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Those Who Deliver | Next Gen Executives | HIghway Angels 

OFFICIAL PUBLICATION o f t h e Truckload Carriers Association 

MAY/JUNE 2023 

fINALE FOR THE fET? | 8 

Repealing century-old excise tax would 

be ‘step forward’ for trucking 

cONSTANTLY 

EVOLVING | 18 

Safety technology can improve driver 

performance, reduce carrier liability 

FOCUSED 

ON THE 

ISSUES 

Knight-Swift’s 

Dave Williams picks up 

reins as TCA chair | 22

2 Truckload Authority | www.Truckload.org TCA MAY/JUNE 2023

Shaping the Path 

to Zero Emissions 

Safe, reliable, and affordable — these are the critical areas needed to support 

and facilitate a successful transition to zero-emission vehicles in the truckload 

industry. With the recent rulemakings by the Environmental Protection Agency 

and the California Air Resources Board, the Truckload Carriers Association (TCA) 

fears the equipment market could be jeopardized if the economics governing fleet 

turnover are mishandled. This is why our association has partnered with other 

key stakeholders to launch the Clean Freight Coalition with the goal of ensuring 

regulations are in line with the realities of emissions technology and that the nation’s 

power grid is prepared (see story on Page 8). 

It’s just over one year into my tenure as president of TCA, and I have seen firsthand 

that better coordination is needed to align regulators and industry to establish more 

realistic time lines for emissions reduction. Regulators cannot make this happen 

without industry buy-in, and industry cannot buy in if the equipment does not exist 

and the market is stretched beyond its limit. 

With the Clean Freight Coalition, trucking is demanding a seat at the table to help 

ensure this long-term transition can be successful. We are faced with a challenge, 

but TCA’s truckload members know that nothing gets done without effort and 

persistence. 

PRESIDENT’S PURVIEW 

Jim Ward 

President 

Truckload Carriers Association 

jward@truckload.org 

Effort — and collaboration — are necessary for most things in trucking. With this in mind, TCA is, and always will be, in 

the service business — providing our members with the resources and opportunity to connect and work together to tackle 

shared problems and discover exciting results. 

This could not be more evident than at our annual Safety & Security Meeting, where we invite safety and human resource 

professionals to partake in informative content and discussions. This year’s event is set for June 11-13 in San Antonio, Texas. 

We utilized feedback from past attendees, with input from our esteemed safety officers’ group, to build out a jam-packed 

agenda. 

Some highlights include: 

• Leading People to Safety: A panel with top trucking executives Dave Williams of Knight-Swift, Karen Smerchek with 

Veriha Trucking, and Adam Blanchard from Double Diamond Transport to discuss best practices for vertical and crossdepartment 

leadership to get the best out of a company’s safety operations. 

• A View from the Driver’s Seat: Featuring most of TCA’s 2023 Professional Drivers of the Year, this panel will provide the 

drivers’ perspective on how to best get them home safely. Tapping into the experience onstage, the discussion will try to 

differentiate between helpful and harmful methods. 

• Regulatory Update: Our in-house safety and government affairs expert, Dave Heller, will deliver his annual remarks 

covering the dynamic regulatory and legislative landscape as it relates to truckload. Topics covered will include safety 

technology mandates, drug and alcohol testing, electronic logging devices, emissions standards, labor restrictions, and 

more. 

• Managing Safety Cultures through Mergers and Acquisitions: Attendees will hear from panelists Garth Pitzel of Bison 

Transport, Lisa Gonnerman from Bay & Bay Transportation, and Joey Ballard with Covenant Transport Services on the operational 

effects of mergers and acquisitions. They will dive into issues like implementing new policies, influencing institutional change, 

supporting employees through a transition, and managing alternate appetites for risk. 

This exciting lineup is paired with outstanding breakout discussion groups and an innovation-driven exhibit hall. I 

encourage any interested parties to visit truckload.org to learn more. 

I’d be remiss if I didn’t mention in my comments before closing how appreciative TCA is for the stellar turnout and 

engagement we experienced in Orlando for the annual meeting, Truckload 2023. We thank you for your support! 

We hope you felt ours throughout. 

Thank you, 

Jim Ward 

TCA MAY/JUNE 2023 www.Truckload.org | TRUCKLOAD AUTHORITY 3

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CHAIRMAN OF THE BOARD 

David Williams, Senior VP - Equipment & Gov’t Affairs 

Knight-Swift Transportation 

PRESIDENT 

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jward@truckload.org 

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zgambill@truckload.org 

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kbowles@truckload.org 

FIRST VICE CHAIR 

Karen Smerchek, President 

Veriha Trucking, Inc. 

SECRETARY 

Mark Seymour 

President/CEO 

Kriska Transportation Group 

VICE CHAIR TO ATA 

Ed Nagle, President 

Nagle Toledo, Inc. 

Adam Blanchard, CEO 

Double Diamond Transport 

Amber Edmondson 

President/CEO 

Trailiner Corp. 

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PRESIDENT’S PURVIEW 

Shaping the Path to Zero Emissions 

with Jim Ward | 3 

LEGISLATIVE UPDATE 

Finale for the FET? | 6 

Better Together | 8 

Capitol Recap | 10 

TRACKING THE TRENDS 

Good Foundation | 16 

Constantly Evolving | 18 

A CHAT WITH THE CHAIRMAN 

Focused on the Issues 

with Dave Williams | 20 

TALKING TCA 

Those Who Deliver with 

Brown Dog Carriers & Logistics | 26 

Next Gen Executives 

with Luke Subler | 28 

Truckload 2023: Orlando | 30 

Chairman of the Board | 32 

Best Fleets to Drive For | 34 

Fleet Safety Awards | 35 

Highway Angel of the Year | 36 

Drivers of the Year | 37 

Past Chairmen’s Award | 38 

Chairman’s Choice | 39 

In the Midst of Change | 40 

Highway Angels | 42 

New Members | 46 

Looking Forward | 46 

MAY/JUNE 2023 

THE 

R 

O 

AD 

M 

A 

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TCA MAY/JUNE 2023 www.Truckload.org | Truckload Authority 5

government affairs 

Finale 

for the 

fet? 

Repealing 

century-old 

excise tax would 

be ‘step forward’ 

for trucking 

By John Worthen 


Sponsored by 

A 

bill has been filed in Congress to appeal the 

federal excise tax, commonly known as the 

FET, on the purchase of new big rigs — a 

move that’s heralded in the trucking industry 

as a major step forward. 

The Modern Clean and Safe Trucks Act of 2023 was introduced 

in both the House and Senate earlier this year by 

a bipartisan coalition of representatives and senators, led 

by Reps. Doug LaMalfa (R-CA), Chris Pappas (D-NH), Earl 

Blumenauer (D-OR), and Darin LaHood (R-IL) in the House, 

and Sens. Ben Cardin (D-MD) and Todd Young (I-PA) in the 

Senate. 

The federal excise tax on purchases of new trucks adds, 

on average, nearly $25,000 to the cost of new equipment, 

slowing deployment of safer and more environmentally 

friendly vehicles, according to trucking industry leaders. 

It’s a tax that Adam Blanchard, co-founder and CEO of 

Double Diamond Transport, Inc., describes as “outdated.” 

“It disproportionately impacts certain segments of industry,” 

Blanchard said. “There is better way to get funds into 

the Highway Trust Fund than this tax. It’s difficult, especially 

at a time, too, when equipment costs have gone up 50% 

year over year, and when you tack on this tax, it hammers 

our ability to afford equipment. 

“Smaller fleets don’t have the same purchasing power as 

larger fleets,” he continued. “It certainly is a regressive tax 

that needs to be eliminated.” 

The FET, enacted more than a century ago, was initially 

designed to support American troops during World War I. 

The 12% tax on trucks is the highest-percentage excise tax 

levied on any product, according to the American Trucking 

Associations. This added expense acts as an impediment to 

creating jobs, reducing emissions, and improving highway 

safety. 

“The current federal excise tax has become a barrier to 

our progress in encouraging cleaner and greener technology,” 

Sen. Cardin said. “I am proud to support tax policy 

that enables Maryland manufacturers to innovate and deploy 

cleaner and safer technologies in our trucking industry. 

Our legislation will spur growth and competitiveness while 

making our roads safer and less polluted.” 

Albert Gore, executive director of the Zero Emission Transportation 

Association, says the tax harms American truckers 

and fleet operators by inflating the cost of heavy-duty trucks 

and limiting access to the many economic and public health 

benefits that come with transportation electrification. 

“Medium and heavy-duty trucks account for 24% of all 

transportation carbon emissions in the U.S. but represent 

only 4% of vehicles on the road,” Gore said. “It is time to accelerate 

our movement towards modernized transportation 

fleets, and we must enable our nation’s fleet operators and 

truckers to join in this effort.” 

Steve Bassett, immediate past chairman of American 

Medium and heavy-duty trucks 

account for 24% of all transportation 

carbon emissions in the U.S. but represent 

only 4% of vehicles on the road.” 

— Albert Gore 

executive director 

Zero Emission Transportation Association 

Truck Dealers (ATD) and dealer principal of General Truck 

Sales in Muncie, Indiana, said, “Indiana truck dealers commend 

Sen. Young for his leadership on this important legislation. 

Repealing the 106-year-old federal excise tax on 

heavy-duty trucks helps keep America competitive and is 

key to turning over an aging truck fleet.” 

Back in Congress, Pappas said, “As a small business 

owner, I know just how challenging it can be to operate a 

business, and every potential saving we can deliver makes 

a difference. Cutting the federal excise tax on heavy trucks 

and trailers will help America’s Main Street economy grow, 

address supply chain challenges and shortages and lower 

costs for essential items that families need, including groceries 

and gas.” 

Pappas further stated that the legislation “will also support 

the adoption of newer, safer, and cleaner trucks that 

reduce our dependence on foreign energy. I urge leaders in 

Congress to take up our bipartisan bill, and act to provide 

immediate relief to small businesses and consumers alike.” 

LaMalfa said that regulators want to shift operators from 

older trucks to newer models — but on the other hand, the 

tax penalizes them for trying to update their equipment. 

“Repealing the 12% federal excise tax on heavy trucks 

and trailers will help all businesses reduce costs, address 

supply chain challenges and lower costs for essential goods 

for families, especially in rural areas,” LaMalfa said. “The 

federal excise tax has outlived its original purpose by more 

than a century.” 

LaMalfa said truckers are “an essential cornerstone in 

our supply chain, yet the tax code disincentivizes them from 

purchasing the most up-to-date equipment.” 

“I’m urging Congress to support this common-sense, bipartisan 

bill and drop the burdensome tax preventing our 

truck drivers from having the most modern, highest technology, 

and safest equipment on the road,” LaMalfa concluded. 

Scott McCandless, chairman of ATD and president of Mc- 

Candless Truck Center LLC of Aurora, Colorado, notes that 

nearly half of America’s trucking fleet is over 10 years old. 

“Repealing the federal excise tax will be a giant step toward 

achieving our national goal of turning over America’s 

aging truck fleet,” he said. 


government affairs 

BETTER TOGETHER 

Industry coalition working to 

pave the road to clean energy 

By Kris Rutherford 

Despite political squabbling on both national 

and international scales, it is becoming 

increasingly clear that clean energy will play a 

major role in the future of the global economy 

as well as in the health of the environment. In 

addition, as technologies advance — and with 

tax levies sure to come for those who don’t climb aboard 

the clean energy bandwagon — finding alternatives to fossil 

fuels will likely become less expensive. 

For trucking, clean energy is not a matter of “if”; rather, it 

is question of “when.” 

In March, leaders in the trucking industry made a formal 

commitment to clean energy with the launch of the Clean 

Freight Coalition (CFC). 

The Truckload Carriers Association (TCA), along with the 

American Trucking Associations (ATA); the American Truck 

Dealers, a division of the National Automobile Dealers Association; 

National Tank Truck Carriers; and the Truck & Engine 

Manufacturers Association are the founding members of the 

coalition, and the National Motor Freight Traffic Association 

was quick to jump on board. 

The CFC represents motor carriers of every size and in 

every sector, along with truck manufacturers and truck 

dealers. Together, these industry stakeholders hope to better 

pave the way for zero-emissions heavy-duty transport 

vehicles. 

Jim Mullen will serve as CFC’s executive director. Mullen 

has extensive regulatory, legislative, and legal experience 

within the industry, having previously served as acting administrator 

and chief counsel for the Federal Motor Carrier 

Safety Administration, chief administrative and legal officer 

of a publicly traded autonomous truck developer, and general 

counsel for a large publicly traded truck company. 

“Trucking is the backbone of our economy and critical to 

the nation’s supply chain. It is an honor to lead the CFC in its 

pursuit to get to zero emissions in a responsible and feasible 

manner,” Mullen noted. 

TCA President Jim Ward voiced his industry’s dedication 

to clean energy. 

“Truckload has long been on the road to zero — embracing 

new advancements in emissions-reducing technology 

and critical improvements to infrastructure,” he shared. 

“The key to our shared success will be in establishing a realistic 

time line and multiple-solution approach that ensures 

productivity for drivers and reliability within the supply 

chain for consumers.” 

The CFC is committed to adjusting the motor freight industry 

to take advantage of new and developing technologies 

and participate in policy making — rather than trying to 

make clean energy fit the needs of the industry. 

“For this to happen, we need carrier involvement in all stages 

of the testing process to help identify operational challenges 

on the ground,” Ward said. “All modes of our industry stand 

ready to work together to prepare for this essential transition.” 

Specifically, the three-part mission of the organization 

includes educating policymakers on the progress the trucking 

industry has already made in reducing emissions and 

protecting the environment; promoting work that’s underway 

to reduce greenhouse gas emissions from freight transportation; 

and advocating for public policies that transition 

Sponsored by TCI Business Capital / TCICapital.com / 800.707.4845 


toward a zero-emission future while ensuring affordable 

and reliable freight transportation protecting the nation’s 

energy supply. 

The CFC website notes, “As the trucking industry’s 

essential role in the economy continues to grow, our environmental 

footprint continues to shrink.” For example, 

today’s trucks emit 98% less nitrogen oxide and particulate 

matter than those manufactured just 35 years ago; 

it takes 60 modern trucks to emit the pollutants of one 

truck manufactured in 1988. Other accomplishments include 

the virtual elimination of all sulfur oxide emissions 

in the last 17 years. 

In partnership with the U.S. Environmental Protection 

Agency (EPA), over the past eight years freight carriers 

worked closely with the U.S. Department of Transportation 

on both Phase 1 and Phase 2 regulations to reduce greenhouse 

emissions. These regulations are expected to reduce 

carbon dioxide emissions by 1.37 billion metric tons 

and reduce oil consumption by over 2.5 billion barrels. 

