality of respondents
were motor carriers (47.5 percent), with commercial drivers making up 41.3
percent of the respondent pool and other industry stakeholders accounting
for 11.2 percent.
Each year, ATRI compiles a list of emerging issues based on the response from motor carrier executives and drivers.
In 2018, those were: 1. Highway safety and crash reduction 2. Tort reform 3. Automated truck technology
Copies of the complete survey are available on the ATRI website at http://atri-online.org/.
14 Truckload Authority | www.Truckload.org TCA 2018-19

A Hair Closer
Drug addiction bill moves forward
hair testing for substance abuse
By Lyndon Finney
In signing a bill in late October that he said would put an “extremely
big dent” in the scourge of drug addiction in America, President Donald
Trump also moved forward the idea of recognizing hair testing as a tool
for pre-employment and random drug and alcohol screening for commercial
vehicle drivers.
The bill, introduced in May by Senate Commerce, Science and Transportation
Chairman Sen. John Thune, R-S.D., requires the Department of
Health and Human Services (HHS) to report progress on hair testing within
30 days of passage and lays out a schedule, including benchmarks, for
completion of hair testing guidelines, something trucking industry executives
have been pushing for a long time.
Efforts to get hair testing guidance has been a work in progress for the
past 21 months, said David Heller, vice president of government affairs at
the Truckload Carriers Association.
The legislation calls on HHS to issue federal oral fluid testing guidelines
by December 31, study the possibility of adding a federal drug testing panel
for the opiate drug fentanyl, and expand drug testing requirements for
certain rail employees.
Currently, the Substance Abuse and Mental Health Services Administration
(SAMHSA) only recognizes the test method of urinalysis. The FAST Act
required HHS to issue scientific and technical guidelines for hair testing by
December 2016 — a deadline which was missed.
“The ability to require drivers to undergo any type of substance abuse
screen is important because we are a zero tolerant industry,” said Heller.
“We are dedicated to operating in a drug-free environment and will insist
that we continue to have the ability to do so. We’re still waiting for results
on hair testing [as a recognized screening tool] and whether they are going
to certify laboratories or the testing procedures to pass DOT testing
requirements.”
“
There are roughly seven laboratories
that do hair testing, but each one does it a
little differently. There is no one set way to do the
testing. This is where HHS and the Department
of Transportation Office of Drug and Alcohol
Policy and Compliance have an issue. ...
” — David Heller
TCA 2018-19 www.Truckload.org | Truckload Authority 15

There are motor carriers that are using hair
testing now, effectively screening out drivers
whose history indicates long-term drug or alcohol
abuse, Heller said.
“There are specific gains carriers are seeing
when they conduct hair testing,” he
added. “I’ve heard as much as 20 percent
more drivers have been found to have
a drug- or alcohol-abuse history as a result
of these tests.”
Maybe more than that. J.B. Hunt Transport of
Lowell, Arkansas, has used hair testing for over
10 years.
An analysis of 131,364 drivers pairing hair and
urine test results from May 2006 through September
2018 showed that 124,578 were negative
on both tests, but 191 were positive on urine only,
and 5,863 showed positive results or refused hair
testing altogether.
“Carriers want to be able to use hair testing
for their new hires and random testing protocols
because that will give a true sample of the driver’s
history, not just the recent interaction with drugs
and alcohol. It can show three to six months of
history.”
Part of the issue revolves around the number
of laboratories that can analyze hair testing.
“There are roughly seven laboratories that do
hair testing, but each one does it a little differently.
There is no one set way to do the testing.
This is where HHS and the Department of Transportation
Office of Drug and Alcohol Policy and
Compliance have an issue, because no one can
agree on one testing method.
“So those two agencies are looking at certifying
laboratories, which is fine,” Heller said, “but
it needs to be done sooner rather than later so
carriers can officially use this testing process for
their drug- and alcohol-testing protocols, which is
obviously something they can’t do right now. The
only approved testing is urine. The need is to be
able to do both. Hair is actually the predominant
test for pre-employment random testing where
urine would be good for post-accident and reasonable
suspicion.”
Although it’s a guidance and not a rulemaking,
“In this day and age, guidance and rules are
the same thing,” Heller said. “As I said, a lot of
these carriers are hair testing now, anyway. And
we’re only looking for an and/or [guidance] in
order to incorporate hair testing into drug-testing
protocols. We are not looking to change the
rule, we are looking to make drug testing more
stringent.”
What’s the deal with the laboratories?
“When you hair test for drugs and alcohol there
is a particular way you do the testing. Look at it
like your grandmother’s chocolate chip cookie recipe,”
Heller said. “Every grandmother has her own
separate recipe. You put flour, sugar and chocolate
chips in the recipe. What else goes in there would
depend on whose grandmother you were talking
to. They all taste great but there are some secret
ingredients that each grandma might not reveal.”
The same thing can be said for these laboratories.
“They all test for hair and the results may be
great and help pull drivers off the roadway, but
each lab differentiates a little bit in their testing
procedures,” Heller said. “Because of the intellectual
property laws that coincide with these testing
procedures, the agency can’t really say ‘OK,
great, we can allow for drug-testing protocols’
because there are certain things such as racial
biases and how hair dye impacts the tests. So, the
Office of Drug and Alcohol Policy and Compliance
is having problems issuing guidance for that.”
As for the drug epidemic, nearly 48,000 people
died last year from overdoses involving opioids.
Overall, U.S. drug overdose deaths have started
to level off, but HHS Secretary Alex Azar says it’s
too soon to declare victory.
The legislation will add treatment options and
get the U.S. Postal Service to screen overseas
packages for a synthetic form of opioids called fentanyl
that are being shipped largely from China.
The measure signed by Trump mandates advance
electronic data on all international packages,
including those delivered by the U.S. Postal
Service, and sets deadlines for the screening to
be put into place by the Department of Homeland
Security, Customs and Border Protection and the
Postal Service.
Trump declared the opioid epidemic a national
emergency and two major funding bills have
passed under his watch.
“My administration has also launched an unprecedented
effort to target drug dealers, traffickers
and smugglers,” Trump said. “We are
shutting down online networks, cracking down on
international shipments and going after foreign
traffickers like never before.”
The White House says the Justice Department
has shuttered a large “Darknet” distributor of
drugs, and in August indicted two Chinese nationals
accused of manufacturing and shipping fentanyl
and 250 other drugs to at least 25 countries
and 37 states.
Fentanyl is inexpensive but some 50 times
more powerful than heroin, according to Sen. Rob
Portman, R-Ohio, who was recognized at the East
Room event along with other lawmakers instrumental
in getting the bill passed.
The legislation covers not only opioids but
also any kind of substance abuse. It expands
Americans’ access to treatment and changes the
law that prohibited Medicaid from reimbursing
residential treatment at certain facilities with
more than 16 beds.
It includes $60 million for babies born
dependent on these drugs and authorizes a
variety of programs, such as drug courts that
work to get offenders into treatment instead of
behind bars.
“Together we are going to end the scourge of
drug addiction in America,” Trump said. “We are
going to end it, or we are going to at least put an
extremely big dent in this terrible problem.”
16 Truckload Authority | www.Truckload.org TCA 2018-19

W i t h T u c k e r C a r l s o n
Just like a FOX
Quick, intelligent and adaptable, Tucker
Carlson is on top of his game as host of
FOX News’ “Tucker Carlson Tonight.”
By Lyndon Finney
Brought to you by
There is a new star in the FOX News universe.
Although he’s been in the television business since 2000, for
various reasons he’s now comfortably settled into the coveted
8 p.m. Eastern time slot with his show.
Meet Tucker Carlson, former bad student (that’s why he
wound up in journalism), liberalist conservative (our choice
of terms based on a recent interview) and a straight, forwardthinking,
all-around good guy (except according to some
Democrats out there).
His Fox News “Tucker Carlson Tonight” was the third-best
rated cable news program in November with 2.825 million
viewers. Fox’s “Hannity” was first with 3.026 viewers. Among
the 24-54 age group, he was second behind “Hannity.”
Before joining FOX, he’d worked at CNN and MSNBC, the
latter being where he was fired when the network took Keith
Olbermann’s lead and turned very liberal.
Born in California, he’s been a Washington, D.C., resident
pretty much ever since.
“It’s a very nice place to live, and there are obviously
unsavory elements in Washington,” he said. “But it’s been a
nice place to raise kids. I have four of them and two dogs and
the same wife, I’m proud to say.”
He wound up in journalism because of less-than-desirable
grades when his father, also a journalist, told his job-searching
son he ought to try journalism. “They’ll take anybody,” his
father told him.
“So, I kind of got into it by accident because I didn’t do very
well in school and the barrier to entering journalism is very
low,” Carlson says now. He says looking back he just had an
affinity for journalism, something few today would argue with.
That was 27 years ago and with a couple of exceptions
— a time in Little Rock, Arkansas, where he worked for the
statewide Arkansas Democrat Gazette newspaper and time
spent in New Jersey — he’s been a D.C. resident.
He was working in print journalism early in his career when
one day he came back from lunch and the receptionist told
him TV’s “48 Hours” was looking for someone to comment
on O.J. So he did.
“That led to a chain reaction that brought me to CNN within
a year,” Carlson said recently. “Television is very different from
print because it’s about speaking, not writing. And then there’s the
visual elements. It’s a hard medium to master. It’s hard to be good
at it. I’m not convinced I am good at it. I don’t fully understand
it but it’s exciting and it’s interesting and I’ve really enjoyed it.”
So much so that during an interview with Truckload
Authority he laughed, was straightforward in discussing his
views, talked about today’s media and had a new spin on why
trucking is so important to America.
TCA 2018-19 www.Truckload.org | TRUCKLOAD AUTHORITY 17

