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VOL. 34, NO. 24 | DECEMBER 15-31, 2021 | WWW.THETRUCKER.COM 

iStock Photo 

Must truckers 

follow vaccine 

mandates? 

The COVID-19 vaccine mandate 

handed down earlier this year by 

President Joe Biden is currently 

mired in legal fights across the 

nation. How will the results impact 

the trucking industry? 

PAGE 3 

Capitol Christmas Tree...........4 

The Trucker Trainer................6 

Ask the Attorney....................8 

Rhythm of the Road...............9 

Courtesy: Angelique Temple 

At the Truck Stop 

Truck driver and company owner 

Angelique Temple overcame obstacles 

and followed a childhood 

dream to a career on the road. 

PAGE 10 

Looking up...........................13 

Fleet Focus...........................14 

Fueling the future................17 

Autonomous freight.............18 

Courtesy: Forward Air 

Moving forward 

Military veterans Karl Blissenbach 

and Richard Rhine share their stories 

of transitioning to careers in 

trucking. 

PAGE 19 

WASHINGTON — The nation’s unemployment rate 

plunged in November, down to 4.2% from October’s 4.6%, 

close to what economists consider full employment. 

In addition, the U.S. Department of Labor revised 

up its estimate of the hiring gains for September and 

October by a combined 82,000 jobs. 

Employment at warehouses and transportation 

companies has been booming; it rose by nearly 50,000 

jobs last month. That job growth reflects a shift away 

from traditional retail establishments and toward 

e-commerce — a shift that the COVID-19 pandemic has 

accelerated. 

Warehouse and transportation jobs are already 4% 

above their pre-pandemic level of February 2020. By 

contrast, retail employment fell by more than 20,000 last 

month and is still down 1% from before the pandemic. 

As previously reported in The Trucker, over the 

past 16 months, more than 113,000 for-hire trucking 

operations have received federal motor carrier operating 

authority. Of those, more than 100,000 still held authority 

as of Nov. 1 and represent about 195,000 drivers. 

Meanwhile, warehouses and trucking companies 

have been scrambling to meet customer demand. 

That trend is a consequence of homebound 

consumers, their bank accounts swollen by the 

government’s pandemic relief checks, putting in orders, 

often online, for lawn furniture, electronics and other 

goods. 

For months, America’s job market has been steadily 

recovering from last year’s brief but intense pandemic 

recession. In March and April 2020, employers slashed 

22 million jobs — a record loss, by far — as governments 

ordered lockdowns and consumers hunkered down at 

home to avoid infection. 

Since then, employers have added back nearly 

18.5 million jobs. Huge government spending and the 

widespread rollout of vaccines have nurtured economic 

activity back toward pre-pandemic norms. 

Still, the U.S. remains 3.9 million jobs short of where 

things stood in February 2020. And there are fears 

that the omicron variant will squeeze the economy by 

discouraging consumers from shopping and eating out 

and by forcing factories and ports to temporarily close, 

thereby worsening the bottlenecks in the production 

and shipment of goods. 

Here are some takeaways from the November jobs 

report. 

UNEMPLOYMENT FELL, 

AND FOR THE RIGHT REASONS 

The drop in the unemployment rate was especially 

heartening. 

The jobless rate can sometimes fall for the wrong 

reason — because people become so discouraged that 

they stop looking for work and are no longer classified 

as unemployed. (The government doesn’t count people 

as unemployed if they’re not looking for a job.) 

Driving employment 

US SEEING SURGE IN TRANSPORTATION SECTOR JOBS, ECONOMISTS SAY 

THE ASSOCIATED PRESS 

iStock Photo 

America’s employers slowed their hiring pace in November, adding a still-solid 210,000 jobs, the fewest in nearly a 

year. A Friday, Dec. 3, report from the U.S. Department of Labor also showed the unemployment rate fell sharply to 4.2% 

from 4.6%. 

But the opposite happened last month: Many 

people began looking for a job and were hired. 

“The spigots opened, and hordes of people flocked 

back into the labor force,” said Stephen Stanley, chief 

economist at Amherst Pierpont Securities. 

The labor force — the number of Americans who 

either have a job or are looking for one — shot up by 

594,000 in November, the sharpest increase since 

October 2020. The number of people who said they 

were employed jumped by more than 1.1 million. And 

the ranks of the unemployed dropped by 542,000. 

Overall, the percentage of Americans either 

working or looking for work — the so-called labor 

force participation rate — rose to 61.8%, the highest 

proportion since March 2020. 

TWO SURVEYS, TWO STORIES 

How could last month’s job gain have been so 

disappointing when the unemployment picture 

brightened so much? 

Stanley at Amherst Pierpont calls last month’s jobs 

report “one of the most confounding that I have ever 

seen.” The discrepancy between weak job creation and 

improving unemployment reflects how the government 

compiles the monthly jobs report. 

The Labor Department conducts two separate 

surveys. One survey determines how many jobs 

employers added, based on their payrolls. The other 

survey, of households, determines the unemployment 

rate. The two surveys can sometimes tell different 

stories for the same month, though the discrepancies 

usually narrow over time. 

For the payroll survey, the government asks mostly 

large companies and government agencies how many 

people they employed that month. 

But to determine unemployment, it calls 

households and asks whether the adults living there are 

working. Those who don’t have a job but are looking for 

one count as unemployed. 

Unlike the payroll survey, the household survey 

counts farm workers, the self-employed and people 

who work for new companies. It also does a better job 

of capturing employment at small businesses. 

But the household survey is likely less precise. The 

Labor Department surveys just 60,000 households. 

That’s far fewer than the 145,000 private and government 

employers it surveys for the payroll report. 

Stanley said he suspects that last month’s payroll 

gain was tepid mainly because employers can’t find 

enough workers to fill their job openings, which were at 

a near-record 10.4 million in September. 

HIRING SLOWED 

AT HOTELS AND RESTAURANTS 

Leisure and hospitality companies, hit hard when 

the pandemic struck last year, have been on a hiring 

spree for much of this year, having added 242,000 jobs 

a month through October. But last month, their hiring 

increase slowed sharply to just 23,000. That was the 

fewest since January, contributing to the job market’s 

overall sluggish gain. 

Hotels added fewer than 7,000 jobs, the weakest 

increase since January. Restaurants and bars, which had 

been adding more than 154,000 jobs a month this year 

through October, tacked on just 11,000 in November. 

Andrew Hunter, senior U.S. economist at Capital 

Economics, said he suspects that the hiring deceleration 

in November is tied in part to “the nascent winter wave 

of virus infections.” 

The Trucker News Staff contributed to this report. 8

2 • DECEMBER 15-31, 2021 NATION 

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DECEMBER 15-31, 2021 • 3 

iStock Photo 

Judges responding to lawsuits brought by Republican-led states, businesses and other opponents have blocked 

some of Biden’s most sweeping initiatives intended to drive up vaccination rates. Numerous other legal challenges 

are pending. 

Must truckers, other US workers 

follow Biden’s vaccine mandates? 

WASHINGTON — The COVID-19 

vaccine mandate handed down earlier this 

year by President Joe Biden is currently 

mired in legal fights across the nation. 

And the nation’s largest city, New York, 

is adding more to the fray with a recent 

announcement that employers there will 

be required to have vaccinated workers. 

The vaccine mandate for private 

businesses — including trucking companies 

— is scheduled to take effect Dec. 27 in 

the Big Apple and is aimed at preventing 

a spike in COVID-19 infections during the 

holiday season and the colder months, 

according to New York’s Democratic Mayor 

Bill de Blasio. 

The mayor said he expects legal 

challenges. 

Meanwhile, millions of health care 

workers across the U.S. were supposed to 

have their first dose of a COVID vaccine by 

Dec. 6 under a mandate issued by President 

Joe Biden’s administration. 

Thanks to legal challenges, they won’t 

have to worry about it … at least for now. 

Same goes for a Jan. 4 deadline set by the 

administration for businesses with at least 

100 employees to ensure their workers are 

vaccinated or tested weekly for the virus. 

Judges responding to lawsuits brought 

by Republican-led states, businesses and 

other opponents have blocked some of 

Biden’s most sweeping initiatives intended 

to drive up vaccination rates. 

Numerous other legal challenges are 

pending. 

In early November, the American 

Trucking Associations (ATA), along with 

the Louisiana Motor Truck Association, 

the Mississippi Trucking Association and 

the Texas Trucking Association, sued the 

Biden administration over the mandate. 

“We told the administration that this 

mandate, given the nature of our industry 


and makeup of our workforce, could have 

devastating impacts on the supply chain and 

the economy and they have, unfortunately, 

chosen to move forward despite those 

warnings,” said ATA President Chris Spear. 

“So we are now, regrettably, forced to seek 

to have this mandate overturned in court.” 

In a statement last month, U.S. Labor 

Secretary Marty Walsh said truckers should 

be exempt from the mandate. 

“If you’re a truck driver and you’re 

outside, you’re in a cab driving by yourself, 

this doesn’t impact you. If you’re a worker 

outside working in the area, this doesn’t 

impact you,” Walsh told Philadelphia 

television station WPVI. 

Whether Walsh’s statement means 

truckers are exempt remains unclear. 

More than four-fifths of adults 

nationwide already have received at least 

one dose of a COVID vaccine. But Biden 

contends his various workforce vaccine 

mandates are an important step in 

curtailing the virus, which has killed more 

than 780,000 people in the U.S. 

Opponents have taken a threetiered 

approach to challenging Biden’s 

requirements. In lawsuits, they contend 

the vaccine mandates were imposed 

without proper public comment, were 

not authorized by Congress and infringe 

on states’ rights to regulate public health 

matters. 

“The reasoning across the cases is 

basically the same, which is that these 

statutes don’t give the president or the 

agency in question the authority to issue 

the mandates,” said Gregory Magarian, a 

constitutional law professor at Washington 

University in St. Louis. 

The Biden administration contends 

its rule-making authority is firm and 

SEE MANDATE ON PAGE 5 

From the presents wrapped under the 

tree to the food on our tables, we owe 

a debt of gratitude to truck drivers who 

sacrifice so much to keep America rolling. 

With the arrival of another Christmas 

season, the team at Mercer would like to 

say a special thanks to all truck drivers. 

From our family to yours, Merry Christmas 

and Happy New Year.