Also in partnership with the EPA, the industry created 

the voluntary SmartWay program in 2004. The program 

and its participants cut carbon dioxide emissions by 152 

million metric tons and saved 357 million barrels of oil. 

The CFC notes that the cuts represented, in terms of electricity, 

the amount of energy used in 23 million homes. 

The CFC partners acknowledge that the transition to 

zero-emissions won’t be an easy one. The coalition notes 

that full electrification of the U.S. vehicle fleet will require 

40% of the nation’s electricity generation, and — depending 

on the state — up to 60% of existing electricity will be 

required. This is no small feat, and it will take a combination 

of many types of power sources to make up the difference. 

Solar, wind, hydroelectric, and biofuels are just 

a few of the existing energy sources that will be tapped. 

Success relies on a careful process, taking into consideration 

important factors such as cost parity, market 

incentives, infrastructure, and access to a variety of 

scarce natural resources. 

According to the CFC website, national standards that 

are technology neutral will be required to achieve the zero-emissions 

goal — and those standards must empower 

innovation and enable the industry to plan and invest 

in its future. From the standpoint of government, policies 

and programs must provide sufficient lead time, create 

regulatory stability for consumers and manufacturers, 

and support necessary infrastructure development. 

Success also depends on the joint efforts of every industry 

partner within the CFC, as well as those who have 

yet to join. Zero emissions is a lofty goal, but with a 

unified industry and government agencies both focused 

on the same end, the means will follow, and the road to 

clean energy in the freight industry may set a standard 

for the rest of the world to follow. 

“The trucking industry starts with ‘Yes,’ as we’ve demonstrated 

through massive emission reductions over the 

last three decades,” said ATA President and CEO Chris 

Spear. “To get to zero, we have to be honest and transparent 

about the road ahead. Success depends on a national 

energy strategy that is inclusive of our industry — the 

most central and critical link in the supply chain.” 

TCA MAY/JUNE 2023 9

CAPITOL recap 

A REVIEW OF IMPORTANT NEWS, LEGISLATION, AND REGULATIONS IMPACTING THE TRUCKING INDUSTRY 

Compiled by Linda Garner-Bunch and John Worthen 

The Commercial Vehicle Safety Alliance’s new out-of-service regulations are now in effect ahead of the agency’s International Roadcheck 

event, scheduled for May 16-18. Meanwhile, the White House is set to review a proposed plan to require automatic emergency braking 

on big trucks. Also in Washington, the National Highway Traffic Safety Administration reports that traffic deaths were up in 2021. 

In Congress, there are efforts to reconsider tax credits to address the truck driver shortage, which was only amplified by the COVID-19 

pandemic. Find out about these issues, along with other news affecting the trucking industry, on the following pages. 

White House reviewing proposal to require 

automatic emergency braking on big rigs 

The White House is now reviewing a National Highway Traffic Safety 

Administration (NHTSA) proposal to require automatic emergency 

braking (AEB) systems on heavy trucks. 

The president’s office must approve the proposal before it can be 

published in the Federal Register, where it will receive public comment 

before regulators decide whether it should become law. 

“This joint rulemaking of the NHTSA and Federal Motor Carrier administration 

will be seeking comments on a proposal to require and/ 

or standardize equipment performance for AEB systems on heavy 

trucks (2127-AM36),” a federal report filed with the Office of Information 

and Regulatory Affairs notes. “The rulemaking is expected 

to propose performance standards and motor carrier maintenance 

requirements for AEB systems on heavy trucks and accompanying 

test procedures for measuring the performance of the AEB systems 

in NHTSA compliance testing.” 

The Insurance Institute for Highway Safety (IIHS), a research group 

supported by auto insurers, found in a 2020 study that automatic 

emergency braking and forward collision warnings could prevent 

more than 40% of crashes in which semis rear-end other vehicles. 

The study found that when rear collisions happened, the systems cut 

speeds by more than half, reducing damage and injuries. 

NHTSA had proposed a regulation on automatic emergency braking 

in 2015, but it languished in the regulatory process. 

In 2016, NHTSA brokered a deal with 20 automakers representing 

99% of U.S. new passenger vehicle sales to voluntarily make automatic 

emergency braking standard on all models by September 1, 

2022. However, that deal did not apply to big rigs. 

The Owner-Operator Independent Drivers Association, in its publication 

LandLine, recently quoted OOIDA’s director of federal affairs, 

Jay Grimes, on the issue. 

“We certainly have concerns about AEB technology and how it will 

work in certain driving conditions, most notably at night,” Grimes 

said. “We want to make sure these systems are not giving off false 

alarms and false detections that distract drivers and take the control 

out of their hands.” 

IIHS STUDY 

Equipping large trucks with forward collision warning and AEB 

systems could eliminate more than two out of five crashes in which 

A study by the Insurance Institute for Highway Safety showed that automatic emergency 

braking and forward collision warnings could prevent more than 40% of crashes in which 

semis rear-end other vehicles. 

a large truck rear-ends another vehicle, according to the IIHS study. 

Eric Teoh, director of statistical services for IIHS, examined data on 

crashes per vehicle mile traveled from 62 carriers operating tractortrailers 

and other trucks weighing at least 33,000 pounds. He found 

that trucks equipped with forward collision warning had 22% fewer 

crashes, while trucks with AEB had 12% fewer crashes than those 

without either technology. Forward collision warning and AEB reduced 

rear-end crashes, the specific type of collision they’re designed 

to prevent, by 44% and 41%, respectively. 

Although drivers of large trucks crash less often per mile traveled, 

these trucks can be especially deadly because they can weigh 20 to 

30 times as much as passenger vehicles. U.S. crashes involving large 

trucks have risen by nearly a third since hitting an all-time low in 

2009, with 4,136 people killed in 2018. Among those fatalities, 119 

deaths resulted from large trucks rear-ending passenger vehicles. 

Overall, Teoh’s study covered about 2,000 crashes that occurred 

SEE BRAKES, PAGE 11 



CAPITOL recap 

CVSA’s 2023 Out-of-Service Criteria now in effect 

The Commercial Vehicle Safety Alliance’s (CVSA) 2023 North American 

Standard Out-of-Service Criteria went into effect April 1, 2023, replacing 

and superseding all previous versions, according to a CVSA news release. 

“CVSA’s North American Standard Out-of-Service Criteria ensure uniformity, 

consistency, and reciprocity among the states, provinces, territories 

and countries and determine whether or not drivers or vehicles 

present an imminent hazard and should be placed out of service,” the 

news release stated. “The federal regulations, together with CVSA’s out-ofservice 

criteria, provide the standards that drivers, motor carriers and law 

enforcement personnel use to ensure the commercial motor vehicles and 

drivers operating on North America’s roadways are safe and compliant.” 

The voting members of the CVSA approved nine changes to the outof-service 

criteria. In accordance with the CVSA Bylaws, the proposed 

changes were communicated to the voting members of the CVSA on 

Oct. 10, 2022, and ratified on Oct. 21, 2022. The out-of-service criteria 

are updated annually, effective April 1 of each year. 

The following changes were made to the out-of-service criteria: 

• A section of the paragraph in Part I, Item 4. DRIVER MEDICAL/ 

PHYSICAL REQUIREMENTS – b. Medical Certificate (4) was removed 

to provide more clarity. 

• Part I, Item 7. DRUGS AND OTHER SUBSTANCES – b. Shall Not be 

Under the Influence was amended to add language for use within the 

previous 24 hours. 

• Part I, Item 9. U.S./Item 10. CANADA/Item 11. MEXICO – DRIVER’S 

RECORD OF DUTY STATUS was amended to clarify the out-of-service 

condition for a false record of duty status. 

• Part I, Item 9. DRIVER’S RECORD OF DUTY STATUS – U.S. – Footnote 

10 was amended to clarify that a driver is not out of service for not 

being able to print or sign their record of duty status. 

• The severity of rust required on a rotor to be included in the 20% 

brake criterion was clarified in Part II, Item 1. BRAKE SYSTEMS – a. Defective 

Brakes, (6) Air Disc Brakes (d), (7) Hydraulic and Electric Brakes 

The Commercial Vehicle Safety Alliance has enacted changes to its out-of-service criteria. 

(e) and b. Front Steering Axle(s) Brakes, (3) Air Disc Brakes (e), (4) 

Hydraulic Brakes (e). 

• Part II, Item 2. CARGO SECUREMENT – e. (3) and f. NOTE was 

amended to clarify that there is nothing in the Federal Motor Carrier 

Safety Regulations or National Safety Code Standard 10 dictating the 

placement of tiedowns on cargo. 

• “To Be On” was added to the title of Part II, Item 9. LIGHTING DE- 

VICES (Headlamps, Tail Lamps, Stop Lamps, Turn Signals and Lamp/ 

Flags on Projecting Loads), a. When Lights are Required. 

• Clarifying language for spring hangers and equalizers was added 

to Part II, Item 11. SUSPENSION – d. Suspension Connecting Rod and 

Tracking Component Assembly. 

• A diagram was added to Part II, Item 11. SUSPENSION – d. Suspension 

Connecting Rod and Tracking Component Assembly for further 

clarification of parts and how they apply to the out-of-service criteria. 

BRAKES, FROM PAGE 10 

over more than 2 billion vehicle miles traveled 

during 2017-2019. The analysis excluded incidents 

that weren’t serious enough to result 

in injury or significant property damage. 

“This study provides evidence that forward 

collision warning and AEB greatly reduce 

crash risk for tractor-trailers and other 

large trucks,” Teoh said. “That’s important 

information for trucking companies and drivers 

who are weighing the costs and benefits 

of these options on their next vehicles.” 

Front crash prevention systems use cameras, 

radar, or other sensors to monitor the 

roadway ahead. Some include only forward 

collision warning, which alerts the driver to 

obstacles in the roadway. AEB systems go 

further, automatically applying the brakes to 

prevent a collision or reduce its severity. The 

European Union has required AEB with forward 

collision warning on most new heavy 

trucks since November 2013. The number of 

large trucks equipped with AEB is increasing, 

but there have been few studies of its effect 

on crash rates. 

In the large-truck study, Teoh compared 

trucks from the same carriers that were 

equipped with forward collision warning 

alone, AEB and no front crash prevention at 

all (AEB systems generally include forward 

collision warning too). 

For the first time, the IIHS drew on data 

compiled by SmartDrive Systems, a videobased 

safety program for commercial fleets. 

SmartDrive was able to determine which trucks 

were equipped with forward collision warning 

and AEB and collect detailed information about 

crashes. Using data collected by a third party 

helped to minimize data differences among 

carriers that might have influenced the results. 

The similar benefits of forward collision 

warning and AEB that Teoh observed for rearend 

crashes were unexpected, since studies 

of passenger vehicles have shown AEB to be 

much more effective than systems that only 

issue warnings. These findings could reflect 

differences in how and by whom trucks and 

passenger vehicles are driven; or the differences 

could be connected to variations among 

the specific systems used by each carrier. 

The study indicated AEB and forward collision 

warning are both likely to have benefits 

beyond a reduction in crashes. Some 

crashes that aren’t prevented by the systems 

are made less severe, thanks to a reduction 

in impact speed. This is true whether it’s the 

automated system applying the brakes or a 

human driver who has more time to react 

because of a warning. 

In reviewing the trucks that rear-ended 

other vehicles, Teoh found that either system 

resulted in speed reductions of more than 

50% between the warning or automatic braking 

and the impact. 

“The potential benefits are great enough 

that these crash avoidance systems should 

be standard equipment on all new large 

trucks,” said IIHS President David Harkey. 


CAPITOL recap 

CVSA’s International Roadcheck set for May 16-18 

It’s almost here: The Commercial Vehicle 

Safety Alliance’s (CVSA) 2023 International 

Roadcheck is set for May 16-18. International 

Roadcheck is a high-visibility, highvolume 

72-hour inspection and enforcement 

event where CVSA-certified inspectors in 

Canada, Mexico, and the U.S. conduct inspections 

of commercial motor vehicles and 

drivers at weigh/inspection stations, designated 

inspection areas, and along roadways. 

This year, inspectors will focus on antilock 

braking systems (ABS) and cargo securement 

to highlight the importance of 

those aspects of vehicle safety, according to 

the CVSA. 

Although ABS violations are not out-ofservice 

violations, the CVSA notes that “ABS 

play a critical role in reducing the risk of collisions 

by preventing the wheels from locking 

up or skidding, allowing a driver to maintain 

control of the vehicle while braking. In 

addition, improper cargo securement poses 

a serious risk to drivers and other motorists 

by adversely affecting the vehicle’s maneuverability, 

or worse, causing unsecured 

loads to fall, resulting in traffic hazards and 

vehicle collisions.” 

During the International Roadcheck, inspectors 

will conduct their usual roadside 

safety inspections of commercial motor 

vehicles and drivers. Data will be gathered 

during the three-day period and shared later 

During this year’s International Roadcheck, slated for May 

16-18, Commercial Vehicle Safety Alliance inspectors 

will be focusing on anti-lock braking systems and cargo 

securement. 

this year as a snapshot of the state of commercial 

motor vehicle and driver safety. 

The International Roadcheck also provides 

an opportunity to educate the motor 

carrier industry and general public about 

the importance of safe commercial motor 

vehicle operations and the North American 

Standard Inspection Program. 

During a routine North American Standard 

Level I Inspection, inspectors focus on both 

vehicle and driver safety and compliance. 

• Vehicle safety: Inspectors will ensure 

the vehicle’s brake systems, cargo securement, 

coupling devices, driveline/driveshaft 

components, driver’s seat, fuel and 

exhaust systems, frames, lighting devices, 

steering mechanisms, suspensions, tires, 

wheels, rims, hubs, and windshield wipers 

are compliant with regulations. Inspections 

of motorcoaches, passenger vans and other 

passenger-carrying vehicles also include 

emergency exits, seating, and electrical cables 

and systems in the engine and battery 

compartments. 

• Driver safety: Inspectors will check the 

driver’s operating credentials, hours-of-service 

documentation, status in the Drug and 

Alcohol Clearinghouse, and seat belt usage, 

and watch for signs of alcohol and/or drug 

impairment. 

Vehicles that successfully pass a Level I or 

Level V Inspection without any critical vehicle 

inspection item violations may receive a 

CVSA decal, which is valid for three months. 

If the inspector does identify critical vehicle 

inspection item violations, as outlined in the 

North American Standard Out-of-Service 

Criteria, the vehicle will be restricted from 

operating until the identified out-of-service 

conditions have been corrected. Inspectors 

may also restrict the driver from operating 

if the driver is found to have driver out-ofservice 

violations, such as not possessing a 

valid or necessary operating license or exhibiting 

signs of impairment. 