BROUGHT TO YOU BY THE TRUCKER NEWS ORGANIZATION
GET YOUR DAILY INDUSTRY NEWS AT THETRUCKER.COM
Tell us about your journey through
CNN, MSNBC and FOX:
Things have changed a lot in the past 20 years. When I
worked at CNN it was posing as a centric news organization.
It was not explicitly partisan in the way that it is now. Now
it’s just an organ of the Democratic Party, but that wasn’t how
CNN saw itself when I worked there. … There are some smart
people there. I never thought the management was impressive,
because they weren’t. But I knew a lot of nice people there.
And then I went over to MSNBC at a time when they were
trying to become a conservative channel and I spent four years
there. During that time they became liberal. Keith Olbermann
took a pretty aggressive position against [President George
W.] Bush and they got good ratings by doing that and they
decided to change the format to become a left-wing channel,
which wasn’t a crazy idea, by the way. And I didn’t fit and so
they fired me. They were very nice to me, though, I have to
say. They weren’t nasty at all. They were honest with me and
said, “We’re becoming a liberal channel and you’re not in the
boat, so you have to leave.” And I said, “That makes sense.”
And then about 9½ years ago, Roger Ailes was nice enough
to hire me.
Did he contact you or did you seek him
out?
He actually did. I was up in Maine fishing and Ailes called
my cellphone and said, “I heard you’re getting fired from
MSNBC.” And I said, “I think I am.” And he said, “Why don’t
you come to New York and see me?” I went to see him and
he couldn’t have been nicer. I had known him before and he
said, “Um, I’ll hire you and pay you nothing and you can work
your way back into the business.” And I said, “OK, sounds
like a good deal.” So I made a couple of documentaries for
the channel in 2009. And then he hired me as like a freelance
political analyst, and then after a few more years he hired me
to do “FOX and Friends” on the weekends, which I loved.
And I did that for four years. Then Greta Van Susteren left the
channel and I took her time slot at 7. And then Megan Kelly
left and I took her time slot at 9. And then Bill O’Reilly left
and I took his time to be where I am now.
Who’s next?
[Laughter.] I don’t want to move. I’m really
enjoying it. It’s a great show to watch and a
great hour to make TV. It’s a nice hour to work
in and it fits my natural rhythms and I really
enjoy it. I think we’ve got the best staff
ever assembled in news, really smart,
really hardworking, good people. And
it’s been fun every single day. And to its
unending credit, it has given me total
editorial freedom to say whatever I
think is true. You know, obviously
you have to be careful about your
facts and you don’t want to be
inaccurate. And when we’ve made
mistakes, I think we’ve corrected
them immediately as you should.
But FOX has never told me what
to say, what to believe, what not
to say. They’ve really given me as
much freedom as you can give a
journalist and I know what a rare
thing that is because I didn’t have
that at MSNBC or CNN. If you
took a position they didn’t like,
they would tell you about it, then
they’ll try and force you to toe the
party line, particularly at CNN,
and FOX doesn’t do that. So that’s
a real blessing.
18 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018-19

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BROUGHT TO YOU BY THE TRUCKER NEWS ORGANIZATION
GET YOUR DAILY INDUSTRY NEWS AT THETRUCKER.COM
In your show, do you feel an
obligation to entertain as
opposed to being hard-hitting?
No, I feel just the opposite, actually. I think
we’re at a profound moment in American history,
meaning it’s not just that we elected a president
we didn’t expect to elect. It’s that everything is
changing. Both political parties are changing, the
economy is changing, the population of the country
is changing. There are a lot of inherently important
issues and I think if there’s one criticism I have of
television right now, it ignores those issues in favor
of focusing on Trump. Trump said this. Trump
tweeted. Trump is outrageous. OK, those are
stories and I think they should be covered. I’m not
arguing against covering Trump. I just don’t think
that every story is about Donald Trump. So I’m
constantly pushing to make the show more serious
because I think this is a very serious moment.
You’ve talked about the role of the
media, that it often interprets rather
than just reports the news. Are we
seeing too much interpretation or bias
today?
I conduct an interpretation and analysis and I am biased and
I think my bias is clear. I think what we’re seeing is a lot of
lying and stupidity. And if you’re intentionally ignoring things
that you know are true because you think saying them will
hurt the political party you support, you are dishonest, you’re
not a journalist. And the problem I have is not that the media
are liberal, it’s that a lot of them are in effect working for the
Democratic Party, they’re party hacks. So they’ll say whatever
they think helps their political party. And again, there’s a name
for that. It’s called political consulting, but it’s not journalism.
And I think it’s more prevalent than it has ever been. It’s been
really stunning for me to watch it.
Who or what formed your political
thinking?
I’d like to think that my political thinking is shaped by reality.
So, my views on politics have changed dramatically over the
past 25 years as the country has changed dramatically. There
were a lot of things that I supported in the early ’90s which I
abhor now. A lot of ideas I held turned out to be wrong. So my
views have changed. Well, I mean I thought the war in Iraq
would be a good idea and a lot of the people who supported that
seemed like trustworthy, smart people to me and I took their
word for it and I shouldn’t have. And when I realized how wrong
I was after I went to Iraq in 2003 right after the war began, I
realized just how wrong I had been and it made me rethink a
lot of the assumptions I had about foreign policy. Twenty-five
years ago, I thought that cutting capital gains taxes to half the
rate of labor would make the country more prosperous. And I
was wrong. It made a small group very prosperous, but it didn’t
do anything for the middle class. And I wish I had been wise
enough to know that at the time. At one point I was very pro
choice. I believed that abortion was as simple as a woman’s
choice. I didn’t understand that there was another side to it,
which is the taking of a human life. And that’s a very ugly thing
and a very heavy thing, but I didn’t get it. My views change
all the time, but the way I approach the news has not changed
and that’s where there’s deep skepticism. I learned that from
my father, who didn’t graduate high school but he was a deeply
learned man and a compulsive reader and a very old fashioned
news guy who started working in news 55 years ago. He was
the kind of person who didn’t take anything at face value. Every
fact needed to be checked and every assumption needed to be
examined carefully. And that’s just the way he approached his
life. I definitely inherited that from him. What I’m surprised
by is not that the press is tough on Trump, but that they don’t
focus on anybody else. There are a lot of powerful people in
our country who get no scrutiny. I would say Jeff Bezos, who
founded Amazon, is a perfect example. He is literally the richest
man in the world and controls a lot of the internet through the
server funds that Amazon owns. He holds profound influence
over America and is never held up to scrutiny. And maybe that’s
because he owns The Washington Post. So a functional media
would be deeply skeptical of someone with that much power,
but they’re not. They suck up to him. They lionize him, you
know, and I think that’s disgusting. So I think most of the press
coverage is contemptible and again, it’s not because they’re
liberal, they’re not liberal actually. They don’t believe in free
speech or democracy or the traditional liberal values. I do. I’m a
liberal here. They are the apologists for corporate power there.
The fascists. So yeah, I have real contempt for a lot of our media.
You recently said on your show that
America is “a broke country that
thinks it is still rich.” Can you expand
on that statement?
Well, as a mathematical question, yes, our debt is unpayable
and the debt is not just what we borrowed from other countries
such as … China. The debt includes the unfunded promises
that we’ve made to our retirees in the public sector which are
literally not payable. If you owe more than you have, we’re
not rich by definition, and yet the assumption is that the United
States is the richest country in the world — it’s not — and that
we can pay any price for the things that we want, which is
20 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018-19

like absurd, actually. Some are acting out of the assumptions
that were formed 30 years ago that are no longer true, which
is the way people are. They don’t update their impressions.
Things change, but they act as if they haven’t changed, and
that’s where public conversation starts.
Some of your political stances
obviously irked some people, as
evidenced by the protest outside your
home. Did police ever determine who
was behind that and did it unnerve
your family?
We know who’s behind it because some of them bragged
about it and they vandalized my house and terrified my wife.
And no, no one’s going to do anything about it because they’re
on the left. I know that. I’m not brooding about
it. For my family, the key is really to keep from
becoming angry and paranoid. That’s the real
cost. Speaking for myself, I’m not worried about
being hurt; I’m worried about my family being
hurt. The worst that can happen is they can kill
you and we’re all going to die anyway. I’m not
a fatalist. It doesn’t bother me at all. What I’m
worried about is living in a way that’s reactive,
where you’re afraid all the time and you can’t
go anywhere. You think people are watching you
and it corrupts your soul. It makes you angry.
And I’ve seen that happen to other people in
my position who have this job and are under
attack all the time and they become defensive
and mad. I’m a Christian, so I really believe that
harboring anger at other people destroys you. I
really believe that. I don’t want to feel that way.
I don’t want to feel angry. I don’t want to feel
self-conscious. That’s been the struggle for us
and because it happened at our home and you’re
comfortable in your own house, which is a huge
cost. But you know, it’s getting better.
it’s television, so there’s always a temptation to go with the
stories that you know provoke the most immediate response,
to go with the sugar-high of some dumb story and certainly we
do that sometimes, but we try not to. And the other thing I’ve
really tried to do self-consciously, and we always talk about
this at work, is we have power because we have a TV show and
people watch it, so you need to make certain that you’re going
after worthy opponents. It’s very easy on television to pick
someone who’s done something wrong and just land on them,
crush them. Here’s a picture of so-and-so and he’s a bad person
and here’s his phone number. I don’t want to do that. I don’t
want to misuse power. I want to make sure the people we’re
going after are powerful people. ... So the people we go after,
like Google, are the most powerful companies in the world,
and the government of China, the biggest country in the world.
I want to make certain that we’re not being bullies, that we’re
being the opposite of bullies. I really care about that. And you
know, we don’t always reach that standard, but I try.
You always seem to give
some real thought to your
position on things. But in
the landscape of sound bites,
slogans or frustrated shouting
matches in today’s news, is
there really room for genuine,
intellectual conversation?
I try really hard because I know I’m not going
to have this job forever. We’re all just passing
through, we’re all going to die. I try to remember
that every morning. I’m an Episcopalian and
there is a line in the Episcopal liturgy on Ash
Wednesday and it says, basically you began
as dust and to dust you will return. I try to
remember that every day is just a moment in
time. While I have this job, I do my very best to
tell the truth and to try and not be afraid and to
get to the issues that actually matter. I will say
Tucker Carlson enthusiastically walks onto the stage at Politicon in
Los Angeles in October. Politicon bills itself as an “unconventional
political convention.”
TCA 2018-19 www.Truckload.org | TRUCKLOAD AUTHORITY 21