4 • DECEMBER 15-31, 2021 

NATION 


Merry Christmas from DC 

TRUCKING INDUSTRY PLAYS PIVOTAL ROLE IN 

SHARING HOLIDAY CHEER ACROSS THE NATION 

THE TRUCKER NEWS STAFF 

WASHINGTON — After a cross-country haul by a Kenworth T680 Next Gen from System Transport, the 

U.S. Capitol Christmas Tree was lit on Dec. 1. The 84-foot white fir hails from the Six Rivers National Forest 

in California. System used six different drivers throughout the 4,000-mile journey. During its trek from 

the West Coast to Washington, D.C., the tree made 17 community tour stops. Here are a few highlights of 

the tree’s journey. 

7 8 

6 

1 

2 

USPS 972 

VOLUME 34, NUMBER 24 

DECEMBER 15-31, 2021 

The Trucker is a semi-monthly, national newspaper for the 

trucking industry, published by The Trucker Media Group at 

1123 S. University, Suite 325 

Little Rock, AR 72204-1610 

EDITORIAL 

Managing Editor 

Linda Garner-Bunch 

Staff Writer & 

Social Media Coordinator 

John Worthen 

Production Coordinator 

Christie McCluer 

Graphic Artists 

Leanne Hunter 

Kelly Young 

Special Correspondents 

Cliff Abbott 

Sarah DeClerk 

Lyndon Finney 

Dwain Hebda 

Gina Hoffman 

Kris Rutherford 

ADVERTISING & LEADERSHIP 

Chief Executive Officer 

Bobby Ralston 

General Manager 

Megan Hicks 

Director of Technology 

Jose Ortiz 

For editorial inquiries, 

contact Linda Garner-Bunch at 

editor@thetruckermedia.com. 

For advertising opportunities, 

please contact Meg Larcinese at 

megl@thetruckermedia.com. 

5 

4 

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Telephone: (501) 666-0500 

E-mail: info@thetruckermedia.com 

Web: www.thetrucker.com 

Single-copy mail subscription available at 

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POSTMASTER/SUBSCRIBERS: 

Mail subscription requests and 

address changes to: 

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Photos by James Edward Mills and Paul Feenstra. 

1. This year’s Capitol Christmas Tree, an 84-foot-tall white fir, was selected and harvested from California’s Six Rivers National Forest on Oct. 24, 2021. 2. After cutting, the tree 

was loaded onto a 100-foot trailer hauled by a new Kenworth T680 Next Gen. The truck was piloted across the country by a team of six drivers from Cheney, Washington-based 

System Transport. 3. A family takes a selfie during an Oct. 29 tour stop in Eureka, California. 4. On Nov. 3, the “People’s Christmas Tree” made a stop at California’s state capitol 

building in Sacramento. 5. An Arkansas family, clad in Arkansas Razorback team gear, stops for a photo op during the tree’s Nov. 13 stop in Fayetteville, Arkansas. 6. Bystanders 

watch as the massive tree is erected on the West Lawn of the U.S. Capitol Building on Nov. 19. 7. A number of celebrities, including Santa and Mrs. Claus, made appearances 

during the tree’s four-week tour. 8. On Dec. 1, the 2021 U.S. Capitol Christmas Tree was officially illuminated, kicking off the holiday season in Washington, D.C. 

Publishers Rights: All advertising, including artwork 

and photographs, becomes the property of the publisher 

once published and may be reproduced in any 

media only by publisher. Publisher reserves the right 

to refuse or edit any ad without notice and does not 

screen or endorse advertisers. Publisher is not liable 

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to publish all or any part of any ad or any errors 

in ads. Adjustments are limited to the cost of space 

for the ad, or at Publisher’s option, republication for 

one insertion with notice received within three days 

of first publication. Copyright 2021 of Wilshire Classifieds, 

LLC. Subject also to Ad and Privacy Policy at 

www.recycler.com.


DECEMBER 15-31, 2021 • 5 

MANDATE cont. from Page 3 

supersedes any state policies prohibiting 

vaccine requirements. Recent experience 

shows that such mandates generally 

prompt people to get vaccinated. By the 

time a Biden requirement for federal 

workers to be vaccinated took effect last 

month, 92% had received at least their first 

dose of the shot. 

Following is a rundown of some of Biden’s 

most sweeping vaccine requirements and 

the status of the legal fights over them. 

NATIONWIDE VACCINE MANDATE 

• What it would do: 

Under a rule published by the 

U.S. Occupational Safety and Health 

Administration Nov. 5, businesses with 100 

or more workers are to require employees 

to be vaccinated. If they are not, they 

would need to be tested weekly and wear 

masks while working, with exceptions for 

those who work alone or mostly outdoors. 

The rule was to go into effect Jan. 4. The 

requirement would affect businesses with 

a cumulative 84 million employees, and 

OSHA projected it could save 6,500 lives 

and prevent 250,000 hospitalizations over 

six months. 

• Who’s challenging it: 

The requirement is being challenged 

by 27 Republican-led state governments 

plus conservative and business groups and 

some individual businesses. The states 

mostly filed lawsuits in groups, though 

Indiana challenged it alone. Arguments 

include that it’s the job of states, not the 

federal government, to deal with public 

health measures. 

The Biden administration maintains the 

measure is legal. Some labor unions also 

contested the rule, though not for the same 

reasons as the Republicans and business 

group. They say it doesn’t go far enough to 

protect workers 

• Where it stands as of this writing: 

The rule is on hold. A day after states 

challenged the rule, a panel of three judges 

in the New Orleans-based Fifth U.S. Circuit 

Court of Appeals blocked it. At first, it 

was a temporary suspension, then a more 

permanent one. The legal challenges 

originally were filed in various U.S. appeals 

courts. The cases subsequently were 

consolidated into a court that was selected 

at random, the Cincinnati-based 6th U.S. 

Circuit Court of Appeals. 

• What’s next: 

The Biden administration is asking 

the Sixth Circuit to set aside the order 

from the 5th Circuit and allow the vaccine 

requirement. In the meantime, OSHA has 

suspended implementation of the rule. 

Groups that are suing want the questions 

decided by all the judges on the Sixth 

Circuit rather than a panel of just some of 

them. 

HEALTH WORKER MANDATE 

• What it would do: 

Under a rule published by the Centers 

for Medicare & Medicaid Nov. 5, a wide 

range of health care providers that receive 

federal Medicare or Medicaid funding were 

to require workers to receive the first dose 

of a COVID vaccine by Dec. 6 and be fully 

vaccinated by Jan. 4. The rule would affect 

more than 17 million workers in about 

76,000 health care facilities and home 

health care providers. 


The rule was challenged in four 

separate lawsuits filed by Republican-led 

states, mostly in groups. Florida and Texas 

mounted their own challenges. The states 

argued that there were no grounds for an 

emergency rule, that CMS had no clear legal 

authority to issue the mandate and that the 

rule infringes on states’ responsibilities. 


The rule is on hold. A Missouribased 

federal judge issued a preliminary 

injunction Dec. 6 barring its enforcement in 

10 states that had originally sued. The next 

day, a Louisiana-based federal judge also 

issued a preliminary injunction barring 

enforcement in the rest of the states. 


Both court rulings are being appealed 

by the Biden administration. The case filed 

in Missouri is being considered by the St. 

Louis-based Eighth U.S. Circuit Court of 

Appeals. The case filed in Louisiana, which 

was brought by a coalition of 14 states, is 

being considered by the Fifth Circuit. So 

far, there’s been no move to consolidate the 

challenges in a single court. 

FEDERAL CONTRACTOR MANDATE 

• What would it do: 

Under an executive order issued by Biden 

Sept. 9, contractors and subcontractors 

for the federal government are required to 

comply with workplace safety guidelines 

developed by a federal task force. 

That task force on Sept. 24 issued 

guidelines requiring that new, renewed 

or extended contracts include a clause 

requiring employees to be fully vaccinated 

by Dec. 8. That deadline for full vaccination 

subsequently was delayed until Jan. 18. 

There are limited exceptions for medical or 

religions reasons. The requirements could 

apply to millions of employees. 


The guidelines have been challenged 

through more than a dozen lawsuits, 

including seven brought by Republicanled 

states or coalitions of states. The 

arguments are similar to those against other 

vaccine mandates, asserting the Biden 

administration exceeded the procurement 

rule-making powers granted by Congress, 

infringed on states’ responsibilities and 

didn’t properly gather public comment. 


A federal judge in Kentucky issued 

a preliminary injunction Dec. 7 barring 

enforcement of the vaccine requirement for 

contractors in three states that collectively 

sued — Kentucky, Ohio and Tennessee. 

Judges in Mississippi and Washington state 

have declined to block the requirements; 

the question is pending before other courts. 


Legal challenges pending in several 

other states could lead to additional 

court rulings this month on requests for 

injunctions. The Kentucky ruling also 

could be appealed. Barring a nationwide 

court order, there could be a patchwork of 

requirements for contractors depending 

on the states where they work. 

A quick consolidation of the federal 

contractor lawsuits appears unlikely. 

The Trucker News Staff contributed to 

this report. 8 

AP Photo/John Locher 

Registered nurse Sofia Mercado, right, administers a COVID-19 vaccine at a vaccination event for workers at an 

Amazon Fulfillment Center in North Las Vegas, Nevada, on March 31, 2021. 

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6 • DECEMBER 15-31, 2021 NATION 


Fitness guru offers strategies to help drivers lose weight, stay healthy on the road 

THE TRUCKER 

TRAINER 

BOB PERRY 

We all recognize the growing challenges 

the transportation industry is facing with 

the driver shortage. To top it all off, large 

numbers of drivers are disqualified yearly 

because they fail the DOT certification 

exam, and over 50% of drivers in the industry 

are operating on short-term cards. 

Managing your personal health can be a 

very difficult task in itself. Then, when you 

introduce the ruggedness of the professional 

truck driver’s lifestyle — extended time 

on the road, no convenient access to health 

or medical care, high levels of stress, a lack 

of healthy food choices, and few or no exercise 

solutions — it’s amazing we have been 

able to maintain the number of drivers we 

have today. 

If you look at the health issues drivers 

face, you’ll notice the majority of 

problems stem from weight gain, which 

leads to obesity. From there, the health 

conditions escalate, with problems 

such as hypertension, high cholesterol, 

high blood sugar and heart disease 

thus contributing to the driver shortage. 

I believe it’s important to better serve 

truck drivers, men and women alike, where 

they work and live — on the road. 

Here are a few ways to stay healthy on 

the road and reduce your risk of developing 

a debilitating condition. 

Lose and maintain weight. 

Being overweight can cause an increase 

in blood pressure. If you are overweight, 

losing just 10 pounds can make a difference. 

Weight loss can enhance the blood 

pressure-lowering effects of medications 

and decrease blood cholesterol, triglyceride 

and blood sugar levels. 