Distraction, speeding, alcohol drive up traffic 

deaths in 2021, NHTSA reports show 

Statistics from the National Highway Traffic Safety Administration 

(NHTSA) show nearly 43,000 people died in U.S. traffic crashes in 

2021, the highest number in 16 years, with deaths due to speeding 

and impaired or distracted driving on the rise. 

The final figures for 2021, released in April, confirmed earlier estimates 

by the agency showing a 10.5% increase in deaths over 2020. 

That’s the highest number since 2005 —and the largest percentage 

increase since 1975. 

Data shows a 12% rise in fatal crashes involving at least one distracted 

driver, with 3,522 people killed. That prompted the agency to 

kick off a $5 million advertising campaign in an effort to keep drivers 

focused on the road. Agency officials said such cases likely are 

underreported by police. 

Speeding-related deaths increased 7.9%, while crash deaths involving 

large trucks weighing more than 10,000 pounds were up 

SEE DISTRACTED, PAGE 13 

Nearly 43,000 people died in U.S. traffic crashes in 2021, with deaths due to speeding and 

impaired or distracted driving on the rise. 



DISTRACTED, FROM PAGE 12 

CAPITOL recap 

17%. The number of pedestrians killed rose 

13%, and cyclist fatalities were up 2% for 

the year. The number of unbelted passengers 

killed rose 8.1%, while fatalities involving 

alcohol-impaired driving were up 14%. 

At a news conference held in Seattle April 

3, NHTSA focused on distracted driving fatalities, 

which speakers said are entirely preventable 

— if drivers stop using cellphones, 

eating, or doing other things that divert attention 

from the road. 

“Remember it only takes a moment to 

change your life forever,” said Sophie Shulman, 

NHTSA deputy administrator. 

Steve Kiefer, a retired General Motors executive 

whose son, Mitchel Kiefer, was killed 

in a 2016 distracted driving crash, said cellphones 

are a primary cause of distraction. 

But technology is available to prevent this, 

including “do not disturb” modes, as well as 

apps and in-car systems that watch drivers 

to make sure they’re paying attention. 

“All of this technology is available today, 

and there’s no reason we can’t use it and roll 

it out quickly,” Kiefer said. 

Distracted driving deaths are related to 

America’s addiction to cellphones, said 

Kiefer, who started a foundation with a goal 

of ending distracted driving. He said 90% of 

people are aware of the danger of distracted 

driving, yet 80% admit to doing it. In 25 

states with laws against hand-held cellphone 

use, traffic deaths, crashes and insurance 

rates have dropped, he said. 

“We believe that legislation will change behavior,” 

Kiefer said. 

Kiefer’s son was killed while driving on Interstate 

96 when traffic slowed and his car 

was hit from behind by a driver who was distracted 

by her phone. His car was knocked 

across the median and into oncoming traffic, 

where he was killed instantly. The crash was 

not reported as involving a distracted driver, 

illustrating how distracted driving deaths are 

underreported, Kiefer said. 

Part of the increase in crash deaths is due 

to people driving more as the COVID-19 pandemic 

waned. NHTSA reported that the fatality 

rate per 100 million vehicle miles traveled 

increased 2.2% to 1.37 in 2021. NHTSA also 

estimates that 2.5 million people were injured 

in crashes during 2021, up 9.4% from 

2020. 

NHTSA estimates that 31,785 people were 

killed in crashes from January through September 

of 2022, down 0.2% from the same 

period of 2021. 

Truckload Authority 13 

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CAPITOL recap 

Safest roads for truck drivers are in 

Michigan, new study notes 

Michigan highways are the safest in the 

nation for truck drivers, according to a new 

study conducted by transportation services 

company Simplex. 

Using 2022 data from the National Highway 

Traffic Safety Administration (NHTSA), the 

survey also found that Vermont is the second 

safest state for truck drivers, followed by Hawaii. 

Wyoming was ranked as the least-safe 

state, followed by Idaho and Nebraska. 

The study measured the percentage of large 

trucks involved in fatal crashes in 2022 compared 

to all fatal vehicle crashes per state to 

declare the state with the least percentage of 

truck incidents as the safest for truck drivers. 

Michigan was revealed as the safest state 

for truck drivers on the road, with just 4.72% 

of its fatal crashes involving large trucks. The 

state recorded 1,567 vehicles involved in lifethreatening 

crashes, and 74 large truck crashes 

were recorded by the NHTSA. According to 

the Michigan Department of Transportation, 

road fatalities fell by 2.9% between 2018 and 

2022, with serious injuries lowered by 10.6%. 

Vermont is the second safest state for 

truck drivers, with 5% of fatal vehicle crashes 

involving large trucks. Although Vermont recorded 

80 vehicles involved in life-threatening 

crashes, four large trucks were associated 

with these incidents in 2022. In third place is 

Hawaii, with a 5.26% of fatal vehicle crashes 

involving a truck in the 12-month period. The 

state recorded 114 vehicles associated with 

life-endangering crashes on Hawaii’s roads, 

six of which involved large trucks. 

Michigan has been named by a new study as the safest state for truck drivers. 

The fourth safest state road for truck drivers 

is Delaware, with 5.56% of fatal vehicle crashes 

involving a truck. The state saw 162 vehicles 

associated with life-threatening crashes, 

and nine including large trucks. In fifth place 

is Massachusetts, showing a 5.74% truckinvolved 

fatal crash rate. The report shows 

488 drivers using this state’s roads have been 

involved in a life-endangering crash in 2022; 

28 of them were truck drivers. 

Wyoming proves to be the least-safe state 

for truck drivers, with 33% of the state’s 174 

fatal vehicle crashes involving large trucks. 

This equates to 18.97% of the state’s total 

crashes involving large trucks. 

Following behind is Idaho with 16.33%, with 

49 out of 300 vehicles associated with a lifethreatening 

crash involving trucks. Nebraska 

is the third least-safe state for truck drivers, 

with a 15.92% truck-involved fatal crash rate 

in 2022. This translates to 53 large trucks out 

of 333 vehicles. Iowa is the fourth dangerous 

state for truck drivers, with 14.35% of fatal 

2022 vehicle crashes involving a truck, translating 

to 67 large trucks out of 467 vehicles. 

North Dakota has the fifth least-safe roads 

for truck drivers, with 13.24% of fatal vehicle 

crashes involving a large truck in 2022, equating 

to 18 out of 136 vehicles. 

“This research offers an interesting insight 

into which states are nearing the goal of making 

roads safer for truck drivers. It also highlights 

the states that might need to consider 

implementing more truck-safe road systems 

for drivers,” noted a Simplex spokesperson. 

“According to the NHTSA, there have been 

4,842 large trucks involved in fatal crashes in 

the past year, so this study could alert truck 

drivers to prepare better when journeying in 

these particular states.” 

Truck driver wages remain on the upswing 

According to the National Transportation Institute’s (NTI) National 

Driver Wage Index, which measures on a quarter-sequential and annual 

basis the momentum of driver pay changes and tracks wages 

(mileage and hourly base pay) across segments, fleet type, region, and 

driver job type, the pay scale has seen growth over the past 13 years. 

“Wage momentum has never turned negative since the Great Recession,” 

the NTI report notes. “Starting in 2010, every year over the past 

13 has seen growth in the wages fleets are paying professional drivers. 

That’s through the mini freight recession in 2016 and 2017, the economic 

upswing and capacity crunch in 2018, the correction cycle of 2019, and 

then the oscillating economic cycles of the COVID and post-COVID era.” 

A 2022 survey conducted by the American Trucking Associations 

SEE PAY, PAGE 15 

Truck driver wages have remained solid over the past decade, with employee drivers who 

work for private carriers earning an estimated median amount of $85,000 in 2021. 



CAPITOL recap 

Congress to reconsider tax credits to address 

truck driver shortage 

According to industry analysts, the U.S. faces a shortage of truck 

drivers, and steps have already been taken to address the issue. The 

industry has engaged in an effort to make the career field appealing 

to an under-represented segment of the nation’s workforce in recent 

years through recruiting more female drivers. In addition, the National 

Transportation Safety Board has been considering lowering 

the qualifying age for interstate drivers — particularly those with 

military driving experience — for some time. 

The COVID-19 pandemic only amplified the shortages and the 

pressing need to recruit more truck drivers. 

“During the pandemic, truckers didn’t have any remote options 

— yet they went to work every single day to keep our economy 

moving and our communities strong,” said Rep. Abigail Spanberger 

(D-VA). With the support of co-sponsor Rep. Mike Gallagher (R- 

WI), a new round of legislation is making its way through the halls 

of Congress, which will hopefully make careers in trucking more 

appealing to the workforce. 

And this time, Congress is putting its money where its mouth is. 

In early April, the bipartisan Strengthening Supply Chains 

through Truck Driver Incentives Act was reintroduced to Congress 

after failing to gain traction in 2022. The co-sponsors developed 

the legislation to provide financial incentives to qualified drivers 

through refundable tax credits. The credits are intended to make 

truck driving a more lucrative career — one that is more appealing 

to new drivers, and one that can retain those who have already 

chosen trucking as a career. 

The bill’s provisions for tax credits address three areas. 

• First, it will create a new refundable credit of up to $7,500 for 

Class A CDL drivers who log at least 1,900 hours during the year 

(an average of about 37 hours per week). The credit is planned for 

two years (2023 and 2024). 

• Second, a new refundable credit of up to $10,000 would apply 

to new drivers or prospective drivers enrolled in a registered trucking 

apprenticeship (also for 2023 and 2024). 

• Finally, the bill will allow new drivers to be eligible for the credit 

if they did not drive a commercial truck in the previous year or drive 

at least 1,420 hours in the current year. New CDL holders who drive 

Congress is revisiting a bipartisan bill that would offer tax credits to truck drivers. 

less than 1,420 hours for the year — but at least an average of 40 

hours a week once they begin to drive professionally — would be 

eligible to receive a partial credit. 

According to Gallagher, passage of the bill would do more than 

simply increase the number of young men and women who consider 

trucking as a career path. 

“This bipartisan bill is a commonsense way to recruit and retain 

more drivers to keep our shelves stocked and our economy moving,” 

he said. 

The bill has been referred to the House Ways and Means Committee 

for consideration. 

PAY, FROM PAGE 14 

(ATA), which included 185 fleets, more 

than 135,000 employee drivers, and nearly 

20,000 independent contractors, with data 

broken down by for-hire truckload carriers, 

less-than-load carriers and private 

fleets, showed that truckload drivers were 

paid an estimated median annual amount 

of $69,687 in 2021, including salaries and 

bonuses but not benefits. 

This figure reflects an 18% increase in 

annual compensation from ATA’s 2019 

study and emphasizes the increase in demand 

for drivers in this sector. 

Independent contractors at truckload 

carriers performing non-drayage activities 

were paid an estimated median annual 

amount of $235,000 in 2021. 

More than 90% of truckload respondents 

raised driver pay in 2021, offering an average 

increase of 10.9%. A total of 96% 

truckload carriers offered a referral bonus 

to employee drivers with a median value of 

$1,150 — which is $150 higher than the 

last ATA survey indicated. 

This was in conjunction with a $750 increase 

in the median sign-on bonus offered 

by 54% of truckload carriers. 

Less-than-truckload drivers who hauled 

fright over-the-road were paid an estimated 

median amount of $73,000 in 2021. Lessthan-truckload 

employee drivers on local 

routes were paid an estimated median 

amount of $55,000 last year. 

Private carriers paid their employee drivers 

an estimated median amount of $85,000 in 

2021, the same value reported in our 2019 

study. Seventy-six percent of private carriers 

offered a referral bonus to employee drivers 

with a median amount of $1,150 — which is 

$250 higher than the last survey indicated. 

This was in conjunction with a $4,000 

spike in the median sign-on bonus offered 

by 76% of private carriers. 


Tracking The Trends 

GOOD FOUNDATION 

New ELDT requirements bringing younger, 

better-trained drivers to trucking 

By Cliff Abbott 

It’s no secret that the trucking industry has a few issues 

when it comes to finding — and keeping — qualified, 

safe, and reliable drivers. Properly training new 

drivers is the first step; however, training regulations 

were somewhat murky until fairly recently. 

The Entry-Level Driver Training (ELDT) final rule, which 

went into effect on February 7, 2022, finally brought some 

clarity to Federal Motor Carrier Safety Administration 

(FMCSA) input for training new drivers. 

“It’s a good framework,” said Martin Garsee, a member 

of the FMCSA’s Entry-Level Driver Training Advisory Committee 

(ELDTAC), who helped craft the ruling. “It’s one of 

the best things we ever did.” 

As director of transportation training at Houston Community 

College and executive director of the National 

Association of Publicly Funded Truck Driving Schools 

(NAPFTDS), Garsee knows a lot about driver training 

when it comes to what works and what doesn’t. 

When the FMCSA published its previous Entry-Level 

Driver Training rule (380.503) in May 2004, it was primarily 

a paper exercise. The required training subjects were 

few. No minimum number of training hours or standards 

for a passing grade were specified. Notably, there was 

no required training for what might seem to be the most 

important subject — the operation of a commercial motor 

vehicle (CMV). A certificate went in the driver’s file for 

verification. 

More importantly, carriers who wanted to verify the quality 

of training new recruits had received had few resources. 

A diploma might mean graduation from a college program 

or from a private school, ranging in training time from multiple 

weeks to a single day, often with corresponding quality. 

Some carriers were selective about which schools’ training 

they’d accept. Some required skills validation testing 


during orientation, and some simply trained their own drivers. 

In addition to increasing public safety, the newest ELDT 

rules should help validate that the training received by new 

drivers is, at the very least, consistent. Training entities must 

register with the FMCSA’s Training Provider Registry (TPR), 

and they must self-certify that they meet the requirements. 

Individual instructors aren’t required to register unless they’re 

providing the training privately, outside of any organization. 

CDL driver training now includes both theory and skills 

training in CMV operation, each requiring a certificate of 

successful completion to be on file in the TPR. Individual 

states must verify that the certificates 

are on file before administering 

written or skills CDL testing. 

Carriers can be more confident of 

the training received than in the 

past, but Garsee says he’d like to 

see a few improvements. 

One of his concerns is the selfcertification 

process for training 

providers. 

“It’s a ‘self-certification,’ and 

today there’s no enforcement 

that people are actually doing the 

right thing,” he explained. “In my 

opinion, it’s caused a lot of people 

to get into the industry that were 

not before and really have no 

background. For example, here in 

Houston, there are several companies 

that expanded their teenage 

driver education to include CDL.” 