BROUGHT TO YOU BY THE TRUCKER NEWS ORGANIZATION
GET YOUR DAILY INDUSTRY NEWS AT THETRUCKER.COM
Let’s shift to the midterm elections.
If you would, share your thoughts on
whether the outcome surprised you,
whether you think the two branches
of Congress can work together to pass
meaningful legislation, or whether
we’re headed for two years of gridlock.
Our presidential campaign just started. I hate to say that, but
it’s true. We are going to be debating that and every politician
is distracted by the possibility he could be president. That does
not improve people’s behavior or the prospect of bipartisan
cooperation when you’ve got a presidential campaign going on.
What I was so interested in seeing in the last midterm election
was how the realignment basically is complete now. The
Republican Party was always the party of management. The
Democratic Party was the party of wage earners, a middle class
and working-class party. The Republican Party was famously the
party of the country club. It is now the opposite. The Republican
Party is the party in the middle class. They don’t always want
to be that, but that’s in fact what they are. And the Democratic
Party is the party of the rich and the poor. So out of the top 10
richest zip codes in the country, all of them are now represented
by Democrats. Of the top 50, 42 are represented by Democrats.
All of Orange County is now Democrat. Why? Because it’s the
home of affluent, well-educated people and I don’t think we’ve
updated our assumptions about this. Wall Street, big tech, the
most affluent people in America vote Democrat now. That’s why
Arkansas and West Virginia, big middle-class states that always
voted Democrat, are now voting Republican. It’s an economics
question. It’s really interesting.
So you think we’re in for two years of
gridlock?
I would think so. We’ve just had two years of that. From
my perspective, the most important thing is not what laws get
passed, but you know, what public conversations we have.
As long as we’re talking about things that actually matter, the
country will get better.
Let’s talk about your recently
published book “Ship of Fools.” What
prompted you to write the book and
what is the message you’re trying to
convey?
I basically wrote it for the same reason I have ever written
anything, which is because I was deeply annoyed. That’s
always the reason, right? I was mad that no one in Washington
who I know personally had spent two minutes to tell you why
Donald Trump got elected.
Why did he get elected?
He got elected because people in charge on both sides and
both parties had done a really bad job of running the country.
They mismanaged the economy. They made a small number of
people incredibly rich. They got us into a lot of foreign wars
which took the lives of some of our best people and cost us
a ton of money and didn’t make America safer or richer. So
they screwed up and they never admitted it, and anyone who
asks them about it gets yelled at. They disqualified themselves
and electing Trump was a way for the rest of the country to
say, “You did a terrible job, we’re really mad at you and we’re
going to let this very loud orange man get your attention.”
And the people who run the country didn’t even pause and ask
what message our voters were sending us. They were like, “no,
no, no. Russia did this,” and it created this insane conspiracy
theory.
What are Trump’s chances in 2020?
If they [Democrats] keep focusing on him, it’s very good.
Democrats for the past few years have made everything
be about Trump. “Trump is evil.” Well, Trump’s not evil.
Trump has a lot of bad qualities. He doesn’t hide them,
they’re very obvious. You don’t have to wonder what
Trump thinks, he’ll just tell you and maybe you like it or
maybe you don’t. But to say that he’s the cause of all of
our problems is, like, insane. He got elected because of our
unaddressed problems. I think if you came to this country
from Mars and you weren’t a Republican or a Democrat,
and you were just watching and trying to figure out what
was going on, you would reach that conclusion because it’s
obvious. But none of the geniuses running our country were
willing to reach that conclusion because it implicates them,
makes them look bad.
22 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018-19

Share with us the overarching theme
of the book.
The overarching theme is really clear: It’s that the debates
we’re having aren’t really between left and right or even
Republicans and Democrats, they’re between people who have
gotten richer or poorer since the financial collapse in 2008.
Where do you live, for example? [Little Rock], Arkansas is
a perfect example. A lot of Arkansas is not richer than it was,
except for the northwest part of the state, which is a totally
different world. But is El Dorado richer than it was in 2008?
And yet a small number of cities are much, much richer than
they were and everyone else has less. So that’s really the
debate. You know, it’s the people who are benefiting from our
current policies versus everyone else.
How did they get richer?
It’s a complicated story, but I would just summarize it
by saying this: The economy moved from a manufacturing
economy to primarily a finance economy and a tech economy.
No one person decided this, this was the product of many
choices over many years. But the net result is an economy
where only a relatively few people reap most of the benefit and
that makes for an unstable country, and conservatives didn’t
want to admit this because it sounded like they were socialists
or something, and liberals didn’t want to admit it because
they were the ones getting rich. In 2015 for the first time in
a hundred years, the middle class became the minority in this
country. That’s a disaster. You can’t have a democracy except
in a middle-class country, period. And yet no one even noticed.
Truckload Authority will be read by
3,000 trucking executives. What’s your
message to them about the importance
of the trucking industry?
If you care about employment, it’s absolutely vital. And this
is why I’m so concerned about autonomous vehicles driving all
commercial driving. This would include ambulances, school,
buses, taxis, but also trucking. Long distance and local trucking
is the single biggest employer of high-school educated men in
America. It’s number one in all 50 states. So it’s a huge part of
the economy. Now, the way that we understand trucking is part
of the supply chain in Washington. So we think of trucking
as the way that, you know, Amazon gets its goods to market,
brings the paper towels to your house after you ordered them.
That’s true. It’s a vital link that makes commerce possible. Of
course, the way policymakers also need to think about trucking
is as one of the biggest and most important employers of men
in this country. Male-dominated occupations, working-class
occupations are in decline. I know that it’s unfashionable to
care about what men do for a living; it’s fashionable to hate
men. But 50 percent of our population is male. And if men
don’t succeed in the workplace, they don’t get married and
families fall apart. And so it is absolutely essential that our
policymakers care about what men do for work and in rural
America, male jobs have disappeared to a large extent.
Disappeared. So automation in the agricultural sector has, you
know, increased dramatically over a hundred years. And over
time it has dramatically reduced the number of jobs and those
are the remainder of the lowest jobs that primarily are taken up
by foreign labor, and manufacturing is dying. And so, really,
trucking is like an essential part of the economy outside the
cities in all 50 states. It really matters. If you replace all truck
drivers tomorrow with autonomous vehicles, you know, the
society would collapse outside the cities in a lot of places. You
put millions of men out of work and families would collapse
around them. That’s a big thing. No one seems to care, which
tells you a lot.
Do you have any political aspirations?
Well, I couldn’t get elected room mother, but thank you
for asking. Why? I’m always giving my opinion and a lot of
people disagree with me. But I’ve never said anything I didn’t
believe, but I’ve been wrong a lot. And as I told you, I’ve had
a lot of dumb opinions. I don’t know if that reflects poorly on
me or not, but everything I say, I mean with total sincerity, and
I don’t think that’s the way you get elected.
You’ve said a lot about immigration.
Where do you stand on the
immigration situation? You’ve got
Trump wanting to block them out,
you’ve the Democrats wanting to
let them in. Where do you stand on
immigration?
I’m for immigration. I think immigration is good, but
not every immigrant is the same. If you’re in charge of the
country, you’ve got a responsibility to think about the effects
of your decisions on the people who live in the country. Just
like if you’re a parent, you have responsibility to think about
your children. It’s the same dynamic. And so to act like all
immigrants are equally good is insane. We have an economy
that’s becoming increasingly sophisticated and automated and
requires increasingly higher levels of education to meaningfully
participate in. Yet the majority of our immigrants have high
school educations or less. Why are we importing people
who can’t, on average, meaningfully participate in what our
economy is becoming? It’s insane. So what you’re doing is
creating a massive and permanent underclass and that makes
the country poor and more unstable and that’s why California,
which, when I left it 35 years ago, was the richest state, now
has more poverty than any state because it has more low-skilled
immigrants than any state. Of non-citizens in California, over
70 percent are on welfare. There are millions of them, so anyone
who’s telling you that system is good for the country is either
ignorant or lying. It’s terrible. Now, it’s very good for certain
employers. It’s been great for the chicken plants because they
can pay less, but the only reason they pay less is because the
rest of us middle-class taxpayers pay the difference in housing
subsidies and food stamps and health care education. We’re
paying for big companies to pay their workers crappy wages.
Why are we doing that? So companies can get richer and leave
us with a society where people have nothing in common and
don’t speak the same language. It’s nuts. And the Democratic
Party has decided that they’re all in on this because these people
will ultimately be voters once they get amnesty and citizenship.
But the effect on the country is ruinous and that’s why Trump
got elected because he was saying that out loud. He was right.
Trump hasn’t been right about everything, but he was right
about that.
TCA 2018-19 www.Truckload.org | TRUCKLOAD AUTHORITY 23

DECEMBER/JANUARY | TCA 2018-19
A Chat With The Chairman
Foreword and Interview by lyndon finney
Everyone has heard the time-worn phrase “time flies when
you’re having fun.” Nothing could be truer for Truckload Carriers
Association Chairman Dan Doran. It seems like only yesterday
that Dan was elected to lead the organization, and now as we
turn the calendar to 2019, he will have completed three-fourths
of his term. For Dan, it has been fun, but it’s also involved hard
work and dedication as the association works to bring value to
its members and to be the recognized voice of the truckload industry.
In this Chat with the Chairman, Dan discusses, among
other things, the outcome of the recently midterm election, updates
members on accomplishments of the organization and talks
about what’s ahead during the last three months of his chairmanship.
24 Truckload Authority | www.Truckload.org TCA 2018-19

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Mr. Chairman, thank you so much for joining us for
another Chat with the Chairman. First of all, Merry
Christmas and Happy New Year. Tell us how you will be
spending the holiday season this year.
Thank you, Merry Christmas and a Happy New Year to
you, as well. Our Christmas Eve and Christmas Day are
spent at home with family. Our children now have their own
families and are starting their own traditions, so Christmas
Day is a quiet time around our house. The week between
Christmas and New Year’s Day has potential for being a busy
week, so I work that week. Our holiday season started early
this year; the day after Thanksgiving we hosted a whistle
stop for the Capitol Christmas Tree. That was a great event
and a perfect way to start the season.
Share with us your favorite family Christmas traditions
growing up. Was there any particular tradition that
you’ve sought to carry on?
No real carryover from my younger days, but my wife has
made it a tradition to cook a big meal for our family on
Christmas Eve. My wife enjoys decorating for the Christmas
season, so the inside of our house takes on a new look.
For the last 25 years we have participated in the Lebanon
Carriage Parade in early December to start the season. This
year we transported Mr. and Mrs. Claus through the parade.
Let’s cut right to the chase and get your analysis on
the 2018 midterm elections. Everyone knows the 116th
Congress will be divided, with Democrats controlling
the House and Republicans the Senate. How will the
outcome of this election impact the trucking industry
on broad-based issues such as the infrastructure, and
trucking-centric issues such as Hours of Service?
Quite honestly, I do not see much getting done in
Congress over the next two years. I do not think the results
of the election should surprise anyone. History tells us that
Congress does not stay in one party’s control very long.
Since the election, however, there has been a lot of talk
about infrastructure. The stumbling block has been how
to pay for it. TCA supports an increase in fuel tax to fund
this, and a fuel tax is the most efficient way to support
infrastructure. There is a lot of talk about vehicle-mile tax
but be warned that this will be a new tax, and the chance
that fuel tax will go away is slim. Hours of Service and the
meal break issue are in Department of Transportation hands
and we should see progress on those issues. Democratic
control of the House means more attempts at regulation,
such as EPA standards on emissions.
Turning to TCA, bring the membership up-to-date on
association activity since our last issue was published
in October, including any major achievements.
Several members of the TCA staff and I went to Austin
for the ATA meeting in an effort to stay in tune with their
issues and programs. TCA also presented our second Bridging
Border Barriers event in Brampton, Ontario, which was a great
success. We have many Canadian members, and they are
great contributors to the association, and they bring a unique
perspective to all the pending issues. Our TCA Profitability
Program was in Indianapolis, partnering with Katz, Sapper
& Miller to present a seminar on struggles, strategies and
execution. In December, we continued a tradition by meeting
at the TCA headquarters, where incoming TCA Chairman Josh
Kaburick and I met with TCA staff members to talk about
the coming year. As well, TCA recognized more than 70
professional truck drivers during the Wreaths Across America
Driver Appreciation dinner and attended the wreath-laying
event at Arlington National Cemetery.
26 Truckload Authority | www.Truckload.org TCA 2018-19