Limit alcohol. 

Excessive alcohol intake can raise blood 

pressure, contribute to weight gain and 

make controlling high blood pressure more 

difficult. If you have high blood pressure, it’s 

best to avoid alcohol — or, at the very least, 

do not exceed a daily intake of two drinks 

if you are a man and one drink if you are 

a woman. (A drink is defined as 12 ounces 

of beer, 5 ounces of wine or 1.5 ounces of 

80-proof liquor). 

Exercise regularly. 

Regular physical activity, such as walking 

at a mild to moderate pace for at least 30 

minutes most days per week, may be beneficial 

for the prevention and treatment of 

high blood pressure. An increase in physical 

activity can also help reduce weight and 

stress. 

iStock Photos 

Simple steps, such as taking a 30-minute walk each day, can help drivers maintain a healthy weight, lower blood pressure 

and reduce the risk of developing a debilitating condition. 

Eat healthy. 

When selecting healthy foods to help 

prevent and control high blood pressure, 

consider the following: 

• Limit sodium: Reduce your sodium intake 

to 2,400 mg per day. Too much dietary 

sodium can elevate blood pressure. 

• Quit smoking: Smoking can raise 

blood pressure in the short term and is a 

major risk factor for cardiovascular disease. 

That’s why tobacco users need to work towards 

quitting. 

• Ask your doctor about medications: 

Because everyone responds differently, 

making lifestyle changes may not be enough 

to control your blood pressure — you may 

also need medication to help. 

Known as The Trucker Trainer, Bob Perry 

has played a critical role in the paradigm shift 

of regulatory agencies, private and public sector 

entities, and consumers to understand the 

driver health challenge. Perry can be reached 

at truckertrainer@icloud.com. 8 

Aim your camera 

Find the best 

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as well news, videos and job 

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at the code to 

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MakingPersonal4hlfTCKR 9/14/21 10:51 AM Page 1 


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8 • DECEMBER 15-31, 2021 

FROM THE EDITOR: 

Another year 

in the books 

BETWEEN 

THE LINES 

LINDA GARNER-BUNCH 

editor@thetruckermedia.com 

Well, friends and neighbors, it’s that time 

again! We’re rapidly approaching the end of 

the year, and 2022 is shining on the horizon. 

As we put together this edition of The 

Trucker, I found myself wondering how the 

headlines had changed during the past 12 

months ... so naturally, I started digging on 

our website, www.TheTrucker.com. 

On Dec. 15, 2020, the lead story on our 

website was “COVID-19 vaccine shipments 

begin in historic U.S. effort,” describing the 

initial roll-out of the Pfizer vaccine. 

Now, 12 months later, COVID-19 vaccines 

are still making headlines — but these headlines 

are not so optimistic. 

On Page 4 of this edition of The Trucker, 

the headline reads, “Must truckers, other U.S. 

workers follow Biden’s vaccine mandates?” 

The good news is that there are now three 

vaccine options (Pfizer-BioNTech, Moderna 

and Janssen/J&J), and the Pfizer vaccine has 

been fully approved by the Food and Drug Administration. 

The bad news is that the vaccines have 

now sparked a debate about personal rights 

and whether the federal government has the 

authority to make the COVID-19 vaccines 

mandatory — and, if so, whether commercial 

truckers should be included in the mandate. 

I’m not going to offer my opinion on the 

matter for two reasons: 1) You probably don’t 

care; and 2) I believe this is something readers 

should decide for themselves. Read the story 

for more information and then make up your 

own mind. 

On a happier note, the holiday season is in 

full swing, whether you choose to celebrate 

Hanukkah, Christmas, Kwanzaa, the winter 

solstice or simply the arrival of colder 

weather. 

My family and I celebrate Christmas, and 

our home currently looks like Santa’s workshop 

and the Nativity exploded, raining down 

brilliant stars and colorful baubles everywhere. 

My treasured Nativity set, given to me 

many years ago by my mother, peacefully rests 

amid whimsical snowmen and a collection of 

Santa figurines. 

About half of the family’s Christmas gifts 

have been wrapped, tagged and tucked beneath 

the tree. The rest are either in line for 

wrapping or en route (because I’m a terrible 

procrastinator and I ordered them at the last 

minute). 

As always, I’m thankful for the hard work 

of the nation’s truck drivers. Even with the 

supply chain issues, freight is moving and lastminute 

Christmas wishes are being delivered. 

From my house to yours, have a very merry 

Christmas and a happy New Year. 8 

ASK THE 

ATTORNEY 

BRAD KLEPPER 

I know that some of you may find this hard 

to believe, but I am not a political junkie. I truly 

am not. In all honesty, I would rather get poked 

in the eye with a sharp stick than be drug into a 

political argument. For the record, I am neither 

far right nor far left. I am something of a Goldilocks 

in that I like my politics somewhere in the 

middle. I mean who doesn’t like porridge that is 

“just right”? 

With that said, I try to never take a political 

stand in any of the articles that I write. Heaven 

forbid somebody should actually look to me (or 

anyone other than themselves) for direction on 

what position to take on a political matter. Instead, 

research the matter yourself and develop 

your own belief. Someone much wiser than me 

once said that an unexamined belief is not a belief 

worth having. I agree. 

Now that we’ve established that I’m not a 

political junkie let’s talk about what I am. Quite 

simply, I’m a legal junkie. By that, I mean I like 

the law and the legal questions that are often 

presented. 

To be honest the squabbling between Congress, 

the present administration and the past 

administration presents plenty of legal questions 

to fuel my habit. 

In fact, one of the most recent questions to 

arise addresses executive privilege. Specifically, 

can a former president exert executive privilege 

to block the release of documents to the House 

committee investigating the events of Jan. 6, 

2021? 

Now that may seem like a benign question, 

PERSPECTIVE 

Can a former president invoke the right of 

executive privilege to withhold evidence? 

but trust me it is not. There is lots of history and 

things to discuss packed into that question. So, 

let’s get started. 

Unless you’ve been living under a rock, you 

know former President Donald Trump claimed 

executive privilege to block a request for presidential 

documents held by the National Archives 

and Records Administration. Of course, 

this is now working its way through the courts. 

The first stop was at the U.S. District Court 

in D.C., where Judge Tanya Chutkan found that 

Trump is “unlikely to succeed on the merits of 

his claims.” This opened the door for the release 

of the documents. 

However, the matter was appealed and two 

days later a three-judge panel for the U.S. Court 

of Appeals for the D.C. Circuit and the court issued 

a temporary stay (think of it like a “hold”) 

on Chutkan’s order. Oral argument was heard 

Nov. 30. However, as of this writing, we have not 

yet heard the court’s decision. 

Now, before we go much further, let’s take a 

look at executive privilege. 

The modern doctrine of executive privileges 

dates back to a 1974 U.S. Supreme Court decision 

that forced then-President Richard Nixon 

to turn over the tapes related to a little something 

called Watergate. (I’ll bet some of you remember 

that!) In that decision, the court said 

that “absent a claim of need to protect military, 

diplomatic or sensitive national security secrets, 

we find it difficult to accept the … [absolute] 

confidentially of presidential communications.” 

Nixon complied and then resigned a few 

weeks later. But later, as a former president, he 

claimed that historical practice, as well as an 

attorney general opinion, said all official documents 

from his time in the White House were 

his personal property and announced his plan 

to destroy those documents. 

Needless to say, this did not sit well with 

Congress, which then enacted the Presidential 

Recordings and Material Preservation Act of 


1974, placing Nixon’s presidential records in federal 

custody to prevent their destruction. Nixon 

did not like that at all, and challenged the act 

on the ground that it violated the separation of 

powers. 

Three years later the U.S. Supreme Court upheld 

the act in a 7-2 decision and found that no 

such violation existed. The decision also noted 

that the act was signed by President Gerald Ford 

(who served as Nixon’s vice president). 

However, the opinion DID say that executive 

privilege “survives the individual president’s 

tenure” and that “a former president may also 

be heard to assert” these claims. However, the 

court placed several caveats on this privilege, 

and noted that executive privilege does not apply 

when there is a compelling reason for the 

information, such as in a criminal investigation. 

The following year, Congress tightened control 

of a former president’s papers through the 

Presidential Records Act of 1978 (PRA). Under 

the PRA, ownership of the official records of the 

president were transferred to the federal government. 

The PRA also established statutory 

rules for the management of these documents. 

Of course, sitting presidents can issue 

regulations under executive orders to assist with 

the implementation of the law. In fact, President 

George Bush issued an executive order giving 

a former president the ability to assert such 

privilege without the consent of the sitting 

president. However, an executive order by 

President Barack Obama shifted the decision on 

executive privilege back to the sitting president. 

As president, Trump could have issued his own 

order to reverse Obama’s regulations, but he 

chose not to do so — a decision I am sure he 

regrets. 

So, at the end of the day, the courts 

are going to have the final say on whether 

Trump can assert executive privilege in this 

SEE ATTORNEY ON PAGE 12

THETRUCKER.COM PERSPECTIVE 

DECEMBER 15-31, 2021 • 9 

Music for the long haul: Take 

along a little George Strait 

for those holidays on the road 

RHYTHM OF 

THE ROAD 

KRIS RUTHERFORD 

krisr@thetruckermedia.com 

This Christmas Eve, whether you’re bedding 

down in your sleeper, dropping in on relatives, 

headed home or traveling on another 

long haul … well, there’s not much anywhere 

better to be than Texas. Chances are, you’ll 

find the weather to your liking, but the traffic 

jams around Dallas, Houston and San Antonio 

may drive you down a different highway altogether. 

Traffic aside, you never know what Christmas 

in Texas (particularly South Texas) is going 

to offer. Heck, a few years back a few inches 

of snow fell on the beaches of Galveston on 

Christmas Day! But for the most part, when 

Santa makes his way to the Lone Star State, 

you’re more likely find him pulling a trailer 

than driving a sleigh. 

And when he does visit Texas, Santa may 

well be playing a Christmas tune by none 

other than the King of Country Music, George 

Strait, on his radio. 

In 1986, George Strait was just five years 

into a Hall of Fame career when he recorded 

his first Christmas album, “Merry Christmas 

Strait to You.” The album’s title followed a 

pattern in Strait’s earliest recordings, including 

his debut album, “Strait Country,” and his 

follow-up, “Strait from the Heart.” 

While the Christmas album didn’t exactly 

offer any classic songs that would become 

mainstays of country radio during the Christmas 

seasons to come, Strait did record a couple 

of regional Christmas hits that still receive 

airplay in his home state and surrounding areas. 