An internet search for “one-day 

CDL training” reveals that those 

training providers with questionable 

certification haven’t gone 

away. Garsee believes a tweak to 

the self-certification requirement 

would help. Many states have agencies 

that oversee training schools, 

and some even issue licenses. 

“A simple exercise of having to 

put your state license number on the self-certification form 

would help verify compliance,” he explained. 

This is not the first time the FMCSA has needed time to 

develop an enforcement process after a rule went into effect; 

the current spate of electronic logging devices (ELDs) losing 

their certification is one example. These manufacturers selfcertified 

that their products met FMCSA standards — but 

those devices fell short when enforcement actions began. 

The lack of required training hours is also a concern for 

Garsee. Like many NAPFTDS member schools, Houston Community 

College followed a curriculum developed by the Professional 

Driver Training Institute (PDTI), which was allied with 

the Commercial Vehicle Training Association (CVTA) in 2020. 

“I was more of an hours person,” Garsee said. “I would have 

preferred they left the hours in there. But you know, that wasn’t 

our fight. OMB (office of management and budget) took it out.” 

The school’s curriculum hasn’t changed much, he noted. 

“We’ve had to tweak a few things,” he said, adding that 

skills training, for example, focused on the specific skills 

that the state tested for. Some types of docking weren’t on 

the state CDL exam but are listed in the ELDT curriculum. 

When the Truckload Authority team visited with North Little 

Rock, Arkansas-based Maverick Transportation, we found that 

entry-level training there hasn’t changed much either, according 

to Vice President of Safety and Driver Training Dean Newell. 

“We were pretty much above the requirements before the 

new standards were put in place,” Newell said. “We seem to 

keep the academy full with what we want to have.” 

Maverick isn’t the only driver trainer with full classes. 

“We just finished our 

(NAPFTDS) conference in Asheville, 

North Carolina, two weeks 

ago, Garsee said. “Most of our 

schools are booked three and 

four months out.” 

There’s good news about the 

aging driver demographic, too. 

“We had a discussion about 

that at our conference, and most 

people are seeing their demographics 

change considerably,” 

Garsee remarked. “In our group, 

probably in the range of about 10 

years or so younger.” 

A part of the youth movement 

may be attributable to COVID-19, 

he said. As businesses shut 

down for the pandemic, trucking 

was very much in the public eye. 

“I think the positive part of 

COVID has been that it brought a 

spotlight and renewed interest in 

trucking,” Garsee said. 

At Maverick, Newell wants to 

keep the trend going. 

“I believe we need to get to the 

potential drivers earlier in their 

career choices, i.e., high school 

job fairs etc.,” he said. “In reality, 

you can’t find enough electricians, 

plumbers, laborers of all types. They need to be educated 

on the fact that you can come out of the gate making a 

really good living and not be saddled with a bunch of debt.” 

To reach those younger drivers, Maverick is turning more 

to social media, including Facebook, Twitter, and other, than 

in the past, receiving numerous leads from various platforms, 

according to Newell. 

The latest ELDT rule may well be the right framework to improve 

training standards, once the bugs are worked out. The 

best schools were already following a curriculum that came 

close to or exceeded the new requirements, and those on the 

other end of the spectrum now have more guidance than ever 

before. In addition, the scenario of an owner-operator training 

a relative to drive still exists, with plenty of online training 

available for the theory portion of the required curriculum. 

With more and younger drivers attracted to the trucking 

industry, the timing of improved training requirements 

couldn’t be better. 


Tracking The Trends 

constantly 

EVOLVING 

Safety technology can improve driver 

performance, reduce carrier liability 

By Cliff Abbott 

As the trucking industry continues its march toward 

autonomy, it benefits from nearly every advance in 

technology taken by the developers. Products that could 

one day help bring about driverless freight transport are 

already helping carriers ensure that their drivers are as 

safe possible on the road. 

Some advanced driver-assistance systems (ADAS) 

are now standard on newer commercial vehicles, with 

improved versions being released and implemented 

frequently. 

When electronic control modules (ECUs) were incorporated 

into truck engines in the 1980s, the door to 

autonomy opened wide. Onboard diagnostics became 

possible. Advances in telemetry brought information to 

the home terminal long before the truck arrived. Early 

ADAS technology focused on warning the driver when 

a hazard was detected. Blind-spot monitors, along with 

lane-departure warnings and collision alerts evolved. 

Adaptive cruise control, stability control, lane-keeping 

assist and automatic emergency braking are now available 

on most trucks, and are standard on some models. 

Video technology has also evolved, from devices 

that allow carriers to see and record the view from the 

windshield to systems that record the area around the 

vehicle and inside the cab. In the latest evolution, artificial 

intelligence (AI) is being used by some vendors to 

identify which triggered events require review as well 

as identifying other events that don’t correspond to 

triggers, such as running a red light. 

These advances, however, come at a cost. New 

truck prices, maintenance costs, recruiting and training 

costs are all on the rise, and insurance rates have 

climbed steadily. The payback, of course, is in the performance 

of both the equipment and the driver. 

Is safety technology worth the price? 

In a September 2021 webinar jointly presented by the 

Federal Motor Carrier Safety Administration’s (FMCSA) 

“Tech-Celerate Now” program and Partners for Automated 

Vehicle Education (PAVE), Cargo Transporters 

vice president of safety Shawn Brown had this answer: 

“The real ROI is what it keeps you out of. It keeps you 

out of court; it keeps you out of paying settlements.” 

Andre Durocher, director of security and risk management 

with Lachine, Quebec-based Logistiques 

Trans-West, agreed. 

“I like to say, as a joke, that in the (United) States 


the national sport is not baseball, it’s suing,” he said. “So, 

trucking companies have to look ahead and, in an eventual 

trial, explain why we are using or not using such technology.” 

Use of safety technology alone, however, isn’t enough to 

achieve desired results. 

“The proactive carrier has found that employing this 

technology is not a scenario in which we could describe as 

a ‘set it and forget it,’” explained David Heller, senior vice 

president of safety and government affairs for the Truckload 

Carriers Association. “Carriers who employ this technology 

do so knowing that the uses go further than just a sound defensive 

position during litigation but also as an opportunity 

to coach their drivers to perform at a safer level.” 

Even without litigation, accidents drive up insurance and 

maintenance costs and impact retention and recruiting of 

new drivers. Customers are often concerned with carriers’ 

safety records, including CSA (compliance, safety, and accountability) 

scores, and when accidents occur, can be held 

liable for shipping with carriers that have poor safety records. 

During the FMCSA/PAVE webinar, Dean Newell, vice 

president of safety and driver training for Arkansas-based 

Maverick Transportation, said of the effectiveness of safety 

tech: “We believe in it; it’s our culture. We’ve been successful 

with it. Our stats prove that things are going in the right 

direction. We believe in the technology.” 

Another vote for safety tech came from Michael Lasko, 

director of EHS (environment, health, and safety) and quality 

for Boyle Transportation, a company he describes as an 

“early adopter” of ADAS. 

“These technologies have absolutely made an impact,” 

Lasko remarked. “We have achieved impressive results using 

a combination of hiring the right people, and deployment 

of technologies.” 

Durocher said that Trans-West tends to use “the latest 

equipment out there,” but cautioned that the amount of data 

collected by safety systems can be overwhelming. 

“I find that the greatest challenge is probably to choose 

what you’re going to use and why you’re going to use it,” 

he said. “Because otherwise I find that you almost need an 

army of people to check out the information.” 

A 40-year veteran of law-enforcement, Durocher also 

notes that it’s important to understand how the data applies 

to different situations 

“If a driver has, for example hard brakes at a certain rate, 

is he at risk more?” he asked. “If he is, let us correct those 

things before (an accident) happens.” 

Before intervention, says, more analysis might be needed. 

The bottom line is that the 

positive improvements to their 

driver safety performances will ultimately 

affect a carrier’s accident ratio and 

ensure that their freight can be delivered 

in a timely and safe manner.” 

— David Heller 

senior vice president of safety and government affairs 


“When I started in the business, I was looking at some 

drivers and I said, ‘My God, they’ve got a lot of hard 

brakes,” he shared, adding that it turned out that unsafe 

driving wasn’t the sole culprit. 

“We have two types of drivers — drivers that do the long 

hauls like to California, and we also have what we call city 

drivers,” he said, explaining that analysis of the data revealed 

which group had more hard-braking events. “They’re 

the city drivers who fight traffic constantly.” 

In-cab video recording devices have been widely accepted 

by the industry and by drivers … as long as the cameras 

are forward-facing. Drivers’ concerns about privacy, as well 

as regulations in some jurisdictions, have slowed sales of 

driver-facing units. 

The support that comes with the camera, such as video 

availability, is often more important to buyers than camera 

quality. 

Several vendors use AI to review driving actions, and 

some even determine whether to forward a video to carrier 

representatives. These AI systems can identify when 

events such as hard braking or swerving were justifiable 

based on traffic conditions — for example, if another vehicle 

suddenly changed lanes in front of the truck. They can 

also identify events that aren’t triggered by driving actions, 

such as driver fatigue or cellphone use. 

These systems can help carriers decipher the information 

collected and reduce the staff needed to review it. Some 

also offer standardized post-event driver training modules. 

As long as drivers are still necessary, the technology that 

helps keep everyone safe will continue to evolve. 

“The bottom line is that the positive improvements to 

their driver safety performances will ultimately affect a carrier’s 

accident ratio and ensure that their freight can be delivered 

in a timely and safe manner,” Heller said. 



FOCUSED 

on the 

ISSUES 

Foreword and interview by Linda Garner-Bunch 

During the closing banquet for Truckload 2023: Orlando, Dave 

Williams officially picked up the reins as chairman of the board 

for the Truckload Carriers Association (TCA). Williams first 

entered the trucking industry in college, landing a job in the shop 

at what was then Knight Transportation. Now, 31 years later, he 

serves as senior vice president of equipment and government 

relations for the same carrier, now known as Knight-Swift 

Transportation. An active member of the TCA for nearly a 

decade, Williams says he’s excited about the momentum the 

association is gaining on Capitol Hill and the value it provides to 

its members. As he accepted the role of chairman on March 7, 

Williams clearly outlined his goals for TCA as well as the 

trucking industry as a whole. During this first visit with Williams, 

the Truckload Authority team quickly discovered that Williams is 

intently focused on the issues faced by the trucking industry; in 

addition, he is dedicated to providing value to TCA’s members. 

On the following pages he shares his passion for the industry, 

along with a few of his goals for the coming year. 

Sponsored by Mcleod software / McLeodSoftware.com / 877.362.5363 


Sponsored by 



Outgoing Truckload Carriers Association Chairman John Elliott, left, applauded Dave Williams, senior vice president of equipment and government relations for Knight-Swift Transport as the association’s 

chairman for 2023-24 during the closing banquet of Truckload 2023: Orlando on March 7, 2023. 

Congratulations on picking up the reins as the chairman 

of the Truckload Carriers Association. What does this 

step mean to you, both personally and professionally? 

Serving as TCA Chairman is a tremendous responsibility. I feel strongly 

that each of us has an obligation to give back to the industry, and this is 

one of my opportunities. Fortunately for me, the TCA staff and the officers 

group are very strong and won’t let me get too far off track. 

What do you see as the most important issue facing the 

industry today? 

Truckload is such a wonderful and essential industry. But let’s be honest, 

it’s not for everyone … it’s a tough industry. It requires a tremendous 

amount of capital risk, with financial rewards that often don’t coincide with 

the amount of risk that is taken. That is a problem. 

I believe that one of our big issues is being able to spend less time 

locked into survival mode and spend more time understanding the driving 

factors that make it difficult to succeed in our industry. We should be 

spending more time asking ourselves what we want this industry to look 

like in five, 10, or 20 years. We have potentially transformational technologies 

and regulations that we are going to face over the next couple of years. 

We really need to make sure we are thinking clearly about our place in the 

economy and make sure that it works for us. 

TCA’s annual convention, Truckload 2023: Orlando, 

wrapped up just a few weeks ago. How would you describe 

this year’s event? 

It was a tremendous success! We have received a lot of positive feedback, 

and we are so grateful for all that attended. Special thanks to those 

who helped in any way. 

It takes an army of volunteers to pull off a good conference. Thank 

you all. We have really gone to great lengths in recent years to build fresh 

energy back into the convention by adding new elements, staying relevant 

with topics, bringing in high-quality learning opportunities, and listening 

to the feedback from our fleet and allied members. This is an evolutionary 

process where we hope to adapt to current needs and create a valuable 

experience for all. Our plan is to build on this year’s success and make it 

even better next year … no pressure right?! 

During your acceptance speech at the closing banquet 

at Truckload 2023: Orlando, you touched on the main 

points of your goals for the trucking industry and for 

TCA. Please explain those for the membership. 

Throughout much of my career, I would describe our industry as fairly 

reactive, and a bit resistant to change. When proposals for change came 

our way, our immediate response was more than likely to fight against 

them. This is not necessarily a bad thing, considering that many of the 

proposals weren’t that good! 

As we fast forward to today, the proposals are coming at us at light 

speed. We find ourselves under attack from every angle, and we need a 

new strategy. As part of that new strategy, we have an opportunity to reclaim 

the narrative and set our own agenda. An industry that ‘proactively 

polices’ itself can more effectively take the high ground and defend against 

well-intentioned, but misguided, proposals from outside groups. The key 

is being forward thinking and rallying around initiatives that will ultimately 

put the industry in a better position. 

In my remarks, I recommended creating initiatives around four areas: 

1. Improving the driving job. 

2. Improving safety. 

3. Improving the financial sustainability of trucking companies. 

4. Improving our tangible impact on air and water quality. 




During TCA’s 2023 convention, incoming chairman Dave Williams, left, visits with convention attendees during an outdoor reception held at the Gaylord Palms Resort in Orlando. 

I don’t think anyone in the industry wants bad jobs, more accidents, 

bankruptcies, or dirty air. These are all things we can agree on…no brainers. 

I proposed that it’s time to do something about it. We would then ask 

government agencies to support our goals rather than the other way around. 

We change the narrative. It starts with defining what we can do in each 

of those areas to really make an impact. Over the next few months, we are 

going to begin outlining how we go about getting some of these things 

done. I am excited and anxious to do this and would invite all who want to 

play a role in this process to let your voice be heard. 

What events and projects are on your calendar for the 

next three months? 

My other job with Knight-Swift Transportation is keeping me plenty 

busy, as we just announced our plan to acquire U.S. Xpress. Outside of that, 

I plan to spend a significant amount of time working with TCA members and 

staff on our issues in Washington, D.C. We have started putting together 

monthly visits for TCA members on Capitol Hill for those who are interested. 