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As you head into the last three months of your
chairmanship, what is on your agenda for continuing
to advance the value of the association to its
members?
We need to continue beating the drum on Hours of
Service reform, specifically the 14-hour clock problem
and flexible sleeper berth time because we want the new
regulation to make sense. Also, we must work Capitol Hill
to find support for our policy on increasing and indexing the
fuel tax as a way to fund infrastructure. We will continue to
develop the TPP program and offer programs on relevant
and current topics. As well, we are working on some new
programs for our annual convention in Las Vegas.
TCA and FreightWaves have entered into an exclusive
partnership that links the editorial and data science
teams at FreightWaves with the TCA Profitability
Program Index data and the growing Best Practice
Groups. How will this partnership benefit TCA members?
TCA now has a platform on which to present the data
that has been collected in the benchmarking program.
However, the data that is shared is only a few key points
that have been agreed upon between the two parties.
The TPP program collects a lot of data and now has a
professional level of presentation. I encourage readers to
visit the microsite at Truckload Indexes.com.
The association recently held its second annual
Bridging Border Barriers conference. Please share
highlights of the meeting.
Attendees heard from Commercial Vehicle Safety
Alliance representative Kerri Wirachowsky, TCA’s Dave
Heller and Ray Haight, and a panel of Canadian trucking
executives. Our Canadian members have a keen interest
in the regulatory happenings in the U.S. market. TCA has
had the advantage of having Rob Penner in the officers’
group for the last 10 years, and that Canadian influence
will be missed. So, I was on a recruiting mission, as well.
Kim Richardson helped create the event, and he is a great
advocate for the industry, TCA and the Canadian Trucking
Alliance. Canada has its own challenges, as well, with the
recent legalization of marijuana and a coming ELD rule.
Give us an update on the benchmarking program, how
members can become involved and why they should
do so.
We have recently opened new levels of participation. So,
if a carrier wants to take a look from 10,000 feet they can
see some data without divulging any of their own figures.
However, the best payback is when you get involved in one
of the groups and really take a deep look into your numbers
versus similar carriers. We have been holding seminars this
past year, and I can say firsthand that they have been a
success. Open dialogue amongst like-minded people results
in great information.
The American Transportation Research Institute in
October released its annual Top 10 trucking industry
concerns as rated by drivers and carrier executives. By
a considerable margin and for the second consecutive
year, the driver shortage was ranked as the No. 1 issue.
With the exception of the recent recession years,
finding and retaining drivers is a topic of discussion
in formal and informal gatherings of executives.
What is it going to take to end this crisis once and for
all?
Respect for the job, quality of life and pay. I think most
of us in this conversation understand the importance of the
driver. Without that person in the seat, the truck doesn’t
move, doesn’t generate revenue. But I still think there are
people out there that don’t respect that position. Quality of
life, home time and equipment reliability all contribute to a
positive experience behind the wheel. And pay — over the
past year or more I have seen a lot of carriers advertising
increases in their pay packages. Let’s face it, in a good
economic climate there are a lot of choices for someone
who wants to work. We need to make trucking attractive.
On the same survey, drivers ranked truck parking
as the No. 2 issue for the second straight year, but
carrier executives rated it No. 9, again for the second
straight year. How serious an issue is the lack of truck
parking in North America and why does it continue to
be an issue?
Truck parking will continue to be an issue until we see
some sleeper berth flexibility. The race against the 14-
hour clock has most everyone driving at the same time,
during the day. And once on that cycle it is hard to break
it. Most manufacturers ship and receive during the daytime
hours, so when you start your clock to accommodate their
schedule you get into the daytime cycle. That means your
clock runs out and does not allow for nighttime duty. So, all
these “daytimers” are looking for the same limited number
of parking spots and trying to park for the evening. So,
drivers are cutting their day short just to make sure they
have a safe place to stop for the evening. A lot of people
don’t realize that drivers cannot park at most shippers or
receivers, and even if they could, the neighborhood doesn’t
want them or is not safe for them. A driver will not get
quality sleep if he or she is not in a safe environment.
28 Truckload Authority | www.Truckload.org TCA 2018-19

As this issue of Truckload Authority goes to press, the
ELD mandate will have been in effect for one year.
What are you hearing from your colleagues about
the impact ELDs have had on productivity, and have
association members noticed an increase or decrease
in Hours of Service violations?
I have heard anywhere from almost no impact on
productivity to 40 percent reduced productivity. Now, you
must take that in context. The almost-no-impact situation
involves larger carriers with drop and hook networks. And
the larger impact is on owner-operator, one-truck regional
service accustomed to unloading and loading once, twice or
more in a day’s time. Additionally, carriers that have been on
ELDs for years have already worked through the issues like
routing and pricing, whereas smaller regional carriers who
waited until the last minute to adopt ELDs are just getting
the issues worked out. Electronic logs almost eliminate Hours
of Service violations. One thing ELDs do change is the timing
of the audit. Now, with electronic logs, Hours of Service is an
operations issue, and is current to the time of day. Whereas,
paper logs were audited after the fact, maybe a month after
the time of duty, which allowed more violations.
President Trump recently signed legislation that is
designed to help alleviate the opioid crisis in America.
The legislation also could lead to governmental
approval of hair testing as a pre-employment substance
abuse screening. Why is it important for the trucking
industry to have hair test screening available during
the hiring process?
Opioids are a serious problem. We see that firsthand here
in southwest Ohio, being that we are on the I-75 corridor.
Marijuana is becoming an issue, as well, as we see more states
legalizing its use. The increased number of positive drug tests
in 2017 has forced the random testing frequency to 50 percent
of the group, effective in 2019. That is not a good situation
for our industry. But those increased numbers are not what is
holding up hair testing. Hair testing is being delayed because
there are seven different test labs and they all test at different
standards. So, until the regulators can understand and demand
one specific standard, we will have to wait.
Based on your conversations with business associates
both outside and inside the trucking industry, is there
an opioid crisis in America?
Absolutely. All you have to do is watch your local news.
What is scary is that these people are operating passenger
vehicles while under the influence, and passing out in their
vehicles, and a lot of times with children in the car. So much
so that some police forces are limiting the number of times
that they will revive a suspect. Sad that people get caught
up in drugs and ruin their lives.
Just as this issue is being published, the annual Wreaths
Across America Day will see wreaths placed on the
graves of as many as 1.5 million veterans. TCA is a strong
supporter of this effort. Share with us the significance
of this event.
Wreaths Across America is a great program, and TCA is
proud to be a partner. The trucking industry and TCA have
been an integral part in building this program. The trucking
industry employs over 7 million people, and many of those
folks are veterans. We are thankful for their service, past
and present, and we get to show that appreciation through
the wreaths program. Many of the carriers who transport the
wreaths donate their service and the drivers donate their
time. It is a very emotional event for everyone involved. The
wreaths program would not be what it is today without the
support of the trucking community.
Thank you, Mr. Chairman, and once again, Merry
Christmas and Happy New Year.
Thank you, as well. Merry Christmas and Happy
New Year.
TCA 2018-19 www.Truckload.org | Truckload Authority 29

On November 1, the Truckload Carriers Association and FreightWaves launched TruckloadIndexes.com.
This microsite tells the true story of truckload, while providing visitors with a timely pulse of this valued
transportation segment. Truckload Indexes provides visitors with three distinct channels to convey a
collective message:
• Data + Commentary
• The War on Detention
• TPP Top Performers
Our vision is to provide a platform for clear insight and opinion to tell the world that Truckload
is strong, important, and proud. To subscribe to the Truckload Indexes Weekly Newsletter, visit
TruckloadIndexes.com.
Visit www.TruckloadIndexes.com to hear from these industry professionals!

DECEMBER/JANUARY | TCA 2018-19
Member Mailroom
WEBINAR
WEBINAR
Is TCA offering a new webinar series?
Yes! The Truckload Carriers Association has launched
its new Workforce Solutions Webinar Series.
What is this you may ask? It’s a series of educational
webinars which achieve two important objectives. First,
they will provide training and education for truckload
carriers and secondly, they’ll help further the mission
of TCA’s Recruitment & Retention Human Resources
Committee.
As the committee’s mission is to influence TCA
policies and solutions related to driver recruitment and
retention, human resources, as well as labor issues, it
was imperative for the association to add additional
educational offerings. A subset of the committee’s
members comprising both carriers and associate
members joined forces to create a consortium. The
group will host six webinars related to the above issues.
As you may recall, TCA has historically offered a
conference that drilled deeper into fleet management,
hiring best practices, and human resources issues, so this
is a new approach.
The TCA staff has integrated the training and
educational offerings across all TCA venues which include
an instructor-led academy to develop managers into
C-level leaders, as well as TCA’s current programs (Annual
Convention, Safety & Security Division Annual Meeting
and Live Learning webinars).
So, how do you get involved? The Workforce Solutions
Webinar Series schedule, topics, speakers and sponsors
can be found on the TCA website at truckload.org. For
more information, contact TCA Director of Education Ron
Goode at TruckloadAcademy@truckload.org.
Can’t attend a webinar? Visit TCA’s Truckload Academy
On-demand (TAO) at truckload.org/TAO to view online
recordings.
TCA 2018-19 www.Truckload.org | TRUCKLOAD AUTHORITY 31