“When it’s Christmas Time in Texas” is 

one of the singer’s most memorable holiday 

songs, and it provided Strait an opportunity 

to introduce his fan base to a different kind of 

Christmas than most envision when dreams of 

sugarplums dance in their heads. 

Strait starts out “When it’s Christmas Time 

in Texas” by letting the listener know he’s telling 

a personal story; in fact, he points out, “It’s 

a very special time for me.” Rather than singing 

a Christmas carol like “Old Christmas Tree,” 

Strait points out that in Texas, people swing 

around the Christmas tree while “dancin’ to a 

Christmas melody.” And even though Christmas 

may look like a summer day to the rest 

of the country, just because there’s no snow 

in San Antonio doesn’t take away that special 

feeling reserved for this time of year. 

So, what does Santa do when he crosses 

the Texas border on Christmas Eve (other than 

possibly trade in his reindeer for a Peterbilt)? 

Well, when he arrives in Texas, those Christmas 

carols take on a different sound. Twin fiddles 

provide a melody, along with a good dose 

of steel guitar and everything else needed for a 

“western swing” hit. 

But don’t get Strait wrong. He admits that 

he loves to hear carolers sing and watch the 

people on the go — traveling or shopping — 

while the kids’ faces are aglow in anticipation 

of the big day. Throw in an amusing moment 

when Grandpa chases Grandma, trying to get 

her under the mistletoe, and in Strait’s words, 

“Everything is right; the lone star’s shining 

bright.” 

Before he ends “When it’s Christmas Time 

in Texas,” George Strait even throws in a round 

of “Frosty the Snowman,” in particular the lines 

most appropriate in Texas — Frosty knew the 

“sun was hot that day, so he said, ‘Let’s run and 

have some fun before I melt away.’” 

In closing, not only does Strait offer listeners 

a Merry Christmas, but he also makes sure 

to speak on behalf of all Texans. 

If “When it’s Christmas Time in Texas” 

doesn’t get your toe tapping, you don’t have to 

look far to find another George Strait song to 

get you in the mood for the holiday. The title 

track of the album, “Merry Christmas Strait 

to You,” is performed in Strait’s favorite style 

— western swing, and he offers plenty of references 

to his first five years of hits to take you 

back to the days when he arguably produced 

his finest music. 

Snippets of the lyrics to “Merry Christmas 

Strait to You” and the references to hit songs 

include (just to name a few): 

• I hope it cheers you up when you are 

down and feeling blue (“Am I Blue?”); 

• Right or wrong, I’ll sing my song … 

(“Right or Wrong”); 

• Without a doubt, the fire’s not out … (“The 

Fireman”); and 

• You’ve been so kind; you’ve crossed my 

mind, and nothing less will do … (“Does Fort 

Worth Ever Cross Your Mind?”). 

For good measure, the then-still-young 

Strait takes a line to do some marketing and 

offers an invitation to the millions of fans 

who had yet to jump aboard his tour bus in 

1986. “Here comes a Merry Christmas, and to 

all who might have missed us, a very Merry 

Christmas Strait to You.” 

While most any country singer with even 

a bit of staying power eventually records a 

Christmas album, Strait stands a cut above 

most. Then again, what would you expect 

from a singer whose commercial career is entering 

its fifth decade? Of Strait’s 52 albums, 

seven are devoted to Christmas music. 

If you’re cipherin’, that’s over 13% of one 

singer’s albums focusing on the holiday. Even 

for the man who has had more No. 1 hits than 

any performer in any genre (yes, more than Elvis 

or The Beatles), Strait’s focus on Christmas 

music shows a holiday spirit few others have 

exceeded. 

So, until next time, wherever your traveling, 

I hope you find the roads as clear that 

those around San Antone. If not, pull up some 

George Strait Christmas music. That western 

swing will generate enough heat to thaw even 

the coldest highway. 8 

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DWAIN HEBDA | SPECIAL CORRESPONDENT 

If Angelique Temple had decided to throw in the towel on trucking years ago, it 

would’ve been understandable. After all, the first time the Queens, New York, native 

mentioned wanting to be a driver, her father immediately put his foot down. 

“I was 12 and my dad was a supervisor for the New York Times,” Temple said. “I 

was riding with him, and he was showing me some other things and I said, ‘Look at 

that. That’s what I want to do,’ It was a tanker. 

“He was like, ‘Oh, no, no, no. No daughter of mine’s going to drive a truck.’ Because 

back then, the stories were horrid about the truck drivers. It wasn’t a good thing,” she 

continued. “So, I was like, ‘Oh, okay.’” 

There was just one problem: Temple never let go of that the dream she discovered 

that day. In fact, the older she got, the stronger the dream became. 

Finally, she set off to driver’s school in Virginia (where she still lives), determined 

to change minds, prove people wrong and generally reshape an entire industry. 

“Trucking school was great, because I actually was only one of two students,” she 

said. 

“Back then, everybody wasn’t really going to school ( for truck driving); a lot of 

people were getting grandfathered in,” she recalled. “So, I went to school, and it was 

just me and another gentleman. I didn’t have to worry about a whole crowd, and it 

was great.” 

Once out of driving school, it didn’t take long for Temple to discover just how deep 

and ugly attitudes ran toward women in trucking at the time. But as a single mother 

with mouths to feed, quitting was never an option — and Temple said her kids’ pride 

in her career was enough to drown out the haters. 

“I think what makes a driver in this line of work good is the dedication,” she said. 

“It has to be dedication to doing the job, meaning pre-planning. You’ve got to get up at 

a certain time. It doesn’t matter what you thought you were going to do that day. Just 

get the job done. That’s No. 1.” 

During those days, Temple’s children became more than just her family; they were 

also her biggest fans. 

“They made sure I didn’t quit. They made sure everybody knew who I was,” she 

said, pride evident in her voice. “Most of the time raising them, it was like singlemom 

status. My oldest, when people asked her questions about me, she said, ‘We’re 

trucker’s kids.’ They all had that attitude growing up.” 

Temple began driving tankers, just like the one she saw on that outing with her 

father. 

“I started delivering gasoline,” she said. “My dispatcher, my first day, he gave me 

four loads. That was my first day on my own. I came back and he said, ‘What’s wrong?’ 

I said, ‘I’m done.’ He said, ‘You’re done? You can’t be done.’ I said, ‘I am done.’ He said, 

‘Let me see your paperwork.’ 

“From that day, he told me, ‘I’m going to nickname you Tornado. That’s going 

to be your CB handle,’” Temple shared. “I literally live that. It’s become part of my 

personality. I even have it on my personal vehicle — on the front windshield it says 

‘Tornado.’” 

Temple wasn’t just fast; she also brought a unique blend of conscientiousness 

and fearlessness to the job. Tanker driving isn’t for everyone, but she embraced the 

challenge. As the loads got more dangerous, her reputation for being safe and reliable 

grew. 

Soon she was hauling more dangerous cargo. 

“It really was different from starting out pulling gasoline, and then where I was 

pulling hazmat,” she said. “You go from just going to gas stations, which is dangerous 

itself, to pulling things that you cannot get on you. You go to pulling acid that, if it 

touches you, you might not make it home. 

SEE POWER ON PAGE 12 


After 20 years hauling gasoline and hazardous materials, truck driver Angelique Temple launched her own business, Tornado 

Transport. The company’s name refers to the nickname given to Temple by her very first dispatcher because of the speed and 

efficiency with which she completed her work.

CATTheTrucker111521 fullpage.qxp_Layout 1 11/15/21 3:57 PM Page 1 

THETRUCKER.COM PERSPECTIVE 

DECEMBER 15-31, 2021 • 11 

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12 • DECEMBER 15-31, 2021 PERSPECTIVE 


POWER cont. from Page 10 

“So, it was a big difference pulling into 

different plants and securing the load,” she 

explained. “As far as driving, you had to know 

your distance, know you can’t be like other 

drivers where you push up on cars. That load’s 

not going to stop like you want it to stop. You 

can stop, but the liquid’s going to keep going 

(surging). It’s dangerous, but it was what I loved 

to do.” 

In the years to come, Temple became 

one of the recognized authorities when 

it came to hauling hazardous materials 

along designated routes in Virginia, North 

Carolina, Pennsylvania and South Carolina. 

Some of the largest chemical companies 

in America called, asking for her by name. 

“I was dedicated to some accounts 

(including) Philip Morris and DuPont,” she 

said. “I was the only driver that the company 

owner had that was ever self-dispatched. The 

customers called me directly. That started from 

the beginning.” 

As Temple’s reputation grew stronger, so 

did the demand for her driving skills. 

“One day they put me on something else, 

and they put another driver on — and the 

customer called,” she said. “They said, ‘No, 

we need Angie to come here. If we can’t work 

with her directly, there’s going to be an issue.’ 

Drivers would call and say, ‘Hey, we can’t do 

this load.’ Dispatch would call me and say, 

‘What can you do?’ So, I’m fitting in their 

loads and I’m fitting loads that got added on.” 

Even though it meant extra work, 

Temple knew it was important to build solid 

relationships with customers. 

“It was like a built-in relationship between 

me and the customers, because if I said I was 

going to bring it, they knew it was going to 

happen, regardless of what I had to do to get it 

there,” she said. 

After nearly 20 years, Temple decided she 

was ready to realize her ultimate dream of 

business ownership and launched her own 

company, Tornado Transport. 

“It was good training because I had to be 

more than a driver. I had to figure out how to 

work from the driver’s standpoint, and being 

self-dispatched I had to figure out how shippers 

operate, how customers operate,” she said. “I 

had to get all my information, all my ducks in a 

row, because when I stepped away from being a 

senior driver, I stepped away making $120,000. I 

was the highest-paid driver there. 

“So, I had to make sure when I’m stepping 

out, that whatever I’m doing is successful from 

the first day,” she added. “And it has really been 

phenomenal.” 

Temple doesn’t haul hazmat with her new 

company. 

Instead, she’s decided to pull 52-foot box 

vans behind her 2018 International LT625, and 

she hauls a little bit of everything. In addition, 

she’s got two other businesses that are just 

about ready to roll out — one in logistics and 

one in real estate. 

Years of success haven’t made Temple forget 

the lean times she and her family endured. 

Because of this, she’s constantly looking for 

ways to help others. 

“We do a lot of charity work,” she said. “Like 

Thanksgiving, we gave to two charities to feed 

the homeless. That’s something where my 

husband and myself both had the same heart. 

It was something that I always wanted to do, 

being a mom of six — to try and find ways to 

give back because I know how it feels.” 