I would recommend them to everyone, beginners and experts alike. 

These visits are not only critical in educating policy makers, but they also 

help TCA members realize how effective their voice can be in shaping policy. 

I also plan to attend the Safety and Security meetings in San Antonio 

in June, and the Refrigerated Meeting in July in Park City. No rest for the 

weary. 

As the incoming chairman, what message would you 

like to share with TCA members who are not actively 

involved in the association’s educational programs, legislation 

reform efforts, and other opportunities? 

For me, getting involved early in my career has been a great blessing. I 

feel like I have been able to make better decisions on behalf of my company 

as my understanding of the issues has improved. Behind every regulatory 

or legislative policy is a business issue or practice. I have worked hard to really 

dig in and understand how some of these proposed policies will impact 

our businesses. While I still have a lot to learn, I feel like I have been able 

to make more balanced decisions that stand the test of scrutiny and time. 

So, I would encourage members to commit to making the critical investments 

of time and involvement. The more you invest, the greater the 

returns within your own business. There is a tremendous amount of value 

that can be unlocked as a TCA member. If you are unsure how to start, 

please reach out and let us make a few suggestions. 

As many in the industry would agree, there is a shortage 

of company drivers. In your opinion, how can carriers 

work to attract and retain qualified drivers? 

One of the things you will find about me is that I was trained by my 

mentor, Kevin Knight, to think a little differently. I don’t like the word 

“shortage.” I have been hearing about the driver “shortage” since I started 

in the industry in 1992, and it was talked about for at least 10 years prior 

to that (a total of over 40 years). 

The law of supply and demand would say that if there is a shortage of 

something that is in strong demand, the price (driver wages) for that resource 

goes up until supply and demand are balanced. Until recently, driver 

wages have generally increased in line with, or even below, inflation. And 

even more recently, driver wages have stopped rising. If there is a shortage, 

why would driver wages not continue to increase? Because supply 

and demand have reached balance. 

There is something else going on here that we need to look at from a different 

angle. Part of that discussion involves addressing the pain points that 

make the driving job less competitive than other options that workers may 

have. Another part of that discussion involves acknowledging the peaks and 

valleys of truckload cycles and understanding that demand for drivers is not 

constant. That will take longer than we have room for in this chat. 



Earlier this year, TCA joined a group of industry stakeholders 

to form the Clean Freight Coalition. What is the 

group’s ultimate goal, and how can TCA members get 

involved in the efforts? 

The Clean Freight Coalition is important because it combines the voices 

of several large trucking stakeholders in the national debate on energy and 

climate change. Like it or not, this issue is not going away. Our goal is to 

help policymakers understand the industry’s strong track record of collaboration 

in achieving meaningful emissions reductions over the years. 

We also want to make sure that the transition to a zero or near zeroemissions 

future is done the right way and doesn’t jeopardize the nation’s 

supply chain. Recent proposals from policy makers have been far from 

collaborative. 

This is a critical time for the industry to ramp up the dialogue on some 

of the technical challenges associated with zero emissions tractors that 

we have not been able to solve. This is not about a reluctance to adopt 

technology, it’s about timing. Much of the proposed technology has not 

matured enough to be effectively commercialized. Even if we resolve some 

of the operational issues associated with the weight, range, and cost of the 

tractors, we still have significant infrastructure issues that loom over us. 

Rather than trying to take the massive leap to zero-emissions, I think 

we would be much more successful by implementing intermediate targets 

and working in stages towards zero-emissions. The current proposals put 

us on a path where the threat of the industry spending massive amounts 

of money, and then realizing that we need to backtrack and readjust our 

national strategy, is very real. That would be a disaster. 

In recent years numerous types of safety technology, 

from automated driver-assistance systems (ADAS) to 

forward- and driver-facing cameras, rear underride 

guards, and more have been integrated into most fleets. 

In your experience, what impact have these measures 

had on the overall safety of the trucking industry? 

For most of my career, the safety technology options available on our 

tractors and trailers were slow to develop, and the choices were few and 

far between. In the past decade, the number of legitimate options has exploded. 

This is a huge win for safety, as many of these options improve our 

drivers’ ability to avoid or minimize the severity of accidents. While driver 

training will continue to play an important role, many fleets have turned to 

these emerging technologies to “engineer” accidents out of the system. 

It is critical that as an industry we do a good job of training our drivers 

how to interact with these technologies rather than assuming that the 

technologies will work on their own. Going back to our discussion about 

our industry being more proactive, this technology will play a critical role 

in helping us reach the next level of safe operations. 

We’ve heard talk of eliminating the federal excise tax 

(FET) in recent months. If the proposed legislation is 

passed, what kind of effect will it have on the freight industry 

as a whole, and on trucking specifically? 

Federal excise tax was first implemented 100 years ago to help the 

country pay for World War I. It’s funny how some things start for one reason 

and then never go away. I think this issue has really come to the forefront 

as new emissions technologies have seen their already-astronomical 

costs compounded even further by FET, adding $40,000+ to the cost of 

some of these zero-emissions tractors. The tax has become a financial 

obstacle in deploying some safety technologies as well. In addition, the tax 

is too concentrated on buyers of new equipment, while the benefits of the 

tax go to all road users via the Highway Trust Fund. By removing the tax, 

we really hope to create momentum for investing in safety technologies 

TCA Chairman Dave Williams says he believes the truckload industry is “approaching a fork in the 

road,” bringing opportunities to change the industry for the better. 

and other emissions reducing technologies as those technologies mature. 

It’s the right thing to do. 

Finally, as you assume the chairmanship, what excites 

you most about the year ahead? 

I really feel like the truckload industry is approaching a fork in the road. 

We have some big decisions to make. I am really excited about facilitating 

healthy discussions within the TCA membership on how we should approach 

our future. 

Finding the right balance between learning from the past and adapting 

to the future is tricky. We can’t underestimate the need to leverage the 

hard-earned lessons from the past that have brought great success to our 

industry. At the same time, if we aren’t willing to adapt, we run the risk of 

becoming the next Blockbuster Video, MySpace, or travel agency industry. 

While fashion trends eventually come back in style, business models usually 

don’t. 

I have a tremendous amount of confidence in our industry. We are 

survivors, and together, we will succeed. 

Thank you, Mr. Chairman, for your time. We look forward 

to an exciting year! 


TALKING TCA 

Those Who Deliver 

with Brown Dog 

Carriers and Logistics 

By Dwain Hebda 

At first glance, Brown Dog Carriers and Logistics 

seems like many other trucking companies. But peel 

back a layer or two, and you’ll quickly discover the 

many ways this Biddeford, Maine-based carrier is, in 

fact, a rare breed in the trucking industry. 

“We started the company with the mindset of creating something 

I would want to work for as a driver,” said Graig Morin, 

co-founder and president. 

“Some of the companies I worked for just didn’t care. I remember 

with one company, I was simply ‘Number 301’ for 

a couple years. I’d call in, and you wouldn’t give your name, 

you’d just say, ‘Truck 301,’” he recalled. “I took the good, bad, 

and indifferent from every company that I worked for, and I’ve 

kept that near and dear, starting with this: I don’t want any of 

my drivers to be a number.” 

After 20 years behind the wheel, discovering both what he 

wanted to emulate and what he wanted to avoid, Morin finally 

got the opportunity to transport his dream of a different kind 

of trucking company into reality in 2017. Five years later, the 

company is growing strong. In addition to its regional focus, 

Brown Dog delivers across all of the lower 48 states. 

“In 2017 we started off with three of us full time. Now we 

are at 30 drivers, and there’s seven of us full time in the office,” 

he said. “We specialize in it all. We do some tanker work. We 

have a bottling plant up here, Poland Spring Water, and we haul 

water for those guys. We do some refrigerated work for two 

of our customers. We do a lot of dry van work. We spread the 

eggs out a little bit.” 

What stands out about Brown Dog’s operations isn’t so 

much the “what” as the “how” and “why.” The company 

takes its name from Lily Rae Morin, a family pet that passed 

away recently but remains the model for the company 

values of loyalty and fidelity to clients and employees alike. 

Morin says modeling the company’s mentality after the example 

of a beloved pet isn’t common, but it caught on. 

“I had just sold my prior company and I was doing a little bit of 

consulting when Graig approached me,” said Darrell Pardy, coowner 

in charge of finance and business development. “He was 

looking to buy a company, so I looked at the numbers. Having 

owned and run companies for 30-plus years, I said to him, ‘You’d 

be better off starting your own business than buying somebody 

else’s company.’ I just didn’t think the values and motivations that 

Graig had lined up matched the company he was talking about. 

“I was so intrigued with what he was doing that I said, ‘Hey, 

my expertise is in building companies and finance and some 

marketing. Would you like some help as a partner?’” Pardy 

shared. “What really attracted me to Graig were his values, especially 

around community and family. The really good news 

about it is, within two years we’d eclipsed that other company’s 

sales volume on our own.” 

Lately Brown Dog has been “rolling in clover,” as they say. 

In 2019, the company enjoyed 70% growth, $2.5 million in 

sales, and covered 1 million miles. Things haven’t slowed down 

since. As with any successful business, it takes a lot of behindthe-scenes 

work. That’s especially true in achieving big-time 

growth numbers in a way that preserves Brown Dog’s unique 

small-company mentality. 

“One of the things politicians like to do is give you the onesentence 

answer to something. The world doesn’t work like 

that,” Pardy said. “I think one really great strength we have is 

we don’t get into one kind of channel on a solution. It’s, ‘Here’s 

the problem, here’s the financial solution to it, here’s the operational 

solution to it, here’s the safety aspect.’ 

“It’s never Graig in the room by himself or Darrell and Graig 

in the room by ourselves. Typically, we’ve got the whole team 


in here and we’re very open and transparent to 

our managers. We try to solve things in a multidimensional 

way,” he added. 

“It’s been a work in progress,” said Morin. 

“As we grow, we adjust, such as adjusting 

policies, which we do constantly. What worked 

for two or three drivers, does not work for 30. 

We’re always watching what we’re doing and 

how we can change things — different policies, 

different pay structures, you name it. We’ve 

gone through pretty much everything here in 

the past month. A lot of our growth came this 

past year; now we’re catching up to it all.” 

The company’s success has helped fuel the 

philanthropic and service side of the corporate 

mission. Brown Dog is a staunch supporter of 

Wreaths Across America, a nonprofit that works 

to ensure veterans’ graves from coast to coast 

are decorated during the holidays. 

“My grandparents, two of them were World 

War II veterans; one was Korean War, and my 

father-in-law was a Vietnam vet. They’ve all 

since passed away,” Morin said. “When my 

grandfather died on my dad’s side, I’d take a 

wreath to his headstone. Then it went from just 

his headstone to, ‘Well, we might as well raise 

some money and do the veterans’ section.’ 

Then, ‘We can’t just do the veterans’ section, it’s 

got to be the whole cemetery.’ Then, ‘We can’t 

just do one cemetery, it might as well be five.’ 

“Then we took the bull by the horns and 

Opposite page: Based in Biddeford, Maine, 

Brown Dog Carriers and Logistics employs 33 

drivers. 

This page, top: The company is a staunch 

supporter of Wreaths Across America, a nonprofit 

that works to adorn the graves of U.S. military 

veterans each December. 

This page, right: Brown Dog founders Darrell 

Pardy, left, and Graig Morin, pose with Lily Rae 

Morin, the beloved family pet for whom the 

company is named 

This page, far right: Jeff Dorais, manager of 

operations and business development, is shown 

here with one of the carrier’s 23 trucks. 

started working with Wreaths Across America. 

This is our third year hauling for them,” Morin 

continued. “I think we did 15 different cemeteries, 

including Arlington, this year, through the 

main leg of the national convoy.” 

Other charitable work is supported through 

A Helping Paw, a program through which the 

company works to “create a world where we 

whine less and wag more.” A Helping Paw’s 

work focuses on local needs such as buying 

jerseys for a local youth hockey team and other 

initiatives that are the soul of a small town. 

“I’m a big believer that, for companies that are 

successful and for individuals that are successful, 

a big part of that success is because of where 

you live,” Pardy said. “During the COVID-19 

pandemic, we were trying to do some good stuff 

around town, helping some of the restaurants 

that were shuttered and stuff like that. That’s 

how we created Helping Paw, which is very 

much aligned with our values of giving and giving 

back. Where we can help, we want to help.” 

It’s all about community — Biddeford, Maine, 

in particular. 

“I’ve lived here my whole life. It’s the town 

I grew up in, and it’s done a lot for me,” Morin 

said. “I want to be able to give back to the 

community, and we’re able to do all these little 

things that companies should do for their 

towns. I get enjoyment out of it and I’m glad to 

be able to help people in this town.” 

Leadership Team 

Graig Morin 

President 

Darrell Pardy 

Director of Finance and 

Business Development 

Carolyn Hughes 

Director of Human Resources 

Brandon Wyman 

Director of Safety 

Jeff Dorais 

Operations & Business 

Development Manager 

John Wright 

Dispatch and Accounts Receivable 

Liz Oullette 

Driver Liaison and Billing 

By the Numbers 

DRIVERS 

30 

TRUCKS 

23 

TRAILERS 

11 

TOTAL EMPLOYEES 

37 


TALKING TCA 

Next Gen Executives 

TCA’s young leaders take the spotlight, drive the future of trucking 

Classic Carriers 

president follows in 

father’s footsteps 

By Dwain Hebda 

L 

uke Subler chuckles aloud when asked how he 

and his father, Jim Subler, are alike. The elder 

Subler is the founder of the family trucking company, 

Versailles, Ohio-based Classic Carriers, 

where Luke spent his formative years learning 

the value of hard work. It’s the company Luke now leads as 

president — so the invitation for comparison is a constant 

one. 

“Anybody who reads this, who knows my dad as well as I, 

is going to laugh,” Luke said. “I always joke that we’re twins 

separated at birth … by 30 years. We walk, talk, and pretty 

much think alike. But we’re also our own people. 

“Working with family is difficult just because you never really 

split up work and family life. It’s hard to do when you’re 

constantly together,” he continued. “I’d be lying to you if I said 

there weren’t some interesting — and maybe heated — conversations 

at Thanksgiving and Christmas and things like that. 

But we’ve always found a way to come back together and move 

forward toward a common goal. That’s the biggest thing. My 

dad and I are very close. Anybody that knows us knows that.” 

Classic Carriers, founded in 1985, isn’t the only trucking 

company “ornament” that adorns the family tree. Luke’s 

grandfather and uncle launched Subler Transfer and ran the 

trucking company for decades before selling out. To this day, 

Luke smiles at the craftiness of the duo’s exit strategy. 