DECEMBER/JANUARY | TCA 2018-19
Talking TCA
Laura Martin | Membership Coordinator
BY klint lowry
One consistent feature of every “Inside Out” profile is the
accompanying “Q&A” box — a series of quick-hit questions intended
to draw out the kind of personal trivia that adds a few extra shades to
the portrait.
The answers often offer insights into the person’s tastes, perspective
and personality. Arguably the question that is most revealing is: If they
had all of humanity throughout time from which to choose to attend a
fantasy dinner party, who would make their guest list?
The result is usually an intriguingly odd mix of names, some more
recognizable than others.
That was the case when the question was put to Laura Martin,
TCA’s new membership coordinator. The first draft of her fantasy
dinner party guest list would be an intimate gathering of four guests:
Mia Hamm, Bill Murray, Jon Bon Jovi and Elena Delle Donne.
Now, those first three are household names. But Elena Delle Donne
— that one’s going to need a little clarification.
Elena Della Donne is a basketball player, Martin explains. She plays
for the WNBA’s Washington Mystics. She’s one of the top players in the
league. Before that, she played at the University of Delaware, where
she led the team in her junior year into the NCAA tournament.
Well, that explains it. Martin is a sports fan, and Delaware’s her
alma mater.
No, it turns out Martin’s choice of Delle Donne runs deeper than
that. In 2009, Delle Donne was a blue-chip high school athlete, and
she’d been awarded a scholarship to the University of Connecticut, a
perennial women’s basketball powerhouse. It was a dream come true
— and she gave it up.
“She has a special-needs sister, and she wanted to be closer to her
instead,” Martin said. “I’ve just been really impressed with her that
instead of playing for Connecticut, which was the top-ranked women’s
team, she was, like, ‘I’m going to go be with my sister, who needs me.’”
So Delle Donne got to the table based on her character, not
because of her midrange jumps. Actually, Martin says, all of her dinner
guests are there for more than just their fame.
Take Mia Hamm, for instance. It may be fair to say Hamm is to
women’s soccer what Babe Ruth is to baseball. And soccer is Martin’s
sport.
“I do play a lot of soccer,” Martin said. “I’ve played soccer
practically my entire life, since third grade.”
But Martin got a whole new level of respect for Hamm when she
met the soccer legend in the mid-’90s.
“I was working for the Henley Park Hotel, and she was staying
there. She was staying there because she was on the board for the
bone marrow foundation and her brother, he needed a marrow
transplant.”
Hamm went on to start the Mia Hamm Foundation, which raises
funds for families in need of bone marrow transplants. Martin said
she’s impressed with Hamm’s commitment to that cause.
Similarly, Martin’s respect for Jon Bon Jovi is less about the music
and more about the two restaurants he opened in her home state of
New Jersey as part of his nonprofit Soul Foundation.
“You go and you pay what you can afford,” Martin said. “And if you
can’t afford it, you go and you eat there for free. And I like that he does
that for people in New Jersey. I don’t know what he’s like as a person,
but I like that he does that.”
And how did Bill Murray make the cut?
“Bill Murray’s just Bill Murray,” Martin said.
Even that could be taken two ways. First, Bill Murray’s a funny
and talented guy. And a big part of his appeal is that he always comes
across as someone who stays true to himself.
Looking at Martin’s guest list beyond superficial name recognition
says more about what Martin values; family and personal integrity
outweigh other pursuits, no matter how stellar.
In her own way, you can see that in Martin and the path that led
her to TCA. She wasn’t one of those people who knows from childhood
what they want to be when they grow up. In fact, she said, even at 50,
“in some ways I still feel like I’m trying to figure that out.”
But even if she didn’t know what she wanted to be, she knew
where she wanted to be.
“I always wanted to go to D.C.,” she said. “We always took trips
there when I was growing up.”
Growing up took place in Metuchen, New Jersey, about 13 miles
southwest of Newark. Laura was the third of Pete and Maria Kaminkas’
four children, along with older sisters Joanne and Kathryn and kid
brother Pete.
Once Martin had a family of her own, trips back home to
the Jersey Shore became a summer staple. But back when she
graduated high school, she was itching to choose her own place in
the world.
“I wanted to leave my hometown,” she said. “I didn’t know what
was going to be available to me around there.”
Metuchen is just a few miles from Rutgers University, she said,
which meant just about everyone from Metuchen went there. “I
thought it was going to be like high school all over again, so I didn’t
even apply to Rutgers.”
32 Truckload Authority | www.Truckload.org TCA 2018-19

TCA 2018-19 www.Truckload.org | Truckload Authority 33

Martin and her daughter Kara, center, welcome
home Kara’s sister, Brooke, from a trip to Denmark.
A lifelong soccer enthusiast, Martin, second row, second
from right, poses for a selfie with her team, The Babes.
Instead, she went to the University of Delaware, where
she majored in political science, “even though I didn’t do
anything with it,” she said. She’d thought about majoring
in history, only she couldn’t imagine what she could do
with a history degree.
It may not be completely accurate to say she did
nothing with her political science major, because it led to a
couple of Capitol Hill internships and her first post-college
job, all of which helped her solidify her marketable skills
and reconcile her professional and personal values.
The first internship was during her junior year, when
she interned for then-U.S. Senator Bill Bradley, D-N.J. “The
one with Bradley was great,” she said. “I got to be the
scheduler’s assistant.” The position played to her strengths
— dealing with the public and organization.
But two years later, right after graduation, she had
another internship with 22-term Florida Democratic
Congressman Charles Bennett. The experience was, in a
word, “horrible.”
“I was always interested in the government and the way
it worked,” she said. “I was never into the politics. Everyone
on The Hill was out for themselves, that’s what I learned.”
Despite her aversion to political gamesmanship, her
first job out of college was with a lobbying group, the
Wildlife Legislative Fund of America, which, she explained,
is pretty much the opposite of what people might think by
the name.
“The Wildlife Legislative Fund of America lobbies for
the right to hunt, fish and trap,” Martin said. “I went up to
the Hill quite a bit and sat in on hearings and reported back.
I actually learned quite a few things on hunting and fishing
and trapping” — not enough to take them up herself, but
it was interesting.
After two years she left Capitol Hill, eventually finding
her way in the mid-’90s into the Henley Park Hotel and
then the Morrison-Clark Inn, a pair of historic, boutique
Washington hotels, where she specialized in sales.
That’s what led to the meeting with Mia Hamm. It was
also during this period that she met her husband, Shawn.
Some people would get a kick out of being able to say
they met the love of their life one night in an alley. Martin
finds it a little embarrassing, at least until she can explain.
Once the details are filled in, it isn’t such a sordid story,
after all.
A couple of downtown D.C. bars share an alleyway
between them. Once or twice a year the two bars shut
down the area between them and cohost an outdoor
party. She and Shawn met at the Rally in the Alley.
It proved to be a sentimental curtain-raiser to their
romance. She and Shawn are craft beer aficionados, and
one of their favorite pastimes is visiting breweries in search
of unique brews.
Martin believes it is important to enjoy what you do for
a living, but she has never been one to define herself by
her career. When her daughter, Brooke, was born in 2000,
followed by Kara four years later, she spent the next eight
years as a stay-at-home mom.
Once both girls were school age, she started working
again as a fundraising coordinator for the Naval Enlisted
Reserve Association (NERA), a military advocacy group. It
was a comfortable re-entry into the working world.
“I have an affinity to the Navy,” she said. “My dad was
in the Navy. And I’ve visited the Naval Academy quite a bit.
I definitely thought that would be a great place for me to
work.”
She was with NERA for four years. Meanwhile, Brooke
and Kara were getting old enough to be interested in Girl
Scouts, and Martin became involved with their troops.
“I was a leader for a couple of years, then got involved
as a school liaison starting troops,” Martin said. “I was the
volunteer coordinator, basically.”
A big part of her duties, she said, was convincing
parents to volunteer their time. “You sell it to the adults as
‘this is what you want your daughter to be doing, and you
Q & A With Laura Martin
DATE AND PLACE OF BIRTH: April 7, 1968, Metuchen,
New Jersey
MY TRADEMARK EXPRESSION IS: Can someone do a
“find my iPhone?”
MOST HUMBLING EXPERIENCE: The birth of my
daughters
PEOPLE SAY I REMIND THEM OF: Molly Shannon
I HAVE A PHOBIA OF: Heights
MY GUILTY PLEASURE: Beer
THE PEOPLE I’D INVITE TO MY FANTASY DINNER
PARTY: Mia Hamm, Bill Murray, Jon Bon Jovi, Elena Della
Donne and Conan O’Brien
I WOULD NEVER WEAR: A baseball hat
A GOAL I HAVE YET TO ACHIEVE: To travel the world
THE LAST BOOK I READ: “The Female Persuasion”
LAST MOVIE I SAW: In the theater, “Mission Impossible
Fallout;” I don’t go to the movies
MY FAVORITE SONG: Deep down, I’m still a Jersey Girl;
Bon Jovi’s “Living on a Prayer;” Bruce Springsteen’s “Hungry
Heart”
IF I’VE LEARNED ONE THING IN LIFE, IT WOULD BE:
Manage the stress in your life
THE THING ABOUT MY OFFICE IS: I try not to keep it
too hot
ONE WORD TO SUM ME UP: Short
34 Truckload Authority | www.Truckload.org TCA 2018-19

want to be involved with it. You want to be involved in
the Girl Scouts with your daughter,’” she said.
“In a couple of instances, it was to keep a Girl Scout
troop from disbanding. I also brought the troops together
at the school to do various events throughout the year.”
Eventually, this part-time volunteer activity became a
full-time paid job, doing the same things on a much larger
scale for Girl Scouts Nation’s Capital for two years.
Martin admits when she came over to TCA in
September, her knowledge of trucking didn’t extend
much beyond “it takes items where they need to go.”
But everyone has to start somewhere. Much of her time
nowadays is spent renewing TCA memberships. She has
two goals right now, and they go hand-in-hand: to do well
at her new job and to acclimate herself to the trucking
community.
“I want to enjoy where I work,” she said. “At this
point in my life I’m not looking for a huge career, but I
want to enjoy what I do. I want to enjoy the people and I
want to enjoy where I am. I would like to get to know the
members and get feedback from them, what they’d like
from us.”
Martin already has the other side of the work-life
balance well in hand. She finds the time to play on
two soccer teams. At the time of the interview, the
fall season had just ended. “I’m going to sign up for
winter, but who knows if I’ll play,” she said, because
Washington winters are a toss-up. You never know how
harsh it will be.
“I don’t play in the cold. I’m too wimpy,” Martin said.
Her knees, in particular, have gotten rather choosy. “I
can play on grass all I want. I can’t run on pavement. But
so long as I’m on grass or turf, I’m fine,” give or take a
little morning-after stiffness.
She and Shawn also enjoy sports together in a
more knee-friendly manner. Shawn is a University of
Maryland alum, and they spend a lot of time following
the Terrapins.
Brooke is 18 now and has started college. Kara is 14.
You’d think that would mean less mom time than when
they were little, but somehow it still hasn’t worked out
that way, she said. Not that she’s complaining — family
time will always be her top priority.
As it worked out, her siblings all migrated in the same
direction. Her sister, Kathryn, lives about 10 minutes
away, traffic willing, and their brother, Pete, is just across
the Potomac in Washington. Joanne lives in Crownsville,
Maryland, just outside Annapolis, about a 45-minute drive.
Her parents sold the family home in Metuchen. They
have a place on one of New Jersey’s barrier islands now,
and they live the snowbird lifestyle, dividing their time
between New Jersey and their winter home in Florida.
In between, they have a place near Joanne where they
spend the holidays.
Martin sat down for this story the Monday after
Thanksgiving. The whole family was there — 18 people.
She had to admit it hadn’t really taken a whole lot of
time over the long weekend to think about what she was
going to say about herself.
That’s understandable. Why sit around daydreaming
about things like fantasy dinner parties when you have
something better going on?
Martin takes in a Washington Nationals game with
daughters Brooke, left, and Kara and husband Shawn.
Laura Martin, far left, right above Mickey Mouse, and
her relatives celebrate her parents’ 50th anniversary
on a Disney Cruise to Alaska.
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TCA 2018-19 www.Truckload.org | Truckload Authority 35