Temple is also in high demand through 

the Women In Trucking Association, where 

she mentors young women to help them build 

the confidence and find the support that was 

lacking when she started out. Even so, it “ain’t 

all sugar coating,” she admits with a laugh. 

“I have people come up to me even now, 

through Women In Trucking, and say, “I wish 

I could do what you do,’” Temple said. “Well, 

you can do the pity party, but you just can’t 

do it with me. I have an answer for you, for 

everything, and how you can do it. You just 

have to be willing to do it.” 8 


Truck driver and company owner Angelique Temple says enjoys a close relationship with her six children. Shown, 

from left, are Elijah, 19; Temple; Artisha, 28; Asha, 20; Kayla, 21; Sariah, 19 (twin to Elijah); and Gabriel, 26. 

ATTORNEY cont. from Page 8 

situation. Based on the oral arguments heard 

Nov. 30, I’m going to go out on a limb and say 

the court will likely rule against Trump in 

this matter. Of course, it’s likely the matter 

will then be passed to the U.S. Supreme 

Court to decide what obviously could be a 

far-reaching decision on executive privilege. 

Brad Klepper is president of Interstate 

Trucker Ltd. and is also president of Driver’s 

Legal Plan, which allows member drivers access 

to services at discounted rates. For more 

information, contact him at 800-333-DRIVE 

(3748) or interstatetrucker.com and 

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BUSINESS 

THETRUCKER.COM DECEMBER 15-31, 2021 • 13 

Looking up 

PLENTIFUL FREIGHT, HIGH RATES KEEP 

TRUCKING CONDITIONS FAVORABLE 

CLIFF ABBOTT | SPECIAL CORRESPONDENT 

There was more freight to haul in October 

and the rates to haul it rose higher, according 

to industry sources. 

The American Trucking Associations 

(ATA) reported that its seasonally adjusted 

For-Hire Truck Tonnage Index rose 0.4% 

over the September index, marking the 

third consecutive month of growth. 

“The combination of solid retail sales, 

inventory rebuilding and generally higher 

factory output offset some areas of softer 

freight growth, like home construction,” 

said ATA Chief Economist Bob Costello. 

“Economic growth remains on solid footing, 

which is good for truck freight volumes going 

forward.” 

Compared with October 2020, the ATA 

index rose 1.8%. For the year to date, tonnage 

is up slightly, just 0.1% compared with 

the first 10 months of 2020. 

ATA’s index is calculated based on surveys 

from its membership and represents 

primarily freight hauled at contract rates. 

ACT Research reported that freight volumes 

were down slightly for the month but 

that the demand for trucks to haul available 

freight remains strong. 

“While the pandemic continues to cast 

uncertainty, the freight volume outlook remains 

positive,” said Tim Denoyer, vice president 

and senior analyst at ACT Research in 

the report. “In spite of the supply-chain constraints, 

retailers have managed to stock up 

ahead of the holidays.” 

Denoyer also noted that the “consumer 

balance sheet is strong, and massive restocking 

demand remains ahead.” 

The ACT report also calculates a Driver 

Availability Index that showed some increased 

driver availability in October. One 

reason, Denoyer said, was the news that 

most fleets will be exempt from proposed 

federal rules mandating vaccination against 

COVID-19. 

“The large fleets who train the vast majority 

of the industry’s drivers would be impacted 

by the mandate,” Denoyer said. 

If it’s true that more drivers are becoming 

available to hire, freight rates could be 

impacted. That’s because the supply of new 

trucks and trailers is still constrained by 

supply issues. There may be more drivers, 

but there won’t be more trucks. 

“We continue to see a slower-than-normal 

rebalancing in U.S. trucking markets, 

featuring record rate increases,” Denoyer 

said regarding the issue of tight capacity, 

where trucks are in high demand to haul 

available freight. 

“With some structural driver issues likely 

to outlast the pandemic and a generally 

positive freight outlook, we do not expect 

the market to loosen quickly,” he added. 

The Cass Freight Index, compiled by 

Cass Information Systems reported that its 

shipments index rose 2.8% in October. The 

index was 0.8% higher than October 2020. 

The Cass Indexes include freight from multiple 

modes of transportation, including 

trucking, rail, ship, pipeline and air. 

iStock Photo 

DAT reported that the national average spot rate (including fuel surcharge) for van freight rose to $2.87 per mile 

in October. 

iStock Photo 

There was more freight to haul in October and the rates to haul it rose higher, according to industry sources. 

The Cass report, issued Nov. 15, stated: 

“Freight volumes remain capacity-constrained, 

as shown by declining rail volumes 

and the ongoing backlog of containerships 

at anchor waiting to unload, but the 2.9% 

month-over-month improvement shows a 

modest rebound as restocking demand remained 

elevated.” 

Cass also monitors freight expenditures, 

comparing amounts spent on shipping from 

month to month and year over year. Per the 

Cass Index for Expenditures, cash spent on 

shipping rose 3.9% in October over September. 

The October index was a whopping 37% 

higher than October of 2020. Since freight 

levels have not increased at that torrid pace, 

the increased expenditures are being attributed 

to rate increases. 

The Cass report states that “normal 

seasonality implies double-digit increases 

through most of the first half of 2022.” 

While freight rates continue to climb 

across the board, many owner-operators are 

especially interested in spot rates. 

A joint survey conducted by Bloomberg 

Intelligence and Truckstop.com predicts robust 

pricing into 2022. 

“The survey data shows what has likely 

become the tightest trucking market in a 

generation and looks poised to keep supporting 

spot rates into 2022,” said Lee Klaskow, 

senior freight transportation and logistics 

analyst at Bloomberg Intelligence. 

DAT Freight & Analytics reported a 2% 

rise in average spot rates in October over 

September numbers, bringing spot rates to 

an all-time high. 

“Congested ports, intermodal yards and 

warehouses acted as a drag on the number 

of loads moved last month,” said Ken 

Adamo, chief of analytics at DAT Freight & 

Analytics. “As a result, retailers and online 

sellers took on higher truckload prices in order 

to make sure their freight is positioned 

for success for the November and December 

shopping period.” 

DAT reported that the national average 

spot rate (including fuel surcharge) for van 

freight rose to $2.87 per mile in October, the 

fifth consecutive month of increase. Compared 

to October 2020, the average is up 47 

cents. 

Reefer and flatbed spot rates, according 

to DAT, averaged over $3 per mile for the 

sixth consecutive month. 

According to DAT, load postings fell 3.3% 

in October while truck postings rose, an indication 

that capacity is expanding. There’s 

still a lot of room to expand, however. For 

example, there were 5.6 available loads for 

every available van truck posted, a ratio 

that provides plenty of options for equipment 

owners and portends the high rates 

will continue awhile longer. In comparison, 

in October 2020, the ratio was 4.3 loads per 

truck, and in October 2019, the ratio was 1.7 

loads per truck. 

If there’s a fly in the ointment, it’s that 

inflation is now at a 30-year high. In the 

Nov. 22 “Monday Morning Coffee” blog published 

by FTR Intel, writer Steve Graham explained, 

“It is important to remember that 

retail sales are measured in nominal terms. 

Although the total numbers look impressive, 

the consumer is getting a lot less ‘bankfor-the-buck.’” 

What he means is that, due to inflation, 

increased spending doesn’t mean more 

goods being sold or more shipments for the 

trucking industry. That’s because consumers 

are paying more for the same goods and 

services. 

“In other words, spending is up but the 

impact is muted,” Graham wrote. 

One example is the cost of diesel fuel. 

A portion of the increased rates goes to 

fuel purchases. Fuel prices are up $1.22 per 

gallon from one year ago, according to the 

latest report from the Energy Information 

Administration. Other costs, both business 

and personal, are rising, too. 

Still, favorable conditions for the trucking 

industry should be around for at least a 

few more months. 8

14 • DECEMBER 15-31, 2021 BUSINESS 


FLEET FOCUS 

Out with the old 

PLAN ANY ADJUSTMENTS TO YOUR PERSONAL 

TAX LIABILITY BEFORE THE END OF THE YEAR 


The final two weeks of the year can be a joyful 

time filled with Christmas cheer, creating before the year ends will reduce the profit you’ll 

enue. Any money you spend on your business 

new memories with family, and making plans owe taxes on. 

for the new year. 

A good example is the purchase of new tires. 

If you own a trucking business, it’s also time A set of steer tires, mounted and balanced, can 

to wrap up the current year and prepare for the cost $1,000 or more. Make the purchase before 

next. 

Jan. 1, and you can deduct the cost from this 

One of the most important things to handle year’s taxes. 

is your year-end tax preparation. You’ll need to But first … do you NEED to reduce this year’s 

pay income tax on your profits, of course — but taxes? To answer this, you need to know how 

keep in mind that profit is what’s left over after your business is performing. If you had a great 

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2021 and expect your profits to be high, you’ll want to claim as many business expenses as 

you can. On the other hand, if 2021 was a rough 

one and you expect little to no profit (or even a 

iStock Photo 

As the end of the year draws near, trucking business owners should take time to wrap up their finances for the current 

year and prepare for the next. 

loss), your income tax liability for the year needs 

to be low. You might choose to hold off on any 

large expenses so they can count against next 

year’s tax liability. 

Of course, a professional accountant or tax 

preparer can help you make sound business decisions. 

Dennis Bridges of eTruckerTax shared 

some advice about spending. 

“If you are considering the purchase of a 

new or replacement tractor or trailer or other 

major equipment, do your best to at least get it 

under contract by Dec. 31,” he advised. 

One reason for adhering to this time frame 

is depreciation. 

“Current liberal depreciation rules allow an 

owner-operator to deduct up to the full cost of 

heavy equipment,” he explained. “So, if you had 

a very good year and you’ll have a high net income, 

you and your tax preparer can elect to 

deduct up to the full purchase price of your new 

equipment.” 

Bridges points out that the purchase of used 

equipment qualifies, too — and it doesn’t matter 

how much of the purchase price you finance. 

The cost is what matters, not how long it takes 

you to pay for it. 

Smaller purchases can be worth making too, 

according to Bridges. 

“Anything you purchase on a credit card can 

also be fully deducted for the current calendar 

year,” he explained. “Even purchases you were 

planning for February or March can be deducted 

if you go ahead and put them on your card 

this year before Dec. 31.” 

He suggests buying items such as tires, office 

furniture, computers or even having heavy 

maintenance work done. 

You can also set up an IRA or other retirement 

account to prepare for the future. 

“It’s never too early OR too late to start saving 

for retirement,” Bridges said. “And a plan 

such as a SEP-IRA or single-owner 401k allow 

you to contribute 25% of your net income or 

W-2 earnings, up to $58,000 annually for 2021.” 