“They sold out in 1980,” he shared. “The day deregulation 

was signed, they signed the paperwork to sell the company. It 

was good timing on their part.” 

Unlike his older family members, Luke didn’t immediately 

jump full-on into the family business, save for the usual afterschool 

and weekend work experiences that kids of small business 

owners know all too well. 

“As soon as I was old enough to hop in the truck with Dad 

and ride around and go deliver stuff, that’s what I did,” he 

said. “I’ve always been around the business. I started sweeping 

floors at about age 10. I finally got my first paycheck when 

I was 12 years old.” 

Subler sampled college but says he didn’t care for it. He 

returned to the company when he was 21 and Classic Carriers 

Luke Subler 


was 20. You could say from that point on, the two of them 

“grew up” together. 

“We had just purchased a company in 2003, and we were 

still kind of integrating that,” he said. “Then, in 2006 we purchased 

another company out of Pennsylvania, so we were 

definitely in growth mode. Those were exciting times. Along 

about 2007, I moved to the terminal we had in Pennsylvania 

and operated that for a number of years, until about 2012 

when I moved back to Ohio. 

“It was good. I was still growing up in the business,” he 

continued. “There’s a lot of things I knew, but as far as managing 

people and doing things like that at a young age, it was 

a sharp learning curve. We’ll put it that way. I always kind of 

joke that I was the SOB — and that stands for “Son of the 

Boss” or whatever else you want to put with that acronym.” 

All kidding aside, Subler was committed to learning the 

business and improving his leadership skills. He earned his 

CDL in 2006. While driving was never a primary part of his 

job, he’s spent enough time behind the wheel to be able to 

relate to his crew, their issues, and the things they face on 

a daily basis. That, and a penchant for listening first and directing 

later, has built his reputation as a worthy successor 

for his father. 

That reputation was particularly handy when it came time 

to modernize or introduce other changes to operations. 

“Embracing technology, that was probably the (main) 

thing I brought to (the company),” he said. “When you’re 

trying to teach people who’ve never really used a computer 

how to change their habits, it’s hard. I’ll never forget: I had 

a guy who was probably in his mid-60s, one of the smartest 

dispatchers you’d ever meet, but he hated computers. 

“He literally did things off an old dispatch board, one of 

those old cardboards, and we couldn’t break him of it until he 

went on vacation,” he continued. “I removed the board and 

kind of forced his hand. He didn’t talk to me for a little while, 

but eventually he adapted. He even named his computer 

Lurch, and he and Lurch were best friends after that.” 

Today the company employs 125 drivers, 35 of them 

owner-operators, plus more than 50 additional mechanics 

and other support staff. In addition to hauling cargo 

throughout the lower 48 states, Classic Carries provides 

logistics services and warehousing. Subler says the key to 

having survived this long lies in the quality of the staff and 

the focus that ownership places on employee needs. It’s a 

corporate value that comes very naturally. 

“The first thing is, Classic Carriers was started by my father 

who started as a driver,” Luke said. “When you start 

out with that mentality, you treat drivers the way they want 

to be treated, and that goes for our entire company. We’ve 

got an open-door policy. I’ve got a driver in my office damn 

near every day, whether it’s an owner-operator coming to 

talk about rates or a company driver talking about the routes 

he’s on. 

“It can be a whole host of anything, where somebody just 

sits down and says, ‘Have you got a minute? I’ve got some 

things going on I want to talk to you about,’” he continued. 

“That goes for personal matters as well. We’re a very familyoriented 

company, and we firmly believe in that. We never 

plan to change that.” 

With his father spending more time in the warmer climes 

of semi-retirement and his own kids still too young to take 

their place at the company, Luke Subler has found himself 

positioned squarely at the controls to guide the family 

business through the opportunities and challenges that lie 

ahead. 

“We’re looking to grow all aspects of our business, 

whether it be organically which is becoming very, very difficult, 

or through M&A. We’re going to do it any way we can,” 

he said. “There’s a lot of challenges and headwinds I see in 

the future, but technology is going to drive this industry. It 

already is, but I think we’re going to get more technologydriven 

and you’re either going to have to embrace it or get 

out of the way. And if you get out of the way, you’re going to 

get passed up really quick.” 

Opposite page, top: 

Luke Subler, president of 

Classic Carriers, Inc., is 

shown here on his wedding 

day with wife Courtney. 

Opposite page, bottom: 

Luke and Courtney have 

three children, Katie (far left), 

Ariel (far right), and Alex. 

This page, top: Founded 

in 1985 by Luke’s father, 

Jim Subler, Classic Carriers 

is headquartered in 

Versailles, Ohio. 

This page, bottom: The 

company employs 125 

drivers, 35 of them owneroperators, 

along with more 

than 50 mechanics and 

other support staff. 


TALKING TCA 

Truckload 2023: Orlando 

In early March, members of the Truckload 

Carriers Association gathered at the Gaylord 

Palms Resort in Orlando, Florida, for the group’s 

annual convention. Nearly 1,500 people were 

in attendance. Shown here are a few photo 

highlights from the three-day event. Convention 

coverage continues through Page 39. 

2 

3 4 5 

1 

1. Attendees walk the exhibit floor at Truckload 2023: Orlando during the opening reception, sponsored by TomTom, Sunday, March 5. 2. Richard Boehrer, a driver for Knight-Swift 

Transportation who was born deaf, is one of five truckers honored as Driver of the Year. 3. Following Tuesday night’s closing banquet, attendees were entertained by a live performance 

by Blues Traveler. 4. TCA Profitability Program Facilitator Amanda Pearson leads a group discussion. 5. TCA’s 2023 Professional Drivers of the Year had a chance to meet with FMCSA 

Administrator Robin Hutchinson. Shown here are Emily Plummer, a driver for Prime Inc, left, and Rose Rojo, who drives for John Christner Trucking. 


6 

9 

7 

8 

10 11 

12 13 

6. This year’s keynote speaker, Cassandra Worthy, educated attendees on change management with an inspiring presentation. 7. Convention attendees, along with their spouses and 

guests, participate in a team-building exercise. The items made were donated to Volunteer Orlando, a local nonprofit. 8. From left: TCA staffers Jim Schoonover, Shana Gipson, and 

Dave Heller enjoy the Daimler Truck Reception Monday night before heading to Top Golf. 9. During the convention, attendees had the opportunity to share messages for professional 

drivers on the Nationwide Gratitude Wall. 10. The exhibit hall featured over 130 exhibitors. 11. From left: Mark Seymour of Kriska Holding, Barry Pottle of Pottle’s Transportation, and 

Heath Treasure of Super T Transport participate in a panel on Mergers & Acquisitions moderated by TCA President Jim Ward. 12. The team from Garner Trucking, Inc., reveals the 

#TruckloadStrong branded NASCAR race car, piloted by driver Cory LaJoie. 13. Lori Teders of Hoekstra Transportation leads the Communication & Image Committee meeting. 


TALKING TCA 

Chairman of the Board 

Knight-Swift’s Dave Williams 

steps into new role at TCA 

On March 7, during the closing banquet for Truckload 

2023: Orlando, Dave Williams officially accepted 

the position of the Truckload Carriers Association 

(TCA) chairman of the board for 2023-24. 

Williams, who serves as senior vice president of equipment and government relations for Knight-Swift Transportation, 

received a standing ovation following his address to association members. 

During his acceptance speech, Williams highlighted the importance of advocating for Truckload Carriers Association members 

— and the trucking industry as a whole — in Washington, D.C. 

He stressed that TCA members must do more to advocate for professional drivers. In addition, he said, it’s vital to increase 

the rewards for investing in the trucking industry, to focus on the environment while pushing back on unrealistic time lines, 

and to become more self-governing regarding safety in the industry. 

Williams, who holds a bachelor of science degree from Arizona State University, has been with Knight-Swift for 31 years. 

During his time at Knight-Swift, he has held many positions with both national and state trucking groups. He has served the 

Arizona Trucking Association as chairman and as a member of both the board of directors and the executive committee. On 

the national level, he has chaired multiple policy committees for the TCA as well as for the American Trucking Associations 

(ATA), including ATA’s Emissions Task Force and both TCA’s and ATA’s respective Highway Policy Committees. 

He lives with Suzi, his wife of 27 years, in Glendale, Arizona; the couple have four children — Mallory, Ely, Gracie, and Ryan. 

From left: TCA’s 2023-24 officers include John Culp, president of Maverick USA, Inc.; Pete Hill, president of Hill Brothers Transportation, Inc.; Ed Nagle, president of Nagle Toledo, Inc.; Joey Hogan, 

president of Covenant Transportation Services; Mark Seymour, president and CEO of Kriska Transportation Group; Trevor Kurtz, general manager of Brian Kurtz Trucking, LTD (with wife Joanne at left); 

Amber Edmondson, president and CEO of Trailiner Corp.; and Adam Blanchard, CEO of Double Diamond Transport. Not shown: Karen Smerchek, president of Veriha Trucking., Inc.; Jon Coca, president 

of Diamond Transportation System, Inc.; and John Elliott, CEO of Load One, LLC. 


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Incoming TCA Chairman Dave Williams, left, presents a certificate of 

appreciation to outgoing chair John Elliott during the closing banquet of 

Truckload 2020: Orlando. 

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as association officers for 2023-24: 

1st Vice Chair 

Karen Smerchek, president of Veriha Trucking., Inc. 

2nd Vice Chair 

Jon Coca, president of 

Diamond Transportation System, Inc. 

Secretary 

Mark Seymour, president and CEO of 

Kriska Transportation Group 

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John Culp, president of Maverick USA, Inc. 

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Immediate Past Chair 

John Elliott, CEO of Load One, LLC 

Officers At-Large 

Adam Blanchard, CEO of Double Diamond Transport 

Amber Edmonson, president and CEO of Trailiner Corp. 

Pete Hill, president of Hill Brothers Transportation, Inc. 

Joey Hogan, president of 

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Trevor Kurtz, general manager of 

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TCA MAY/JUNE 2023 33

TALKING TCA 

Best Fleets to Drive For 

Chief Carriers, C.A.T. take home top honors for 2023 

Left: Karine Goyette of C.A.T. Inc., flanked by Dirk Kupar and Jane Jazrawy accepts the award for Best Fleets to Drive For in the large carrier category. 

Right: Flanked by Brad Tovey and Jane Jazrawy, Andrew Winkler of Chief Carriers, Inc., accepts the award for Best Fleets to Drive For in the small carrier category. 

Two for-hire carriers were named the Overall Winners 

of the 2023 Best Fleets to Drive For contest at the 

Truckload Carriers Association’s (TCA) convention in 

March. This year marks the awards’ 15th anniversary. 

TCA and CarriersEdge presented the Best Overall Fleet in the 

small carrier category to Chief Carriers, Inc., of Grand Island, 

Nebraska, and the Best Overall Fleet in the large carrier category 

went to C.A.T. Inc. of Coteau-du-Lac, Quebec, Canada. 

The award for the small carrier category is sponsored by Eleos 

Technologies, while the large carrier award is sponsored by 

TruckRight. 

Both of this year’s overall winners represent firsts for the 

program. 

C.A.T is the first fleet in over a decade to win the overall 

award in its first year as a Best Fleet. 

“Most participants need multiple years to progress from Finalist 

to Top 20 to Overall Winner”, said Jane Jazrawy, CEO of 

CarriersEdge. “For C.A.T. to make it not just into the Top 20, 

but to the top of the list, is a remarkable achievement. They’ve 

put a huge effort into their programs this past year, and that 

effort was evident throughout the evaluation process.” 

Chief Carriers represents a first of a different kind. The company’s 

general manager, Andrew Winkler, is the first person to 

win the overall award at two different companies. He previously 

worked with Best Fleets Hall-of-Famer Grand Island Express. 

“Seeing Chief Carriers progress in the past few years, it’s not 

surprising that they won the overall award”, Jazrawy noted. 

“They clearly have a plan for developing driver support programs, 

and their scores across all categories show that the 

plan is working.” 

TCA President Jim Ward noted the importance of drivercentric 

culture. 

“Year after year, the overall winners are truly changing the 

game,” he said. “It’s imperative that fleets establish driver-centric 

offerings which attract and retain a skilled workforce while 

establishing programs that improve the work-life balance for 

their employees. Chief Carriers, Inc. and C.A.T. Inc. have done 

just that, and their results show that those efforts pay off.” 

The Best Fleets to Drive For survey and contest is open 

to any for-hire fleet operating 10 or more trucks, regardless 

of TCA membership status. Nominated fleets are evaluated 

in areas such as driver compensation, pension and benefits, 

professional development, driver and community support, and 

safety record. 

The contest accepts nominations from Labor Day to Halloween 

each year and reveals its Top 20 Best Fleets to Drive 

For winners each January. The highest-scoring fleet in each 

category is named an Overall Winner during TCA’s Annual 

Convention. For more information about the competition, visit 

bestfleetstodrivefor.com. 


Left: FTC Transport’s Emory Mills, flanked by Great West Casualty’s Steve Ponder, left, and DriverReach’s Jeremy Reymer, accepts the grand prize for the small 

carrier division of the 2022 Fleet Safety Awards. Right: Garth Pitzel, center, of Bison Transport accepts the Fleet Safety Award grand prize for the large carrier 

division, flanked by Detroit Assurance’s Johannes Buc, left, and Ponder. 

Fleet Safety Awards 

FTC Transportation and Bison Transport 

awarded this year’s grand prize 

Truckload 2023: Orlando culminated with the announcement 

of the 2022 TCA Fleet Safety Awards 

grand prize winners. The contest is made possible 

by presenting sponsor, Great West Casualty Co., 

and supporting sponsors, Detroit Assurance and Driver- 

Reach. 

The grand prize for the small carrier division (total annual 

mileage of less than 25 million) went to FTC Transportation, 

Inc of Oklahoma City, and Bison Transport, Inc., of Winnipeg, 

Manitoba, Canada took home honors in the large carrier 

division (total annual mileage of 25 million or more). 

Both carriers demonstrated that they have exceptional 

safety programs and impressive accident frequency ratios 

over the past year. 

“TCA is proud to recognize FTC Transportation, Inc., and 

Bison Transport, Inc., for their outstanding achievements 

in safety,” said TCA President Jim Ward. “This year, we received 

the most entries ever in the history of the Fleet Safety 

Awards, showing that TCA members are truly industry leaders 

when it comes to safety. FTC Transportation and Bison 

are very deserving of the Grand Prize as a symbol of their 

amazing efforts to improve safety on our roadways.” 