Those
Who Deliver
with Freymiller, Inc.
PROFILE
All photos and art
courtesy
Freymiller, Inc.
The Freymiller family must be
sorry to see 2018 come to an end. It
was a milestone year, the 50th anniversary
of Don Freymiller buying his first truck, a livestock
hauler.
Today, Freymiller, Inc. specializes in refrigerated cargo, with
a fleet of about 540 units operating nationwide. Don Freymiller is still
on board as company chairman. His son Dennis Freymiller is vice president of
sales and marketing, daughter Diane is billing and accounts receivable manager,
daughter Denise is facilities manager, while David Freymiller serves as president
and CEO.
The company can also claim the rare distinction of having three TCA pastchairmen
in its midst: Don Freymiller; along with Shepard Dunn, who recently
came on board as chief operating officer; and Gary Baumhover.
This past year has been a time to celebrate and to reflect, David Freymiller said,
and he is happy to share the company history — or is it the family history? The
two are intertwined.
“Trucking is all we know,” he said. “Trucking is all dad taught us.”
The learning never ends as the company has grown and the industry evolves.
But there’s something at the core of Freymiller, Inc., a value system that has
remained constant. After 50 years, the celebration is both for what’s changed and
what hasn’t.
Don Freymiller grew up on a dairy farm in Wisconsin. “It was a hard life,” David
Freymiller said. “He and his father farmed about 200 acres of rock, as Dad would
describe it.”
After high school, Don Freymiller did a stint in the Army. After his discharge,
he reluctantly returned to run the family farm. During a winter slowdown, David
Freymiller said, “he took a side job, hauling livestock to Milwaukee.”
“The guy said, ‘you drive a truck?’ Dad said, ‘yeah,’ — Dad never drove a truck in
his life. And the guy said, ‘Good, show up tonight and take this load to Milwaukee.’”
Don Freymiller eventually bought that truck. Then he bought a few more. In
the early ’70s, he bought his first refrigerated unit, which he used to haul canned
hams to California.
Over the next few years, Freymiller, Inc. transitioned entirely over to reefers.
But it wasn’t a straight line to the company that exists today.
“In 1980 we moved from Shullsberg, Wisconsin, to Bakersfield, California,”
Freymiller said.
The company had 53 trucks at the time, but they struggled over the next decade,
eventually going into bankruptcy in the early ’90s, pushing them almost back to
square one. They moved the company headquarters to Oklahoma City, and “In
October of ’96 we basically started back up again with 10 trucks,” Freymiller said.
“We’ve gone from nothing to something, back to nothing, and then back to
something again.”
Specializing in reefers has its advantages and its challenges, Freymiller
explained, and both have to do with the fact that the vast bulk of reefer freight
is food.
“We’re extremely heavy in protein,” Freymiller said. “We haul a lot of meat,
whether it be chicken, whether it be steaks.” Protein accounts for more than half
the tonnage they haul, followed by frozen pies and pastries, then produce.
During economic downturns, people may cut back on a lot of things, Freymiller
36 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018-19

said, but, to put it bluntly for effect, “People gotta eat.”
“Whether times are good or bad, they’re going to eat. So refrigerated, with no
pun, is somewhat insulated from the economy.”
Everyone needs food, but most meat processing is done in the Midwest, he
explained. That means long hauls to get it everywhere in the country. In an era
when average length-of-haul is going down industrywide, “our average lengthof-haul
is right at 1,000 miles,” he said.
And they consistently run heavy. Freymiller estimated that about 90 percent of
their loads bump right up against that 80,000-pound limit. And those long, heavy
hauls must stick to schedule.
“If you’re hauling washers and dryers, and you’re six, eight, 10 hours late
because the truck broke down, it’s not a big deal,” Freymiller said. “But if you’re
hauling a load of meat, and it’s being exported and you miss the boat, that meat
is pretty much junk.”
And as they keep one eye on the clock, the other is on the thermometer. If the
temperature inside the trailer is off by just a few degrees, it can ruin the entire
load. Today’s telematics make a world of difference in monitoring and regulating
the refrigeration in their trucks, he said.
But as much as technology continues to enhance efficiency, Freymiller said, it’s
still the people operating that fleet that hold the key to a successful operation.
A reefer can cost up to three times as much as a dry van, Freymiller said, and
a company can realistically run a dry van for 10 years or more. Freymiller turns its
trailers every five years.
“We run pretty much Peterbilts and Kenworths,” Freymiller said. “They got
all the bells and whistles.” His father shakes his head at some of the amenities
in today’s sleeper cabs. “A lot of it is the kind of stuff that does nothing to help
business, except that it makes for happier drivers.”
Employee satisfaction is a top priority, Freymiller said. “We are the truckers’
trucking company. That goes back to Day One.”
His dad started in the business as a driver, he said. And he still has his CDL. For
his 80th birthday, Don Freymiller’s present to himself was to take a load out. Both
David and his brother Dennis drove when they started. Their perspective on the
business was first formed behind the wheel.
“Without the driver, we’re nothing,” Freymiller said. “Their job is the only job in
the company that generates the revenue. The rest of us are overhead.”
A lot of companies like to refer to their staff as a “family.” Freymiller, Inc. is
literally a family company, and it has always been a priority to extend that sense
of family to everyone on the staff.
Don Freymiller has a longstanding tradition of calling every driver on their
birthday, David Freymiller said, and their doors are always open for any driver who
needs to hash something out.
“A lot of times, if you listen to a driver, you don’t have to fix anything, you just
have to listen to them. And when they walk out, they’re happy.”
For the sake of their employees’ wellbeing, the company also has its own inhouse
pastor. Olen Thompson holds chapel every Sunday, and he is available for
consultation the rest of the week.
Freymiller said the way he sees it, it’s much better to have drivers take to the
road in tune with their spiritual side rather than “mad at the world and filled with
road rage.”
“He was a truck driver, so he can relate to the drivers because he’s been in their
shoes,” Freymiller said.
Not too many companies pass successfully from one generation to the next,
Freymiller said. “Usually, the second generation screws it up.”
It appears he and his siblings have pulled it off, even as the company grows
and the industry and its technology evolve. As David Freymiller explains it, the
key is keeping up with the changes while having the confidence and the humility
to know that even when you are the decision-maker, outcomes depend on a lot
of factors.
“It’s just good luck, perseverance, the Good Lord and all of our employees,
because you can’t do it without the foundation.”
1 2 3
(1) David Freymiller is president and CEO of Freymiller, Inc., started by his
father Don Freymiller in 1968.
(2) Because meat comprises a majority of the freight they haul, Freymiller,
Inc.’s length-of-haul averages about 1,000 miles, with 90 percent of their
loads at or near maximum weight.
(3) Rather than have a signature look, Freymiller, Inc. runs trucks in six
different colors. There are two reasons for this, President and CEO David
Freymiller explained: The drivers like the variety and it helps when they put
the trucks up for resale.
TCA 2018-19 www.Truckload.org | TRUCKLOAD AUTHORITY 37

Capitol
Christmas
Tree
TCA recognized for its
continuing support of the
U.S. Capitol Christmas Tree
1
On Thursday, December 6, the 2018 U.S. Capitol Christmas Tree was
lit on the West Lawn of the Capitol by Speaker of the House Paul Ryan and fourthgrader
Brigette Harrington from Hillsboro, Oregon. The tree, adorned with
10,000 ornaments and topped with a large copper star, will be shining brightly
for all to see from dusk until 11 p.m. each evening throughout the holiday season.
Earlier in the week, the Truckload Carriers Association was recognized during
the 2018 U.S. Capitol Christmas Tree Partner Reception for its continuing support
of the “The People’s Tree,” as it is often referred. The event was held Monday,
December 3 at the National Press Club in Washington, D.C.
During the reception, Bruce Ward, president and founder of Choose Outdoors;
and Chuck Leavell, a U.S. Forest Service Honorary Forest Ranger perhaps better
known as the touring keyboardist and music director for the Rolling Stones,
bestowed an award to TCA’s Senior Director of Outreach & Engagement Marli
Hall and TCA’s Government Affairs Manager Kathryn Sanner.
The tree’s journey was made possible by TCA member and 2018 Best Fleets to
Drive For Small Carrier Category winner Central Oregon Truck Company. The
trucking company’s CEO, Rick Williams, and his team transported the 80-foot
noble fir 3,000 miles from the Willamette National Forest in Oregon to the U.S.
Capitol.
“Thanks to TCA, we’ve assembled a trucking community ‘dream team’ – one
that helps to create a greater understanding that the industry is truly about moving
America forward,” Ward said. “We’re proud to partner with the outstanding
carriers and professional truck drivers of this nation who transport not only our
goods but the ‘The People’s Tree.’”
As in past years, TCA member companies hosted “whistle stops” at points along
the tree’s route. This year’s events included a stop in Kansas City, Missouri, hosted
by Meritor, Inc. and MHC Kenworth, as well as a stop in Harrison, Ohio, hosted by
Searcy Specialized, the City of Harrison, and TCA Chairman Dan Doran. Whistle
stop attendees had the opportunity to sign the trailer banner, learn about the
tree’s original home of Willamette National Forest, participate in holiday-themed
activities, buy U.S. Capitol Christmas Tree merchandise, and more.
The U.S. Capitol Christmas Tree has been a tradition at the U.S. Capitol since
1964.
To view photos from the tree’s journey and tree lighting events, visit truckload.
org/Flickr.
38 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018-19