Keep in mind that many retirement plans 

have penalties for early withdrawal of funds, so 

plan to leave your investment alone if you can. 

A review of your personal financial records, 

and your spouse’s, if applicable, could reveal 

more business-related expenses you can claim. 

Don’t forget that mileage on your personal vehicle 

is deductible if it’s used for business purposes. 

Trips to obtain parts or visit tax offices 

(or your tax preparer) are deductible — but 

even trips to the grocery store or a department 

store can be deducted if you bought items for 

the business. 

The folks at eTruckerTax offer a downloadable 

checklist to make the job of providing information 

to your tax preparer easier. Included 

is a list of items you may have purchased but 

didn’t know you could deduct. Those air fresheners 

you purchased are deductible. So is the 

pillow you bought for the bunk, and the duct 

tape in the side box. Don’t forget, face masks are 

also deductible if they’re used for business. 

The end of the year is also a good time to 

consider the entity you have set your business 

up under. Many truckers file as a sole proprietor. 

“Depending upon your situation and your 

income, it could make sense for you to consider 

switching to an LLC, which can be easily converted 

to an S-Corporation for significant tax 

savings — again, depending upon your current 

income picture,” Bridges explained. 

Consider, too, your tax liability. 

“Do you typically owe a bunch at tax time?” 

Bridges asked. “Start making at least some 

amount of estimated payments, or increase 

your withholding if you’re on a W-2.” 

He explained that you can even make 

monthly estimated tax payments if you want, 

allowing you to contribute more during months 

of high revenues so your total bill the following 

April is reduced. 

Bridges also had some advice for truckers 

who aren’t sure if they’re counting all their expenses 

or are having difficulty keeping up with 

all of them. 

“Evaluate your record-keeping system, 

or ask your tax professional how to better 

capture expenses that you’re losing out on,” he 

suggested. 

Of course, Bridges has one additional piece 

of advice that he hopes drivers will follow — and 

that’s to use the services of a tax professional. 

Operating a trucking business is hard work, 

made harder by the need to keep up with tax 

laws and obligations. By carefully reviewing 

your records and your practices at year’s end, 

you may find ways to decrease your tax liability 

while increasing your take-home dollars. You 

just might reduce your stress levels, too. 8


BUSINESS 

Family-owned Indiana 

moving company 

marks 100th year 

PERU, Ind. — Paul Guyer was 18 when he 

decided to start a moving company. It was 1921, 

and he had just two horses and a wagon to haul 

the ice and animal feed that came off the trains 

stopping in Peru. 

One hundred years later, his company still exists 

in Peru. It’s called Guyer the Mover, and it’s 

operated by two of his grandsons. 

Instead of two horses, the company runs 

50 semi trucks all across the U.S. and Canada. 

They employ 30 people and own around 100,000 

square feet of warehouse and storage space in 

Peru, Kokomo and Warsaw. 

The business has hauled prototype cars produced 

by Delphi Electronics with technology decades 

ahead of its time. It’s hauled airplanes for 

then-Bunker Hill Air Force Base. 

Now, it’s one of the few family-owned moving 

companies left in the Midwest and has become 

part of the fabric of Peru’s business community. 

John Guyer, who today runs the business with 

his cousin, Charlie Guyer, said it’s unlikely his 

grandpa ever imagined his one-man operation 

would one day celebrate a century of success. 

“I’m sure when my grandpa started this 

when he was 18 or 19, the idea of being around 

100 years was never on the map,” John said. “But 

that’s really how it began. He just moved stuff 

around. Then it went from horses to trucks. One 

thing just led to another.” 

That achievement this year landed the company 

a Century Business Award from Indiana 

Gov. Eric Holcomb, who honored more than 30 

companies during a ceremony in June. The award 

recognizes each company’s longevity and service 

to its employees, community and the state. 

John said it was an honor to receive the 

award — but that it didn’t come easy. He said 

that over the past 100 years, the company has 

gone through a multitude of economic and financial 

downturns that threatened to close its 

doors for good. 

But that never happened, thanks to the foresight 

and planning of three generations of the 

Guyer family, who embraced the idea of diversifying 

their operations and adapting to the times. 

Today, Guyer the Mover has its hand in a 

number of ventures. A big part of the business is 

Kelly Lafferty Gerber/The Kokomo Tribune via AP 

Model Guyer the Mover trucks are on display in the office, 

Nov. 11, 2021, in Peru, Ind. Paul Guyer was 18 when 

he decided to start a moving company. It was 1921, and 

he had just two horses and a wagon to haul the ice and 

animal feed that came off the trains stopping in Peru. One 

hundred years later, his company still exists in Peru, called 

Guyer the Mover, and it’s operated by two of his grandsons. 


hauling exhibitions to conventions and events in 

places like Las Vegas and Florida. They still do a 

lot home moving as well. 

The company’s warehousing space has also 

become fundamental to the operation, where 

they lease space for other businesses to house 

new products, such as metal or furniture. 

That’s a far cry from the business model 50 

years ago, when one of the company’s biggest 

clients was then-Grissom Air Force Base. John 

said most of their income came from moving 

the thousands of military families on and off 

the base. But that all dried up when Grissom realigned 

as a reserve base in 1994. 

Rolling with the economic punches is something 

John said he learned early on from watching 

his family run the business. 

By 1952, his grandfather had left the company. 

That’s when his grandmother, Nira, took over 

operations until she died unexpectedly in 1971. 

John said it was almost unheard of at the time for 

a woman to run a moving company, but she was 

feisty enough to get the job done. 

Paul and Nira ended up having 10 children 

— seven boys and three girls — who all helped 

out with the business over the years. When Nira 

passed away, the company went to the boys, 

who, one by one, moved on to other ventures. 

John said his dad and two of his uncles eventually 

were left in charge until he and Charlie 

took over the reins. He said stepping into the role 

was a no-brainer, except for a brief stint when he 

contemplated becoming a firefighter like one of 

his uncles. 

But the pull of the business was too strong to 

resist, John said. 

“The fact that my dad was in this, it just made 

you never really consider much else,” he said. “It’s 

always been in our blood. It’s what we know.” 

That drive and inherited business savvy is 

what’s kept Guyer the Mover in the same family 

for 100 years, making it a rarity in today’s hypercompetitive 

moving market. 

John said that in the 1970s, every moving 

company was family-owned, including four 

well-established businesses in Kokomo. But by 

the early ’80s, those businesses started to fold 

or merge with other companies, such as U-Haul 

and Penske, who looked to expand their national 

reach. 

He said the main reason many of those companies 

sold out or closed was that no one in the 

family wanted to take over. But that’s not been 

the case with Guyer the Mover. 

Now, at 63, John said his son is in line to take 

over the company when he and Charlie decide to 

step down, moving the business into the fourth 

generation of the family. 

But even then, John said, he’ll never really be 

able to step away from the company. He said it’s 

been his life for over 40 years, and after that long, 

it’s just part of his DNA. 

“It’s absolutely a lifestyle,” John said. “I think 

I’ll probably retire when I die, so I hope I don’t retire 

any time soon.” 8 

Kelly Lafferty Gerber/The Kokomo Tribune via AP 

John Guyer and Charlie Guyer, first cousins, with their century business award on Nov. 11, 2021, in Peru, Ind., 

are the current owners of Guyer the Mover. The Peru, Indiana-based business has been in the same family 

for 100 years. 

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16 • DECEMBER 15-31, 2021 


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EQUIPMENT & TECH 


Fueling the future 

ELECTRIC POWER NOT THE ONLY OPTION FOR ZERO-EMISSIONS TRANSPORTATION 

Electric vehicles (EVs) have been prominent 

in many recent transportation headlines, due 

in large part to their prominent role in the recently 

passed infrastructure act. As the nation 

moves toward its goal of zero-emission transportation, 

both for passenger and commercial 

vehicles, the government plans to spend millions 

on technology to support EVs, including 

the installation of charging stations along 

certain highway corridors and even in government 

housing. 

But the universal adoption of electric vehicles 

— at least those using battery power — is 

not a foregone conclusion. 

Hydrogen is another potential answer to 

reaching the goal of zero emissions. Hydrogen 

can be burned in place of fuels like natural gas 

or propane. It can also be used to power fuel 

cells that generate electricity to power electric 

motors, eliminating the need for heavy, expensive 

batteries. In fact, three auto manufacturers 

— Kia, Honda and Toyota — are already selling 

hydrogen fuel cell electric vehicles in the U.S. 

Hydrogen fuel cell technology is being explored 

for use in commercial vehicles, too. 

Cummins, a name long familiar to diesel engine 

buyers, introduced a hydrogen fuel cell at 

the 2019 North American Commercial Vehicle 

Show in Atlanta, Georgia. The company is currently 

working with OEMs to produce trucks, 

buses and even trains that operate with fuel cell 

electrification. 

An August 2021 study published by Information 

Trends, “Global Market for Hydrogen 

Fuel Cell Commercial Trucks,” predicts that 

more than 800,000 hydrogen fuel cell commercial 

vehicles will be sold by the year 2035. 

“In the long run, hydrogen fuel cell vehicles 

will dominate the market for trucks and commercial 

vehicles,” the report claims. 

According to the study, battery-electric 

commercial motor vehicles (CMVs) will have 

the advantage, at least until hydrogen fueling 

stations become more widely available and 


production costs come down. 

Hydrogen power makes sense for trucking, 

because the systems don’t require heavy batteries 

that reduce cargo capacity. In addition, refueling 

times for hydrogen-powered vehicles are 

similar to those of diesel-powered equipment. 

There are downsides to the use of hydrogen 

as a vehicle fuel, however. 

A key issue is availability. A new electric 

charging station, for example, only needs to be 

connected to the existing grid. Large applications, 

such as trucking terminals, may require 

additional power lines, but the distribution system 

is already in place. Hydrogen, on the other 

hand, must be compressed and transported to 

distribution points. 

Another current disadvantage of hydrogen 

is its energy efficiency. It takes electricity to create 

hydrogen, just as it does to charge a battery. 

The delivery and use of that electricity, however, 

consume some of the original power. 

A June 2020 blog posting on The Conversation 

website predicts that “hydrogen cars won’t 

overtake electric vehicles because they’re hampered 

by the laws of science.” 

The posting claims that, out of 100 watts of 

generated electricity, only about 80 watts end 

up being used to power the vehicle. The rest 

are lost in the processes of transmission to destination, 

charging and discharging a battery, 

and the conversion of electricity to mechanical 

wheel-driving power. 