The road to the grand prize level of TCA’s Fleet Safety 

Award program is a rigorous one. 

Carriers must submit their accident frequency ratio per 

million miles driven. Entrants are divided into six mileagebased 

divisions, and the three carriers with the lowest ratios 

for each division are identified as the winners in their categories, 

resulting in a total of 18 winners. 

But the process doesn’t stop there. These 18 carriers 

undergo an audit by independent experts to ensure the accuracy 

of their results; in addition, TCA asks each one to 

submit further documentation about their overall safety programs, 

both on and off the highway, to be eligible for the 

grand prize. 

After review by a diverse industry panel of judges, the 

winning companies are deemed to have best demonstrated 

their commitment to improving safety on North America’s 

highways. 

Both FTC and Bison, along with all of the carriers that 

placed in the Top 3 of their mileage-based divisions, will be 

recognized again during TCA’s 2023 Safety & Security Meeting, 

set for June 11-13 at The Marriott River Center hotel in 

San Antonio. 


TALKING TCA 

Highway Angel of the Year 

CFI driver Zach 

Yeakley honored 

for rescuing victims 

following 

a fiery crash 

Zach Yeakley has been named the Truckload Carriers 

Association (TCA) 2022 Highway Angel of the Year. 

Yeakley, who lives in Batesville, Arkansas, and drives for 

Joplin, Missouri-based CFI, was recognized March 7 at the 

Gaylord Palms Resort during the Truckload Carriers Association’s 

annual convention. Yeakley was selected for the honor via a public 

voting process. 

Yeakley was instrumental in ensuring the safety of numerous 

people who were involved in a fiery crash. 

On March 17, 2022, at about 8:15 a.m., he had just crossed the 

state border into Charleston, Missouri, when he heard on his CB 

radio that there was an accident up ahead. He then noticed smoke 

and a man wearing a safety vest flagging down drivers to alert them 

to the accident, which occurred in an area of dense fog. 

The scene was a fire-filled, chain-reaction crash involving nearly 

50 vehicles. Yeakley immediately pulled over and jumped into action. 

“I went up there; they already had a couple people out,” he said. 

“Some people had some broken arms, one had a collapsed lung, a 

few broken ribs from the impact.” 

Yeakley, a 15-year member of the Army National Guard, is trained 

as a combat lifesaver. He quickly assessed the severity of the scene, 

surveying the situation so he could provide information for emergency 

personnel once they arrived. 

Fire was spreading among the crashed vehicles, and tires were 

exploding all around them, he recalls. 

“There was one guy trapped in his truck,” he said. “So me, a sheriff, 

a state trooper, and a FedEx driver, we did what we could to get 

him out.” 

Yeakley and the group were able to pry a dashboard off another 

trapped crash victim and rescue him from his vehicle, as the flames 

quickly surrounded them. Once the victim was rescued from his 

truck, Yeakley and a sheriff ran back to the scene to try to rescue the 

driver of a car trapped between a truck and a trailer, also surrounded 

by flames. 

In total that day, Yeakley helped rescue six crash victims from 

different vehicles. Police reported at least six fatalities from the fiery 

crash. Yeakley, who has been driving a truck for four years, says he 

wouldn’t hesitate to jump back into the fire again to rescue drivers, 

crediting his military training for preparing him for the experience. 

“Thank you for your selfless act of courage that morning,” said 

EpicVue CEO Lance Platt after presenting Zach with a personalized 

crystal truck during the awards ceremony. EpicVue was the 

Highway Angel of the Year Zach Yeakley, right, was awarded with a personalized crystal semi truck by 

EpicVue CEO Lance Platt during the Truckload Carriers Association’s annual convention in March. 

presenting sponsor of the Highway Angel of the Year Award. 

Yeakley will receive a complimentary EpicVue satellite TV package 

that includes a 24-inch flat-screen TV, a DVR, and a one-year subscription 

to over 100 channels of DIRECTV programming, including 

premium channels such as HBO, Cinemax, Showtime, and the NFL 

Sunday Ticket. 

Since 1997, TCA’s Highway Angel program has recognized professional 

truck drivers who have selflessly helped others while on 

the job. From each year’s recipients, one is selected as Highway 

Angel of the Year because he or she best embodies the spirit of the 

program. 


Drivers of the Year 

5 drivers earn top honors during TCA’s 2023 convention 

Five truck drivers — all of whom are dedicated to their 

profession and give back to the industry through 

teaching or volunteer work — have been named the 

2023 Truckload Carriers Association (TCA) Professional 

Drivers of the Year. 

The awards, presented by TCA and sponsors Cummins 

Inc. and Love’s Travel Stops, were announced March 7 during 

the closing banquet of Truckload 2023: Orlando. The 

five winners, selected from a sizable pool of nominees, are 

recognized as best-in-class among the professional driving 

community. 

The TCA’s 2023 Professional Drivers of the Year are: 

• Richard Boehrer from Knight Refrigerated. 

• Daniel Clark from Classic Carriers. 

• Emily Plummer from Prime Inc. 

• Rose Rojo from John Christner Trucking. 

• Thomas Sholar from Maverick Transportation. 

Each driver received $25,000 and a standing ovation at 

the awards ceremony. 

For more information, visit TCAProfessionalDrivers 

oftheYear.com/Stories. In addition, watch future Truckload 

Authority editions for in-depth stories about each driver. 

“To be selected as the best of the best, each of these professional 

drivers has displayed an impeccable safety record, 

From left: Jon Archard, Richard Boehrer, Thomas Sholar, Emily Plummer, Rose 

Rojo, Daniel Clark, and José Samperio pose for a photo following the March 7 

awards ceremony. 

a tireless work ethic, and a real devotion to their profession,” 

said Love’s Travel Stops Vice President of Sales Jon 

Archard. “But as we learned, these individuals have shown 

their positive impact not just on the road, but also within 

their local communities and families.” 

Cummins Inc. President and General Manager of North 

America On-Highway Operations José Samperio described 

the drivers as “shining examples of what it means to be 

great trucking citizens,” adding that Cummins is “proud to 

sponsor this competition and highlight these drivers and the 

impact they have had not only in their workspace but also in 

the community.” 

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TALKING TCA 

Past Chairman’s Award 

TCA’s William ‘Bill’ Giroux awarded 

posthumous honors during convention 

In a heart-touching ceremony during Truckload 2023: 

Orlando, William “Bill” Giroux, who served as executive 

vice president of presidential projects for the Truckload 

Carriers Association (TCA), was posthumously awarded 

the associations prestigious Past Chairman’s Award. 

The recipient of the annual award is chosen from nominations 

by past TCA chairs. Giroux, who served TCA for more 

than a quarter of a century, passed away in October 2019, 

at age 56. 

“This year’s selection is a name many knew and grew to 

love. He took care of his family, friends, and anyone who 

crossed his path,” said former TCA chairman Dennis Dellinger 

before announcing the recipient. 

“He worked with many TCA presidents and even more 

chairmen — including myself — to grow, enhance, and 

drive the association forward,” Dellinger continued. “He 

loved the TCA and its members, calling many of you here 

today steadfast friends. He knew you, your families, your 

triumphs, and your worries, and he was there to support 

you every step of the way.” 

Giroux’s work in trucking began when he responded to 

an ad posted by the Interstate Truckload Carriers Conference 

— now the Truckload Carriers Association — seeking 

Bob Lorenson, husband of the late William “Bill” 

Giroux, accepted the Past Chairmen’s Award 

during Truckload 2023: Orlando. He is shown here 

flanked by former chairman Dennis Dellinger, left, 

and immediate past chairman John Elliott. 

a director of meetings and education. 

In the August 2015 edition of Truckload Authority magazine, 

Giroux shared his appreciation for trucking. 

“I love this industry and I would love to serve the membership 

as long as they’re willing to have me,” he said. “It’s 

just a great industry. I’ve been in this industry long enough 

to see the next generation take over, and it’ll leave you with 

the kind of memories I will always cherish.” 

During his 28-year tenure with TCA, Giroux was instrumental 

in ensuring the association’s membership enjoyed 

the best possible experience at on-site events, and he acted 

as a staff liaison for TCA’s Bylaws, Carrier/Shipper Relations, 

and Nominating Committees. 

“He lived his life with gracious humility,” noted Dellinger 

during the award ceremony. “He dedicated his time to bringing 

people together and appreciating underdogs that rose 

to success through volunteering his time with the Horatio 

Alger Association. 

“He was always one to have a drink, a moment, and a 

laugh with, and I cherish the memories I made with him,” 

Dellinger continued. 

The award was accepted by Giroux’s husband, Bob 

Lorenson. 


Chairman’s Choice 

Cummins’ 

Amy Boerger 

selected 

to receive 

this year’s 

Chairman’s 

Choice Award 

Outgoing TCA Chairman John Elliott presents the 2023 Chairman’s Choice Award to Amy Boerger, who recently retired as vice president and general manager of North 

America on-highway division of Cummins Inc. 

During Truckload 2023: Orlando, Amy Boerger was 

honored with the Truckload Carriers Association’s 

(TCA) Chairman’s Choice Award. 

“I selected this person because they have been a 

long-time difference maker in the trucking industry. This person 

has been a role model and inspiration for so many, and 

always brings a smile and warmth to a room,” said outgoing 

TCA Chairman John Elliott before announcing Boerger as the 

award recipient. 

Boerger retired at the end of March as vice president and 

general manager of Cummins Inc.’s North America on-highway 

division after serving the company for nearly four decades. 

She began her career 39 years ago at the Cummins Engine 

Plant (CEP) as the first female engineer in product engineering, 

and continued to forge her own path in field sales as one 

of the first saleswomen and account executives within the 

company. In this role, she focused on cultivating customer 

connections and expanding the business with some of Cummins’ 

largest OEM customers. 

In 2002, she was chosen to head up the global retrofit emissions 

business when the Cummins Emissions Solutions was 

launched. She returned to the on-highway business in 2014 

as the executive director of Cummins’ North America Engine 

Business. Shortly thereafter, she was appointed as vice president 

of sales, where she enjoyed continued success, defining 

a relationship-driven approach to working with customers. 

A champion for the entire industry, Boerger was a finalist 

for the Women in Trucking Association’s Influential Women in 

Trucking award in 2014. She has been significantly involved in 

the American Trucking Association (ATA), including as a member 

of the executive board and the Women in Motion Advisory 

Board, and the Allied Committee for the Trucking Industry 

(ACT 1), serving as its vice president in 2018 and as president 

in 2019 and 2020. 

In addition, Boerger has dedicated extensive service to the 

Trucking Cares Foundation, served on the research advisory 

committee for the American Transportation Research Institute 

(ATRI), and served on the board of directors for TCA. 

“An advocate for supporting others, she was influential in 

fearlessly opening doors to new opportunities for women. She 

distinguished herself as an effective, successful, and highprofile 

leader in a once predominantly male-dominated industry,” 

Elliot said of Boerger. 

“As she reaches the end of a storied 39-year career as a vice 

president at Cummins, I can think of no one more deserving of 

this award,” he concluded. 

In a statement announcing Boerger’s retirement, Srikanth 

Padmanabahn, president of Cummins’ engine business segment, 

shared the following: 

“During her career, she has left a tremendous impact inside 

and outside of Cummins and touched countless lives through 

her leadership and commitment to our values and ability to 

drive results. She is a trusted partner and advisor and has 

strengthened many customer relationships that are more important 

than ever as they look to us for the solutions of today 

and tomorrow during this period of energy transition.” 


TALKING TCA 

In the Midst of Change 

FMCSA Administrator Robin Hutcheson discusses 

industry issues at Truckload 2023: Orlando 

By John Worthen 

When Federal Motor Carrier Safety Administration 

(FMCSA) Administrator Robin Hutcheson 

addressed Truckload Carriers Association 

members at this year’s annual convention, she 

touched on just about every issue of concern to drivers and 

industry leaders. 

She also praised truck drivers for the sacrifices they make 

while out on the road each day. 

“What drivers are doing for the American public is extraordinary; 

they are essential workers. They are keeping 

America moving every day,” Hutcheson said, noting that vital 

issues, such as a lack of safe parking, are at the forefront 

of FMCSA’s concerns. 

On truck parking, Hutcheson pointed to the Bipartisan 

Infrastructure Plan, which has made millions of dollars in 

grant funds available to help states build more safe truck 

parking sites. 

“We are pushing hard to progress on this issue,” she 

said. “We care deeply about truck parking.” 

According to the American Trucking Associations, more 

than 98% percent of drivers report problems finding safe 

parking, burning more than 56 minutes of available drivetime 

every day to find it. That wasted time amounts to a 

$5,500 loss in annual compensation — or a 12% pay cut. 

Hutcheson noted that her boss, Transportation Secretary 

Pete Buttigieg, has also pledged to make truck parking a 

priority. Last year, Buttigieg acknowledged during a hearing 

of the Senate’s Environment and Public Works Committee 

that a lack of safe truck parking is a serious issue that must 

be addressed. 


“If you talk with any truck driver, it’s not only an issue of 

convenience, it’s an issue of safety,” Buttigieg said during 

that meeting. “And, I might add, with the idling that goes on, 

it’s even an issue of emissions.” 

Switching topics, Hutcheson outlined some of what 

President Joe Biden’s Trucking Action Plan will entail for the 

trucking industry. 

For example, more than $44 million in grants that will enhance 

road safety and make the process to obtain a CDL 

more efficient have been made available thanks to the plan, 

Hutcheson said. 

Hutcheson added that safety improvements move forward 

another chief FMCSA goal: Zero highway fatalities. 

“We made a list of actions that we need to take, and we 

called you, our partners, into action,” she said. “A safer 

commercial motor vehicle makes everyone safer. Our work 

is rooted in safer people and safer speeds and vehicles.” 

Some of those actions include proposals to require speed 

limiters and automatic braking technologies in big rigs. 

A total of 4,965 people died in large-truck crashes in 2020, 

according to the National Safety Council. The number of deaths 

decreased 1% from 2019 but is still up 31% since 2011. Statistics 

show most deaths in large-truck crashes are occupants of 

other vehicles (71%), followed by truck occupants (17%) and 

non-occupants, primarily pedestrians and bicyclists (12%). 

“I can’t think of another place in the modern world where 

we would accept people dying in the workplace,” Hutcheson 

said. “Our work toward fulfilling our mission begins with 

understanding the root cause of unsafe driving. This leads 

us to the driver.” 

TCA President Jim Ward, in comments on the speed limiter 

issue filed in the Federal Register, wrote that he “views 

the decision to mandate speed limiters as a sensible next 

step in the ongoing effort to reduce accidents on our roadways 

and improve safety in the industry.” 