8
2
9
3
4
5
10
6
7
1. This year’s tree was harvested November 2 in the Willamette National Forest in Oregon. During
the tree cutting ceremony, the 35-year old, 80-foot noble fir weighed 8,300-pounds. This was the
first noble fir to grace the West Lawn grounds.
2. TCA staff and Garner Trucking’s Sherri Garner Brumbaugh pose for a photo on the West Lawn
of the U.S. Capitol after the tree lighting ceremony.
3. “The People’s Tree” stopped at Union Station in Kansas City, Missouri, on November 20. The
whistle stop, hosted by Meritor, MHC Kenworth, and TCA, was held from 3 to 5 p.m. CT.
5. A workman looks on as preparation is made to harvest the tree on November 2.
4. TCA’s Senior Director of Outreach and Engagement Marli Hall and Government Affairs
Manager Kathryn Sanner accepted a wooden plaque as well as a portion of the banner (which
lined the tree) during the Partners Reception at the National Press Club in Washington, D.C.
6. Each whistle stop event offered unique events for attendees. Those who visited the truck, trailer,
and tree in Detroit, Oregon, on November 12 were able to warm themselves near a fire pit.
7. A crew of wildland firefighters and foresters worked to construct the box, which lined the tree,
panel by panel. The 8,300-pound, 35-year-old, 80-foot tree had to be cut to 70 feet for transportation.
8. Santa made a guest appearance all the way from the North Pole to attend the Springfield,
Oregon, event on November 10. He arrived in style via the Central Oregon Truck Company
power unit.
9. Central Oregon Truck Company’s professional truck drivers pose for a photo at a local Pilot
Flying J prior to arriving in Oregon City, Oregon.
10. Pictured from left: Baylor Trucking’s Hannah Gibson; Chris Hall; Truckload Carriers
Association’s Marli Hall; and TCA Chairman and Searcy Specialized’s Dan Doran at Harrison,
Ohio, whistle stop.
11. Christmas carols were sung by those in the Harrison, Ohio, community on Friday, November
23 during the whistle stop event.
12. Oregon Governor Kate Brown, poses with Brigette Harrington, a fourth-grader from Jackson
Elementary School in Hillsboro, Oregon, during the Salem, Oregon, whistle stop in November.
Brigette was chosen as the winner of the 2018 U.S. Capitol Christmas Tree essay contest. Brigette
served as the official lighter of “The People’s Tree” December 6 in Washington, D.C.
13. In honor of the 175th anniversary of the founding of the Oregon Trail and the 50th anniversary
of the National Trails System Act, the 8,300-pound tree followed the path of the Oregon Trail.
14. The 2018 U.S. Capitol Christmas Tree visits the End of the Oregon Trail in Oregon City,
Oregon, on Tuesday, November 13 before “The People’s Tree” made the more than 3,000-mile
journey to Washington, D.C. The trek commemorates the 175th anniversary of the Oregon
Trail by following a reverse path of the trail.
11
12
13
14
TCA 2018-19 www.Truckload.org | TRUCKLOAD AUTHORITY 39

Second Annual
Bridging Border Barriers
The second annual Bridging Border Barriers half-day
conference was hosted November 14 by the Truckload Carriers
Association. The seminar was held at the Lionhead Golf Club
and Conference Centre in Brampton, Ontario, Canada.
The event featured conversations on cross-border
commerce between Canada and the United States and
featured a panel discussion. Trucking industry leaders
discussed current and potential cross-border issues, the
United States/Canada/Mexico Trade Agreement, marijuana
transportation, sleeper birth flexibility, ELDs and more.
The moderator, Challenger Motor Freight’s Geoff Topping,
posed questions to Ontario Trucking Association’s President
and Canadian Trucking Alliance’s Chairman Stephen
Laskowski, Bison Transport’s Trevor Fridfinnson and Kriska
Transportation’s Mark Seymour.
Also addressing attendees were Commercial Vehicle Safety
Alliance’s Director of Roadside Inspections Programs Kerri
Wirachowsky; TCA’s Vice President of Government Affairs
David Heller; and TCA Profitability Program’s retention
coach Ray Haight. TCA President John Lyboldt and KRTS
Transportation Specialists President Kim Richardson also
spoke during the event.
The event was available at no charge to carrier members
regardless of TCA membership, thanks to Freightliner.
To view more photos from the event, visit truckload.org/
Flickr.
1 2
3 4
5
6
7 8
1. A panel discussion was moderated by Challenger Motor
Freight’s Vice President of Human Resources Geoff Topping.
Panelists included: Ontario Trucking Association’s President and
Canadian Trucking Alliance’s Chairman Stephen Laskowski; Bison
Transport’s Chief Operating Officer Trevor Fridfinnson; and Kriska
Transportation’s President Mark Seymour.
2. TPP retention coach Ray Haight shares with attendees best
practices for retaining a skilled workforce.
3. KRTS Transportation Specialists President Kim Richardson
gives opening remarks.
4. A panoramic photo of attendees as Commercial Vehicle Safety
Alliance’s Director of Roadside Inspections Kerri Wirachowsky
speaks.
5. Truckload Carriers Association President John Lyboldt gives
closing remarks. He shared TCA’s value proposition with attendees
and the importance of aligning with an association.
6. During TCA’s annual Bridging Border Barriers event, industry
executives, along with key association leaders, gathered to discuss
current and potential cross-border issues that are facing the industry.
7. Thanks to the sponsorship of Freightliner, trucking executives
were able to attend the event at no charge. TCA Chairman Dan Doran,
(at right), presents Freightliner’s Brad Theissen an appreciation gift.
8. Truckload Carriers Association’s Vice President of Government
Affairs David Heller shared with attendees the latest happenings in
the regulatory and legislative environments and how TCA is poised
to address them.
40 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018-19

A QUICK LOOK AT IMPORTANT TCA NEWS
SMALL
A QUICK LOOK AT
IMPORTANT TCA NEWS
TALK
FreightWaves Partnership
The Truckload Carriers Association and FreightWave
have formed an exclusive partnership whose first initiative
— Truckload Indexes — will be a “unique” microsite that will
track the pulse of the truckload industry, providing the public
with a snapshot of the stories, data, personalities and opportunities
facing the truckload segment.
The agreement links the editorial and data science team
at FreightWaves with the TCA Profitability Program (TPP) 20
Index data and the growing Best Practice Groups.
Users of FreightWaves’ SONAR platform — an intuitive
dashboard tool that offers a unique aggregation of multiple,
highly disparate freight market data points — will now be
able to plot the results from the TPP 20 Index, a subset of
aggregated, anonymous, standardized key performance indicators
(KPIs) from the top 20 performing trucking companies
within TPP. SONAR users will now be able to correlate all current
economic and other disparate data sets with the results
from these exclusive financial and operational performance
indicators, according to John Lyboldt, TCA president.
These data sets will enable carriers of all sizes to benchmark
their internal performance metrics against best-in-class
operators, Lyboldt said, noting that this type of data has
never been available to the public before and represents the
most powerful set of indices in the entire trucking industry.
Members of the TCA Profitability Program will benefit significantly
from the partnership through the creation of the
monthly TPP Member Playbook, he said. This report, only
available to TPP members, will combine near real-time data
from TPP and SONAR with market-specific commentary.
“FreightWaves has changed the transportation game permanently,”
Lyboldt said. “TCA recognized early on that its
efforts to drive change and elevate the technological and
operational sophistication of carriers and partners were very
much in line with TCA’s pursuits. This partnership was an
easy decision for our association. Partnering with Freight-
Waves will elevate member performance by effectively telling
the truckload story, as well as highlighting our growing
advocacy efforts.”
“TCA — and specifically the TCA Profitability Program —
are the curators of one of the most unique data sets in trucking
today,” said FreightWaves CEO and Managing Director
Craig Fuller. “The TPP Index combines credible monthly
general ledger data with standardized operational results
from the top-performing companies in the truckload space.
Instead of waiting for annual survey results to be published
six months later, TPP members and SONAR users are able to
take a near real-time pulse of this massive market segment.
Further, we are excited to utilize our growing data science
team to add value to the TPP data and actionable commentary
from our award-winning editorial team. This is only the
beginning.”
To learn more and subscribe to the Truckload Indexes
weekly newsletter, visit TruckloadIndexes.com.
PTDI Guide to Regulations
The Professional Truck Driver Institute (PTDI) has released
a new publication that addresses entry-level driver training
(ELDT) requirements for commercial motor vehicles.
PTDI’s E-Z Guide to the Entry-Level Driver Regulation is
intended for all organizations that offer this type of training
and must now comply with the new federal rule.
The agreement links the editorial and data science team at
FreightWaves with the TCA Profitability Program 20 Index
data and the growing Best Practice Groups.
The new PTDI guide provides details for all CMV driver
training, including CDL Class A, Class B, passenger, school
bus and hazardous materials endorsements.
TCA 2018-19 www.Truckload.org | TRUCKLOAD AUTHORITY 41

TALK
A QUICK LOOK AT IMPORTANT TCA NEWS
SMALL
A QUICK LOOK AT
IMPORTANT TCA NEWS
TALK
The guide provides details for all CMV driver training, including
CDL Class A, Class B, passenger and school bus,
and hazardous materials endorsements.
For those assessing where to start with the new ELDT
regulation, this publication is a comprehensive primer that
guides that focus and is considered a must for trainers, safety
directors, administration and instructors.
As part of the new regulation, all driver trainees must complete
a prescribed program of instruction provided by an entity
that is listed on the Federal Motor Carrier Safety Administration’s
training provider registry.
Authored by Chris Antonik, M. Ed., CDL-A, current PTDI
Certification Commission chair, the guide brings years of
hands-on expertise from the commercial transportation industry.
Antonik retired as the director of Delaware Technical Community
College’s Truck Driver Training and is currently a driver
with Eagle Transport.
The guide, a first of its kind, continues PTDI’s efforts as
the gold standard for truck driver training quality, safety and
professionalism.
PTDI’s well-known certification program exceeds many
of the ELDT requirements and supports the development of
training program excellence.
For more information about the guidebook and to purchase
a copy, visit ptdi.org.
Partnership with FMCSA
In November, the Truckload Carriers Association became
a partner with the Federal Motor Carrier Safety Administration
on the agency’s Our Roads, Our Safety program.
TCA joined the effort to improve safety on America’s roadways
and to empower road users by providing them with
the tools and knowledge they need to operate safely around
large trucks and buses.
Through the Our Roads, Our Safety program, FMCSA collaborates
with public and private sector entities to educate
passenger vehicle drivers, commercial motor vehicle drivers,
motorcyclists, bicyclists and pedestrians on how to safely
co-exist on the nation’s roads. Partners help spread this
important safety message by using the program’s outreach
materials for dissemination at events, on the web, in communities
and more.
It’s easy for the general public to think all vehicles operate
like cars. But trucks and buses are much more difficult to maneuver,
have massive blind spots, and take far longer to stop.
Awareness of these differences, and some simple adjustments,
can help everyone using the roads to keep as safe as
possible.
Highway Angels
Professional truck drivers Laurie Clifford, Craig Sutherland,
Eddie Loflin and Keith Burgoon have been named Highway
Angels by the Truckload Carriers Association.
On August 22, Clifford and Sutherland, a driver team for
Bison Transport, were traveling westbound on Highway 17 in
Ontario, Canada. Sutherland was leading with Clifford behind
him, and the two were discussing the run ahead. Just then,
they noticed a motorist two cars ahead of them swerve into
oncoming traffic, going approximately 60 miles an hour, hitting
a minivan head-on, debris flying down both sides of the
freeway.
Sutherland began yelling: “Crash in front of me! Crash in
front of me!” and the driver team quickly sprang into action.
Sutherland immediately went to the vehicle that had been
traveling westbound in front of them and opened the passenger
door, but the female motorist was trapped. Sutherland
did his best to keep her calm and alert. The injured driver
told him that she had been reaching for a water bottle on
the floorboard when she realized she was swerving and that
she pulled the steering wheel quickly trying to correct the car
back into her lane, but she pulled too hard, she said, and the
next thing she knew she was in the wrong lane.
Meanwhile, Clifford ran to assist the occupants in the eastbound
vehicle. Three passengers were inside the car, which
had fallen down a steep incline. Despite the treacherous
climb, Clifford managed to help the driver and front passenger
out of the vehicle and to a safe spot. He then went back
to retrieve an elderly woman who was in the back seat. Her
injuries were more serious than the others, but she was able
to sit on the side of the road and talk with Clifford. A passing
motorist rushed to the group of motorists with a comforter
and helped to lay the elderly woman down. At this point there
were two other people holding her up, kneeling behind her.
It took almost an hour for the police and rescue workers to
arrive on the scene, with the ambulance arriving 20 minutes
later. By then, the elderly woman was passing away, with Clifford
by her side. The paramedics attempted CPR, but it was
too late.
LAURIE CLIFFORD
CRAIG SUTHERLAND
42 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018-19