The process of producing hydrogen, however, 

uses about 25 watts of each 100 watts. 

Compressing and transporting the hydrogen 

uses more, and then more is lost as the fuel cell 

converts the hydrogen into electrical power. 

The end result is that only about 38 watts of the 

original 100 are used to power the vehicle. 

So, while hydrogen fuel cells may be advantageous 

in the vehicle, the entire process of 

making the fuel available is far less efficient. 

Since hydrogen can be burned as fuel, however, 

it can be used in the same way fossil fuels, 

iStock Photo 

A 2021 study predicts more than 800,000 hydrogen fuel cell commercial vehicles will be sold by the year 2035. 

iStock Photo 

Hydrogen can be burned in place of fuels like natural gas or propane. It can also be used to power fuel cells that 

generate electricity to power electric motors, eliminating the need for heavy, expensive batteries. 

such as natural gas, are currently used, potentially 

through the same distribution network. 

Hydrogen can be used for fuel in internal combustion 

engines, too. 

Prince George, British Columbia-based Hydra 

Energy is using hydrogen to reduce diesel 

engine emissions right now. The company has 

teamed up with Lodgewood Enterprises to 

pioneer a device that allows a diesel engine to 

burn up to 40% hydrogen in the combustion 

mix. Hydra also supplies the hydrogen at a cost 

that is comparable to diesel fuel. 

Currently the Lodgewood truck is making 

regular runs between Prince George and Edmonton, 

Alberta, a nearly 1,500-kilometer (932- 

mile) round trip. 

The Hydra co-combustion device is retrofitted 

to an existing diesel engine and adds hydrogen, 

stored in tanks behind the cab, to the air 

intake of the engine. The resulting hydrogenair-diesel 

mix reduces emissions by up to 40%. 

Hydra’s hydrogen-diesel conversion kit is 

provided free of charge and is fully reversible 

if the need arises. The company worked with 

truck OEMs to ensure the product doesn’t void 

any engine warranties. Should the hydrogen 

tanks empty, the truck can operate on diesel 

fuel alone until the hydrogen can be replenished. 

Hydra’s long-term goal isn’t the co-combustion 

kit; it’s distribution of the hydrogen that 

makes it work. 

“We’re building our own hydrogen refueling 

station in Prince George, but it’s actually an 

integrated refueling system where we’ll have a 

diesel provider offer the diesel part and then 

that way the truck doesn’t have to go to two 

places” said Jessica Verhagen, CEO of Hydra 

Energy. 

“This integrated fueling station means that 

they can fill up on diesel and hydrogen at the 

same time, in about the same time as filling 

the diesel up alone,” she continued. “And we’re 

already looking at another three sites beyond 

Prince George.” 

Verhagen referred to BayoTech, an Albuquerque, 

New Mexico-based hydrogen producer 

that has announced plans to build 50 

“hydrogen hubs” by the end of 2024. She’s also 

seen hydrogen availability increase for automobile 

drivers. 

“You can see hydrogen being added, for example, 

at the Shell station close to where I live,” 

she noted. 

Hydrogen fuel cell technology isn’t something 

Hydra Energy is working on, but a 

network of fueling stations built for trucks 

equipped with the company’s co-combustion 

kit could easily become the supply point for 

fuel cell-equipped trucks in the future. For now, 

the retrofit makes it possible for fleets to reduce 

emissions without investing in new vehicles. 

“A typical truck sold today has an expected 

lifetime of 15 to 18 years,” Verhagen explained. 

“So, if people are still buying internal combustion 

engines today, they may want to do something 

with their existing fleet instead of waiting 

for replacements.” 

No one knows for certain which technology 

will replace diesel fuel to power the trucking industry, 

but chances are good that hydrogen will 

be in the mix. 8

18 • DECEMBER 15-31, 2021 EQUIPMENT & TECH 


Sysco to electrify 

35% of fleet by 2030 


Courtesy: Waymo Via 

Autonomous driving technology company Waymo Via is partnering with UPS to use Class 8 trucks for trial runs 

in Texas this holiday season. 

Waymo, UPS using Class 8 autonomous 

trucks to help move holiday freight 

MOUNTAIN VIEW, Calif. — Autonomous 

driving technology company Waymo Via is 

partnering with UPS to use Class 8 trucks for 

trial runs in Texas this holiday season. 

UPS’s North American Air Freight unit is 

using Waymo Class 8 trucks, equipped with 

the fifth-generation Waymo Driver, to transport 

freight between facilities in Dallas-Fort 

Worth and Houston. According to Waymo, 

the trial runs will provide data showing how 

autonomous driving technology can help 

enhance safety and efficiency. 


In addition, Waymo plans to use the data 

collected to evaluate and refine the Waymo 

Driver system for eventual scaling. Company 

officials pointed to an “unprecedented demand 

and need for freight movement,” noting 

that self-driving tech is a way to “help fill 

critical needs for our partners during this 

time.” 

The current Class 8 trial runs build on 

Waymo’s previous testing with UPS, J.B. Hunt 

and other carriers, according to a company 

statement. 8 

HOUSTON — Foodservice distribution 

giant Sysco Corp. has announced plans to 

reduce its global emissions by electrifying 

35% of its U.S. tractor fleet by 2030. 

The company said in a Nov. 22 statement 

that the measure is the equivalent to 

adding nearly 2,500 electric trucks to its 

fleet. In addition, the company will source 

100% renewable electricity for its global 

operations by 2030. 

Sysco’s new science-based emissions 

reduction target aligns with the Paris 

Agreement and is an integral part of the 

company’s roadmap to reducing its carbon 

footprint over the next decade, the news 

release stated. 

“At Sysco, we recognize and take seriously 

our role as a global industry leader,” said 

Neil Russell, senior vice president of corporate 

affairs and chief communications officer 

for Sysco. 

“We understand that taking action now 

on climate change is important to the future 

of our planet and have developed an 

actionable, achievable plan with a clear 

roadmap to meaningfully reduce emissions,” 

he continued. 

The company says it plans to further its 

Courtesy: Sysco Corp. 

Foodservice giant Sysco Corp. has announced plans to 

electrify 35% of its U.S. tractor fleet by 2030. Shown 

here is a Freightliner eCascadia electric tractor being 

tested by the company. 

efforts to help reduce emissions over time, 

he added, noting that Sysco’s actions will 

“quicken the pace of innovation and provide 

a pathway for other companies to participate 

in climate action.” 

“To ensure we hold ourselves accountable, 

our CSR strategy is now an integral 

part of our new business strategy, our ‘recipe 

for growth,’ which is designed to advance 

our pace of leadership, further differentiate 

Sysco, create a sustainable competitive advantage 

and make a positive impact on the 

world.” Russell concluded. 8 

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FEATURES 


Moving forward 

MILITARY VETERANS ENJOY SUCCESSFUL CAREERS ON THE ROAD 

DWAIN HEBDA | SPECIAL CORRESPONDENT 

About 10 years into his 12-year driving 

career, Karl Blissenbach of Jacksonville, 

North Carolina, suffered a health issue that 

basically put him in “park” with his former 

employer. 

And, despite demonstrable improvement 

in his condition, the military veteran 

said, the company refused to put him back 

on the road. 

“So, I said, ‘Fine,’ and I started looking 

for another job. I’m glad I did,” he said. “I 

really like this company.” 

“This company” is Forward Air Corp., a 

carrier based in Greeneville, Tennessee. 

Blissenbach says making the move gave 

him a new lease on his driving career. 

During decade since joining Forward 

Air, he has covered much of the lower 48 

states, to the tune of 300,000 to 500,000 

miles a year, he reckons. 

“A favorite? It’s hard to say,” he said of 

the ground he’s covered. 

“Every state is beautiful. I mean, I love 

going through Montana. They got some 

beautiful creeks and streams. So does 

Washington, and Portland in Oregon,” he 

said. “Every place has got good stuff.” 

What’s the secret to surviving in the 

trucking business? 

Keep it simple. 

“What makes a person a good driver is 

paying attention and doing your job,” said 

Blissenbach, now 62. “If you do a good job, 

they’ll give you more jobs.” 

In addition to being a good driver, Blissenbach, 

who served in both the U.S. Marines 

(1978-1982) and the U.S. Army (1986- 

1989), has another thing going for him in 

his career: He works for a company that 

describes itself as “extremely veteran-focused.” 

Forward Air has been nationally recognized 

for its driver programs, which are designed 

to get willing vets behind the wheel 

and out on the road. The company also 

supports causes that can make a tangible 

difference in the lives of wounded veterans. 

In addition, Forward Air has established its 

own charitable foundation, Operation Forward 

Freedom, funded through a portion of 

sales in the online company store, through 

which it provides monetary support to various 

nonprofits. 

One such group, Hope For The Warriors, 

received a $10,000 donation in honor 

of Veterans Day this year. That money that 

will make life-changing improvements for 

veterans, helping them to restore their independence 

by providing adaptive driving 

equipment and rehabilitation for those 

who have lost the ability to drive. 

“Forward is committed to America’s 

servicemen and women, who continue to 

make the ultimate sacrifice for our country,” 

said Tom Schmitt, the company’s 

chairman, president and CEO in a release 

announcing the donation. 

“As an organization, we show our 

Photos courtesy: Forward Air Corp. 

Left: Karl Blissenbach, age 62, served in the Marines from 1978-1982 and in the Army from 1986-1989. He’s now 

been a truck driver for 12 years. Right: Richard Rhine spent 16 years in the U.S. Navy and has been with Forward Air 

for two of his nine years as a truck driver. 

Courtesy: Forward Air Corp. 

Karl Blissenbach, left, and Richard Rhine, both veterans of the U.S. military, are drivers for Forward Air Corp., based 

in Greenville, Tennessee. 

gratitude to those who served and are 

currently serving, by joining with other 

veteran supporting organizations, like 

Hope For The Warriors, to provide 

opportunities and programming for 

military families,” Schmitt continued. “It 

is our honor to give back to our nation’s 

veterans with this donation.” 

Such gestures do not go unnoticed by 

employees, particularly those who have a 

military background. 

Richard Rhine spent 16 years in the U.S. 

Navy and has been with Forward for two of 

his nine years as a professional truck driver. 

“It’s definitely a vet-friendly environment 

here” he said of his employer. “I’m going 

to drive for as long as I can physically 

do it.” 

Like Blissenbach, Rhine says he feels 

that Forward Air appreciates his life experience. 

The 62-year-old said that, from dealing 

with pandemic conditions to inclement 

weather, the company has demonstrated 

it understands the skillsets that only come 

with having “been there, done that.” 

“Dealing with all the other traffic is the 

biggest challenge in driving,” he said, adding 

that 2020 offered truckers a respite 

from that particular headache. 

“We had a special treat during the 

pandemic when they made everybody 

(else) stay at home and we had the roads 

to go ahead and do our job. That was nice, 

and due to the crunch, the money has 

gotten much better.” 

Blissenbach agrees. 

“Yeah, the pandemic made the job better. 

We got a lot more work,” he said. “People 

kept buying TVs because now, they had 

money. And I got to haul them. We also got 

some raises over the last year because the 

company’s trying to keep us.” 

Blissenbach and Rhine — both veterans 

of the military as well as experienced drivers 

— also find time to impart their knowledge 

and experience to the company’s 

younger drivers. The result, they hope, is 

helping new drivers get off to a good start 

and make the most out of their driving careers. 

“Most companies prefer team drivers, 

so I tell them to try to find you somebody 

that you can live with 24/7,” Rhine said. 

“If you can find that person — which 

I have fortunately been able to do — you 

can have a good living out here. The money 

is available, if you’re willing to work,” he 

advised. “If you can hang on and get past 

a few hard road bumps you’re going to 

have with your co-driver, you’re going to do 

good.” 8

20 • DECEMBER 15-31, 2021 FEATURES 


Love’s, Operation Homefront 

distribute holiday meals to 

military families in need 

OKLAHOMA CITY — The holidays can be 

especially tough on military families, who may 

spend thousands of miles apart on some of 

the most special days of the year. Additionally, 

the hardship of missing a loved one can be 

compounded if there is a financial need. 

As a way to make things easier, Love’s Travel 

Stops and Operation Homefront distributed 

125 meal kits to preregistered families on Dec. 

4 through Operation Homefront’s Holiday 

Meals for Military. 

Representatives from the Oklahoma City 

Thunder, including mascot “Rumble the 

Bison,” joined Love’s and Operation Homefront 


to hand out the kits, which included Thunder 

tickets. 

Operation Homefront is a national 

nonprofit with a mission “to build strong, 

stable and secure military families,” according 

to a Love’s news release. 

In all, this year’s Holiday Meals for Military 

will put meals on the tables of more than 

15,000 military families across American. 

“This is Love’s second year in a row to have 

hosted a Holiday Meals for Military event, 

and we couldn’t have been more excited,” 

SEE MILITARY ON PAGE 22 

MCCOLLISTER’S AUTO TRANSPORT 

Fleet expansion 

Courtesy: Operation Homefront 

Love’s Travel Stops recently participated in a holiday meals project through Operation Homefront, a group that 

helps military families in need. 

Opportunities available for 

OWNER OPERATORS & 

COMPANY DRIVERS. 

New trailers coming in monthly. 

McCollister’s enclosed auto 

transport fleet is continuing to 

grow due to OUR CLIENTS 

AND OUR TALENTED 

DRIVERS. 

$10,000 

SIGN ON 

BONUS! 

FOR MORE INFORMATION CALL: 

JOE CSIK, DRIVER SUPPORT 

609-526-9490 OR 

DANIEL MARCHESE 

609-331-4258 

WWW.MCCOLLISTERS.COM 

Truck stop employee provides 

assistance to driver in distress 


CHICAGO — A TravelCenters of America 

(TA) worker is being lauded for his recent efforts 

to help a trucker struggling with serious 

health issues. 

TA’s Adam Carey, who works as a profit 

center manager at the truck stop chain’s Chicago 

North location, noticed that a rig had 

been parked in the same spot for several days, 

according to a TA news release. The company 

didn’t say when the incident occurred. 

Concerned, Carey knocked on the door, 

but there was no answer. 

Soon after, he heard a faint knocking coming 

from inside the running truck. When he 

climbed up and looked in the window, Carey 

saw a man lying on the floor. 

After dialing 911, Carey tried to open the 

driver’s door, but it was locked. He managed 

to work with the driver to get the door open 

just as the police and an ambulance arrived. 

TA reported that the driver refused help, saying 

he would be OK. 

Still concerned, however, Carey continued 

to look in on the driver. Just before checking 

a fourth time, Carey received a call from the 

driver’s sister, who said her brother hadn’t 

eaten or had anything to drink for at least two 

days. A recent medical treatment had made 

him weak and unable to open the door of his 

truck to get help, she said. 

Carey brought the driver food and bottled 

Courtesy: TravelCenters of America 

TravelCenters of America worker Adam Carey, shown 

here, is being lauded for helping to save a truck driver 

who was suffering from health issues. 

water, helping him to “regain his senses,” the 

TA news release said, adding that the driver 

thanked him and agreed that he needed medical 

care. Thanks to Carey’s actions, the driver 

recovered and is now back on the road and doing 

well,” the news release stated. 

“You were outstanding in every way. You 

have no idea how grateful I am for your efforts 

and following up on his situation,” the driver’s 

sister later wrote to Carey. 

Joe Woolever, general manager for the Chicago 

North location, called Carey “an extraordinary 

(profit center manager), and not one to 

seek recognition.” Woolever was informed of 

the incident by a fuel island cashier. 8


FEATURES 

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22 • DECEMBER 15-31, 2021 FEATURES 


Averitt celebrates 50 years 

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Courtesy: Averitt Express 

Several long-time Averitt associates gathered at the company’s 

Cookeville-area service center to celebrate the company’s 

50th anniversary. Shown, from left, are Sammy Talent 

(Cookeville service center director, 25 years with Averitt), 

Bruce Whittaker (Cookeville driver, 40 years), David Adams 

(Cookeville driver, 43 years), Wayne Spain (president and 

chief operating officer, 41 years), Phil Pierce (executive vice 

president of sales and marketing, 40 years), and Joe Wall 

(Cookeville transportation specialist, 23 years). 

COOKEVILLE, Tenn. — Averitt Express celebrated 

50 years of operation Oct. 1 with events 

at facilities across the country, including its corporate 

headquarters in Cookeville. 

“On Oct. 1 and dating back to National Truck 

Driver Appreciation Week (Sept. 12-18), the festivities 

at Averitt’s facilities included special ceremonies, 

grab-and-go meals and employee prize 

drawings for wireless headsets, GPS units, gift 

cards, televisions, iPads and more,” a company 

news release noted. 

For the grand company-wide prize, five overthe-road 

drivers had their names drawn to be assigned 

a brand-new 2022 Freightliner truck. 

The winners were: 

• Crystal Austin of Hickory, North Carolina; 

• Rey Cabigquez of Little Rock, Arkansas; 

• Troyshawn Downey of Greensboro, North 

Carolina; 

• Tim Johnson of Charlotte, North Carolina; 

and 

Rebecca Sanders of Jackson, Tennessee. 

In 1958, Thurman Averitt founded the company 

as Livingston Merchant’s Co-Op in Livingston, 

Tennessee. By 1969, Averitt had incorporated 

his company and renamed it Averitt Express. 

While making regular deliveries in Nashville, 

Averitt befriended Gary Sasser, who was a dock 

worker at the time. Sasser asked Averitt one day 

if he would be interested in selling his company. 

After some thought, Averitt agreed. 

On Oct. 1, 1971, Gary Sasser, at the age of 21, 

purchased Averitt Express, which consisted of 

two associates, three tractors and five trailers. 

Today, Sasser serves as Averitt’s chairman 

and CEO, and Averitt Express is one of the nation’s 

leading transportation and logistics providers. 

The company now employs more than 

9,000 people and operates approximately 4,600 

tractors, 15,000 trailers and 140 facilities across 

the country. 

“In 1971, I was just a 21-year-old kid who 

was going to night school, but I knew that I 

wanted to be in the transportation industry,” 

said Sasser, who also took logistics training 

while serving in the U.S. Marine Corps Reserve. 

“I was surprised when Mr. Averitt agreed 

to sell, and it didn’t take long to face my first 

challenge: How to make payroll,” Sasser recalled. 

“We actually sold the trucks and 

leased them back just so we could have some 

operating capital to give everyone a paycheck. 

We learned a lot in those early days.” 

One of those lessons had to do with the 

cost of doing business. Sasser is often asked 

why he never changed the company’s name 

from Averitt Express. 

“The simple answer is it was too expensive. 

By the time we could afford it, the Averitt 

brand was well established, so there was no 

reason to make the change,” he explained. 

“From Day 1, we surrounded ourselves 

with good people, people who shared our vision. 

The industry had a reputation for not 

being service-minded. We wanted to change 

that. We sat down as a group and figured out 

what we could do best, where we wanted to go 

and how to get there,” he said. “From early on, 

we knew we weren’t in the trucking business; 

we were in the service business. Trucks were 

just the tool, like computers, telephones and 

forklifts.” 

Sasser believes people are the most important 

assets a company can have. 

“The two most important things we committed 

to from the very beginning was to focus 

on people and service. It’s people who deliver 

the freight, not trucks. And when our people 

provide outstanding service, customers trust 

us with more and more of their business, allowing 

us to grow. That’s what secures our future,” 

he concluded. 8 

MARKETPLACE 

NEW I-74 BRIDGE OVER MISSISSIPPI RIVER TO OPEN 

PHOTO COURTESY: ILLINOIS DEPARTMENT OF TRANSPORTATION 

SPRINGFIELD, Ill. — Officials from Illinois, Iowa, and the federal government are celebrating the completion of 

a new bridge carrying Interstate 74 over the Mississippi River. State and local politicians and Federal Highway 

Administration staff members gathered on the structure linking the Quad Cities on Dec. 1 to publicize the 

completion of the project. The occasion was also marked with a fireworks display. 

MILITARY cont. from Page 20 

said Jenny Love Meyer, chief culture officer 

and executive vice president of Love’s. “We 

love to see how excited the families are when 

they pick up the kits, and this year’s event was 

made better by the surprise element of tickets 

from our friends at the Thunder.” 

The event took place at Love’s corporate 

office in Oklahoma City. Each meal kit includes 

all the essentials for a traditional holiday meal 

and four ticket vouchers to a Thunder game of 

the family’s choice. 

“Military families are often far from loved 

ones during the holiday season, making it 

difficult for them to enjoy the traditions many 

Americans look forward to,” said Robin Carter, 

senior director of Operation Homefront. 

“Thanks to the continued support of 

generous partners, including Love’s, our 

Holiday Meals for Military program allows 

us to provide much-needed support to 

our military families so they can enjoy the 

holidays,” Carter continued. “It’s a tangible 

‘thank you’ from the communities they have 

worked so hard to protect.” 

For more information is about Operation 

Homefront, visit operationhomefront.org. 

8 

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