The road to
protecting
your fleet
EDDIE LOFLIN
KEITH BURGOON
“It was really hard on me for quite some time,” Clifford
said. “I go by that same spot every week and can still see
that lady laying there. It was terrible. I’ve been driving for
over 50 years and have seen a lot. You try to do what you
can do, and that just comes naturally. But afterward…that’s
when it hits you, what did I just do?”
Sutherland stayed with the other injured motorist until
emergency response could cut her loose from the car. “That
day it didn’t work out for everyone, but thankfully we were
there to help the others and comfort the woman who passed
so she wasn’t scared or alone,” he said.
Last April, Loflin, a driver for Epes Transport System LLC,
was on his normal route heading to Sanford, North Carolina,
from Lexington, Kentucky. He noticed a motorcycle
ahead, entering the on-ramp, and numerous cars and trucks
around him. As the motorcyclist began to merge to continue
straight on the highway, Loflin lost sight of him. Then he saw
the motorcyclist’s body thrown from the bike and slung to
the ground violently.
“It was chaotic and looked harsh, and I remember thinking
that he must be dead,” Loflin said. “Nobody else was
stopping to help out at the time, and it was a miracle that no
one ran him over.”
Acting swiftly, Loflin positioned his truck behind the motorcycle
so the rider wouldn’t get hit. Loflin grabbed a water
bottle from his truck, jumped out of the cab, and sat down
beside the injured man.
“I asked if he was OK and he said he was not. I told him
my name and that I was calling 911 and getting help,” Loflin
said. “I told the man to be still because he could injure
himself further if he moved too quickly, and luckily he stayed
calm and obeyed.”
At that point, all Loflin could do was keep the man as
comfortable as possible, reassuring him he wasn’t alone
and reminding him that help was on the way. When the
ambulance arrived, the paramedics asked Loflin what had
happened, but all he had seen was the man flung from his
motorcycle.
“What I do know is that if I hadn’t positioned my trailer
there, somebody for sure would have run over him. I kept
him alert and said, ‘Don’t you go to sleep on me now,’” Loflin
said.
Once the paramedics lifted the motorcyclist into the
ambulance, Loflin proceeded on his way. He got a report
later saying the man had a broken arm, a broken ankle,
www.Truckload.org | TRUCKLOAD AUTHORITY 43
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several broken ribs and a collapsed lung.
“I just felt like I was able to do a good thing that day
and help someone out. It could have been much worse if I
didn’t stop, so I’m glad I was there for that man that day,”
Loflin said.
On May 30, Burgoon, a driver for ABF Freight System,
was dispatched from Louisville, Kentucky, to St. Louis
on an ordinary run. But over the next few days, Burgoon
traveled from St. Louis to Kansas City, then to Little Rock,
Arkansas, and on to Memphis, Tennessee. Once he arrived
in Memphis, he advised his dispatcher that he needed to
stay an additional 12 hours in order to travel home.
After finding a hotel for the evening, Burgoon asked
the shuttle driver to drop him at a nearby Longhorn Steakhouse,
as he decided to treat himself to a steak dinner.
Once he was at the restaurant, rather than wait for a table,
he asked a couple at the bar if the seat next to them was
taken.
“Well, it’s only for fun people,” the woman and her husband
chuckled. Burgoon then quickly responded, “Well,
then I should have two seats.”
After ordering his meal, Burgoon and the couple chatted.
“It can get pretty lonely on the road, so it was nice that
evening to have some company for dinner,” he said. Suddenly,
the man he’d been talking with stood up. Burgoon
noticed he was quite a bit larger than him. The man was
frantic, and Burgoon realized immediately the man was
choking.
“I said, ‘Are you OK?’ and the man just shook his head
back and forth to signal no, he was not alright,” Burgoon
said. Without a moment to spare, the driver quickly stood
up and performed the Heimlich maneuver but was not successful.
Burgoon tried again with no luck. At this point the
restaurant manager saw what was happening and called
911.
“I told the man to not use his stomach muscles, because
I knew he had to try and relax for it to work,” Burgoon
said. Then he tried one more time, picking the man up
him off the ground, which dislodged a piece of steak from
the man’s throat. After catching his breath, the man said:
“Wow, I was about to pass out. You just saved my life.”
Elated, the wife stood up as well and yelled: “This man just
saved my husband’s life! We want to buy his dinner!” The
manager came running over and said, “Oh no, WE are buying
his dinner!” He then cancelled the call to 911.
Burgoon and the couple sat and talked for a little while
longer, then shook hands. “I told them I work for ABF
Freight, and that I wasn’t supposed to be here that evening.
But they told me that God needed me there that day,”
he said.
Burgoon is a dive master and is required to know CPR,
the Heimlich maneuver, and other lifesaving techniques for
his certification. “These life skills came in handy for sure
that day,” he said. “I’m not a hero, I just helped a fellow
citizen who needed it, and am glad I happened to be the
one sitting there.”
For their willingness to assist fellow citizens on the
road, TCA has presented Sutherland, Clifford, Loflin and
Burgoon a certificate, patch, lapel pin, and truck decals.
Bison Transport, Epes Transport System LLC and ABF
Freight System also received a certificate acknowledging
their drivers as Highway Angels.
EpicVue sponsors TCA’s Highway Angel program. Since
the program’s inception in August 1997, hundreds of drivers
have been recognized as Highway Angels for the exemplary
kindness, courtesy and courage they have displayed
while on the job.
U.S. Capitol Christmas Tree Lighting
Speaker of the House Paul Ryan was on hand to light the
U.S. Capitol Christmas Tree.
On Thursday, December 6, the 2018 U.S. Capitol Christmas
Tree, also known as “The People’s Tree,” was lit by
Speaker of the House Paul Ryan in Washington, D.C.
For the sixth year, the Truckload Carriers Association
played a key role in the delivery of the tree, as TCA member
company and 2018 Best Fleets to Drive For Small Carrier Category
winner Central Oregon Truck Company transported the
tree more than 3,000 miles.
The 80-foot noble fir was cut and harvested November 2 in
the Willamette National Forest in Oregon.
In late November, TCA member companies Meritor, Inc.
and MHC Kenworth, as well as Searcy Specialized, hosted
whistle stops in their respective cities. During the whistle
stops, thousands of people had the opportunity to sign the
trailer banner, learn about the Willamette National Forest and
participate in holiday-themed activities.
The tree’s trip is summarized in photo form on Pages 38
and 39.
To view all images from the tree lighting event, the dozens
of whistle stops and the tree cutting ceremony, visit truckload.org/Flickr.
TCA, VVMF Partnership
The Truckload Carriers Association is continuing its partnership
with the Vietnam Veterans Memorial Fund (VVMF) for
the fourth year.
In 2015, TCA carrier members began hauling “The Wall
That Heals,” an exhibit that includes a three-quarter scale
replica of the Vietnam Veterans Memorial along with a mobile
education center to communities nationwide.
For this year’s tour, VVMF has selected Hoekstra Transportation
LLC and the community of Bourbonnais, Illinois, as
a sponsored stop. The mobile education unit and the wall will
be available to view 24 hours a day, June 27-30 at Perry Farm.
“We consider it a privilege to be chosen by the Vietnam
Veterans Memorial Fund as the local sponsor to present The
Wall That Heals,” said Steve Hoekstra, Hoekstra Transporta-
44 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018-19

Weigh. Pay.
Get Going.
2019 will mark the fourth consecutive year TCA members
will be transporting “The Wall That Heals.”
tion LLC president. “It is an honor to bring this to Kankakee
County and the surrounding area. We look forward to working
with the community to present this significant memorial and
use this event as a time for healing, honoring and educating.”
To learn more about how to support the effort and transport
the mobile education unit, or to view the full 2019
schedule, visit truckload.org/VVMF.
TCA welcomes Thomas Robb
The Truckload Carriers Association recently welcomed
Tom Robb to its staff as associate director of education.
He joins the TCA team with experience in both higher
education and associations. Tom comes to TCA from
the American Society of Addiction Medicine. He has also
worked at the National Automobile Dealers Association.
He’s also had contract roles for American Institutes for Research
and Jesuit Worldwide Learning, based in Washington,
D.C., as well as adjunct roles for West Hills Community
College and Lassen Community College, both of which are
based in California.
After earning his B.A. in education from Fresno Pacific
University in 2004, he went on to get a master’s degree in
educational technology from Boise State University in 2011.
In addition to his professional experience, Tom enjoys
fishing with his son and spending time at with his daughter
at gymnastics. He has two adult daughters, both of whom
recently completed college, and he volunteers at his children’s
school, where his wife works as the lead special
education teacher.
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Now accepting:
www.Truckload.org | TRUCKLOAD AUTHORITY 45

MARK YOUR
CALENDAR
MARCH 2019
>> March 10-12 — TCA’s 81st Annual Convention, Wynn
Las Vegas Resort, Las Vegas
JUNE 2019
>> June 2-4 — Safety and Security Annual Meeting,
Guesthouse at Graceland, Memphis, Tennessee
JULY 2019
>> July 10-12 — 36th Refrigerated Division Annual
Meeting, Sunriver Resort, Bend, Oregon
MARCH 2020
>> March 1-3 — TCA’s 82nd Annual Convention, Gaylord
Palms Resort and Convention Center, Kissimmee, Florida
MARCH 2021
>> March 7-9 — TCA’s 83rd Annual Convention, Gaylord
Opryland Resort and Convention Center, Nashville,
Tennessee
For more information about these or any other TCA
events, please visit www.truckload.org or contact TCA
at (703) 838-1950.
Visit TCA’s Event Calendar Page
online at Truckload.org and click “Events.”
The Truckload Carriers Association
welcomes companies that
joined our association in
October and November.
October 2018
ICD Freight
Kelsy Leasing
Frost Brown Todd
November 2018
REK Express
Cargo Express Freight
Benton & Parker Insurance
Services
JAT of Fort Wayne
Meyers Bros. Trucking
Searcy Specialized
Sharp Transportation, Inc.
Medallion Transport &
Logistics
46 TRUCKLOAD AUTHORITY | www.Truckload.org TCA 2018-19

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