In addition, “all Class 8 and 7 trucks manufactured 

after 1992 should utilize secure and reliable devices 

that limit the maximum speed to 65 mph, or 70 mph 

if the vehicles are also equipped with adaptive cruise 

control and automatic emergency braking,” Ward wrote. 

“The current technology allows motor carriers considerable 

flexibility when deploying speed limiting devices to 

accommodate speed differentials among vehicles,” he continued. 

“In fact, some carriers have established implementation 

models that tailor flexibility based on job performance 

and safe driving.” 

Hutcheson said that while most drivers are safe, it’s time 

to look at those who cause accidents through unsafe practices, 

such as driving while tired, intoxicated, or distracted. 

“We are asking deeper questions about why drivers become 

unsafe in the first place,” she said. “It’s about going to 

the headwaters of a problem. We can say it’s because they are 

speeding — but why were they speeding? Was it because of 

the hours they have to wait, sitting at the loading dock and not 

being paid? Were they hurrying to get to their destination? 

“We can say they are tired, but why are they tired?” she 

continued. “Did they drive around for hours to find a place 

to park? Or did they take on extra loads because their carrier 

doesn’t have enough drivers? If they are distracted, are they 

not taking breaks so they can catch up with their families, 

friends, and children? Do they feel unsafe? Have they been 

harassed, robbed or attacked?” 

In her speech, Hutcheson also thanked women drivers, 

who make up only 7% of those piloting big rigs up and down 

America’s highways. She called these women “trailblazers,” 

adding, “It’s not easy. We have to make space and opportunity 

for women to enter and grow in this industry.” 

Tying her speech back to the TCA, Hutcheson said the association 

shares “a lot of the same goals” with the FMCSA, 

noting that “people are so much more acutely aware where 

their goods come from (today).” 

“In everyday conversations, when I describe my work, my 

friends and family are conversing at a level that is right out 

of trade magazines that we all read every day,” she said, 

joking that her mom now understands spot rates. “There is 

such a consciousness about the work that you all do. Let’s 

take a moment to seize this opportunity. We are in the midst 

of change.” 

Opposite page: 

Federal Motor 

Carrier Safety 

Administrator 

Robin Hutcheson 

addresses 

attendees during 

a luncheon at the 

Truckload Carriers 

Association’s 

annual convention. 

Right: Hutcheson, 

second from right, 

meets with TCA staff 

and officers. 


TALKING TCA 

Highway Angels 

Drivers for TCA carriers are 

making a difference on the 

roadways, one life at a time 

Professional truck drivers Ron Allen, Anthony Blunnie, Jason 

Escobar, Ty Hinton, Dawna Jacobsen, and Ebern Wiley have been 

named Highway Angels by the Truckload Carriers Association (TCA) 

for their acts of heroism while on the road. 

In recognition of these drivers’ willingness to help fellow drivers and 

motorists, TCA has presented each Highway Angel with a certificate, a 

lapel pin, patches, and truck decals. Their employers have also received 

a certificate highlighting their driver as a recipient. 

Since the inception of the program in 1997, nearly 1,300 professional 

truck drivers have been recognized as Highway Angels because of the 

exemplary kindness, courtesy, and courage they have displayed while 

on the job. TCA extends special thanks to the program’s presenting 

sponsor, EpicVue, and supporting sponsor, DriverFacts. To nominate 

a driver or read more about these and other Highway Angel award 

recipients, visit highwayangel.org. 

SUPPORTING Sponsor: 

Presenting Sponsor: 


RON ALLEN 

Maverick Transportation 

North Little Rock, Arkansas 

On December 10, 2022, at about 5:30 a.m., Ron Allen 

of Big Stone Gap, Virginia, was driving on an interstate 

through Morristown, Tennessee. The morning 

was still dark and Allen, who drives for Maverick Transportation 

of North Little Rock, Arkansas, was traveling 

in the left-hand lane. 

Suddenly, he spotted a U-Haul truck that appeared to 

be traveling the wrong way on the road — and heading 

straight for him. 

“The lights were coming toward me,” he recalled, 

adding that as he got closer, he confirmed that the vehicle 

was indeed a U-Haul truck. 

“It went across the road into the median and got 

stuck there,” Allen said. “It happened right in front of 

me.” 

Allen pulled onto the shoulder, allowing the truck 

next to him to also avoid hitting the U-Haul. As he 

pulled over, he spotted an injured man on the ground 

— almost in the traffic lane — who was holding his 

leg. Allen quickly went to the 

man, who said he thought he 

had put the mid-size U-Haul 

in park after stopping on the 

side of the road, but that it 

was actually in reverse. The 

driver had stepped out of 

the vehicle, leaving the door 

ajar, and rolled his ankle on 

the rumble strip; at that point Ron Allen 

the door pushed him to the 

ground and the U-Haul rolled over his leg. 

While another motorist called 911 for assistance, Allen 

got into the U-Haul, which was now wrecked in a 

wooded area, and put the vehicle in park. He grabbed 

the injured man’s cellphone and jacket from the 

crashed vehicle, brought them back to the roadside, 

gave the other driver the phone, and helped him put 

on the jacket. 

The injured man had a compound leg fracture, and 

the bone had punctured skin. Allen remained at the 

scene until emergency personnel arrived. 

“The reason I stopped was something clicked inside 

of me that I needed to help this person,” he said. 

ANTHONY BLUNNIE 

Knight Transportation 

Phoenix 

Anthony Blunnie, a driver and trainer for Phoenixbased 

Knight Transportation, rescued a woman following 

a fiery crash. 

At about 1 p.m. on February 15, 2023, Blunnie was 

training a driver on Interstate 20 in Jackson, Mississippi, 

when he saw a tire blow on a van. The vehicle 

veered off the road, flipped, and caught fire. Blunnie 

immediately instructed the driver trainee to safely pull 

over. 

Blunnie grabbed his fire extinguisher, jumped out of 

the truck, and rushed to rescue the driver. By the time 

he reached the vehicle’s driver’s-side door, the flames 

were inside the vehicle and frighteningly close to the 

injured driver, a woman. 

“I went around to her side and tried to pull her out,” 

Blunnie said, noting that, 

with the help of another man, 

he finally had to break all the 

van’s windows to pull her out 

of the vehicle. 

“If he hadn’t come, I don’t 

know what I would’ve done 

— I couldn’t have gotten her 

out by myself,” Blunnie said. 

Anthony Blunnie 

The woman, a pizza delivery 

driver who was on her 

way to work, sustained multiple injuries in the crash. 

“Her face was all bloody and she broke her nose — 

the airbag got her,” Blunnie shared. He said he didn’t 

hesitate to jump into the dangerous situation to rescue 

the woman. 

“She would’ve been dead (if we hadn’t rescued her),” 

he said. “Ten seconds after we got her out of the van, 

it was gone.” 

SEE ANGELS, PAGE 44 


TALKING TCA 

ANGELS, FROM PAGE 43 

JASON ESCOBAR 

Maverick Transportation 

North Little Rock, Arkansas 

On March 3, 2023, around 10 a.m., Jason Escobar, 

who lives in Palestine, Texas, and drives for Maverick 

Transportation out of North Little Rock, Arkansas, was 

traveling along Highway 3132 in Shreveport, Louisiana, 

when a sand truck overturned in front of him. 

“He was top-heavy; he ended up losing control of the 

truck, and he flipped it over,” said Escobar, who has been 

a truck driver for almost seven years. 

Escobar quickly stopped and ran to the other driver’s aid, 

climbing onto the vehicle — which was leaking gas and oil 

— to help the other driver out. 

The truck’s load of sand 

spilled across the road, blocking 

all lanes of travel. Escobar 

remained at the scene, helping 

fire and rescue personnel shovel 

sand and helping another trucker 

who hit a guardrail and got stuck. 

Escobar’s efforts resulted in 

unclogging the traffic jam that developed 

as a result of the accident. 

Jason Escobar 

“My mindset has always been that if, God forbid, 

something ever happens to me, I would hope that the 

person behind me would be kind enough to reach out 

and lend a hand,” he said. “We’re all just human beings.” 

TY HINTON 

Melton Truck Lines 

Tulsa, Oklahoma 

When Ty Hinton of Georgetown, Louisiana, saw a man 

collapse in a truck stop parking lot, he was quick to recognize 

a life-threatening situation. 

On February 15, 2023, Hinton, who drives for Melton 

Truck Lines of Tulsa, Oklahoma, stopped at a Flying J Travel 

Center in Oklahoma City at about 11:30 p.m. 

“I heard something hit the side of my truck, and I saw the 

guy stumbling by the side of the trailer, kinda hanging on to 

it,” he said. Having learned the telltale signs of a stroke at an 

early age, Hinton immediately realized something was wrong. 

“It was pretty obvious right away,” he said. “Just looking at 

the guy — (he was) slurring his 

speech, the left side of his face was 

not working. I called the EMT and 

got them to come to the truck stop.” 

Hinton also called the man’s 

wife to let her know what was 

happening; then waited with the 

stroke victim along with his wife, 

when she arrived, until emergency 

medical personnel arrived Ty Hinton 

to take him to the hospital. 

“I just wanted to make sure he was as comfortable as 

possible,” Hinton said. “I know strokes can be bad enough 

to be fatal, and I wanted to give him the opportunity to 

hear his wife’s voice. If I was going through that, I know 

that is the one person I would want to hear — my wife.” 

EBERN WILEY 

Melton Truck Lines 

Tulsa, Oklahoma 

At about 11:30 a.m. on February 2, 2022, Ebern Wiley, a driver 

from Hinesville, Georgia, was traveling east on a Wyoming 

roadway when he saw a horrific crash: An SUV, which was 

hauling a U-Haul trailer, hit black ice and flipped end over end. 

Ebern, who drives for Tulsa, Oklahoma-based Melton 

Truck Lines, immediately pulled over to help. 

“The next thing I know, instinct kicked in,” he said. “I’m 

thinking, this guy is probably gonna be injured. I keep a crowbar 

below my feet; I grabbed it and threw on a heavy reflective 

jacket, and ran across the freeway through the snow.” 

The driver of the SUV was trying to break out the windshield, 

Wiley said, adding that he told the man to stay back while he 

used the crowbar to smash the 

glass. Wiley then helped the driver 

exit the vehicle through the broken 

windshield, led him to his truck for 

shelter from the freezing weather, 

and called 911 for assistance. 

“He was all shook up,” Wiley 

said, noting that the other driver 

appeared to have a mild concussion 

and bloody scrapes. 

Ebern Wiley 

A veteran of the U.S. Marine Corps and the U.S. Army, 

and a longtime trucker, Wiley says he is committed to 

lending a hand where it is needed. 

“Being military, it’s kind of in our nature to do things 

like this,” he said. “With him rolling over like he did, it 

could’ve been serious.” 


DAWNA JACOBSEN 

Erb Transport, LTD 

New Hamburg, Ontario, Canada 

Dawna Jacobsen of Winnipeg, Manitoba, who drives 

for Erb Transport, LTD, out of New Hamburg, Ontario, 

Canada, helped rescue a 12-year-old boy who attempted 

to drive a snowmobile across the highway and was hit 

by a car. 

It was about 6 p.m. on December 15, 2022, and Jacobsen 

was traveling along Highway 11 in Northern Ontario, 

just west of Kapuskasing. 

“I saw something coming toward me; I saw lights 

that were not from the cars, and I just knew something 

wasn’t right,” she said. “I slowed down, put my flashers 

on and pulled over to not get hit by what I thought was a 

large box — it turned out to be a Ski-doo (snowmobile) 

— coming at me.” 

Jacobsen, who was the first person at the scene, 

then realized there was an injured person in the road, a 

boy, whose legs were mangled. She immediately called 

911. She safely slowed and stopped, using her truck to 

help shield the boy, before running to help. This helped 

protect the boy from further injury and signaled to oncoming 

traffic that something was wrong, an action that 

prevented another truck from 

striking the boy. She also later 

shared her dashcam footage 

with officers. 

Two men stopped their vehicles 

to help, tending to the 

boy while Jacobsen communicated 

with emergency personnel, 

answering questions and 

relaying information until an Dawna Jacobsen 

ambulance arrived about 15 

minutes later. 

Jacobsen found that the boy had been traveling on 

snowmobiles with several of his friends. The others 

crossed the highway safely, but he was struck by a car 

and seriously injured. 

Tom Boehler, Erb Transport’s senior director of safety 

and compliance, studied the footage the following day. 

Had Jacobsen not taken the maneuver she did, the oncoming 

truck would have driven over the boy on the 

busy road. 

“We are grateful and honored to have a professional 

and alert driver like Dawna on our team,” said Sheldon 

Wheeler, a spokesperson for Erb Transport. “Her ability 

to recognize potential danger and to react appropriately 

helped save a young boy’s life.” 

Knowledge is Power 

Not All Trucking Companies Are Alike 

Trucking is all we do. When you choose Great West to insure your trucking business, you are 

getting over 60 years of experience in the trucking industry. 

Our agents work with you. Not every insurance agent can represent Great West. With a keen 

focus on the trucking industry, our agents are knowledgeable, dependable, and responsive. 

They understand your needs and work with you to match the right coverage and level of service 

for your trucking operation. 

Do one thing, and do it right. Our agents can guide you through the process and customize 

a plan to provide you the broadest protection possible. You can also feel confident knowing that 

our agents’ service begins, not ends, with the issuance of your policy. 

Great West Casualty Company – No matter where the road takes you, you will discover that at 

Great West, The Difference is Service ® . 

800.228.8602 

gwccnet.com 


Looking forward 

The Truckload Carriers Association (TCA) 

calendar is filled with exciting opportunities for 

member growth and involvement. Here are just 

a few upcoming events. Mark your calendar! 

June 11-13, 2023 

2023 Safety & Security Division Meeting 

San Antonio, Texas 

July 19-21, 2023 

2023 Refrigerated Meeting 

Park City, Utah 

September 25-26, 2023 

The Truckload Carriers Association welcomes 

companies that joined the association in 

February and March. 

2023 Fall Business Meetings and Call on Washington 

Washington, D.C. 

November 16, 2023 

Ancile Services 

Arnold Transportation 

ATTIC, RRG 

Avant Insurance 

Beyond Trucks 

Birdseye 

Blue Northern Distribution 

Brakebush Transportation 

Capital Transport LTD 

Central Trucking, Inc. 

Cox Transfer, Inc. 

DriverTech 

DRT Logistics 

Elevate Growth Solutions 

Enigmatos 

Focus Solutions 

Fundamental Underwriters 

Genox West Transportation 

GES Logistics 

GLCS, Inc. 

GP Transco 

GX Transportation Solutions 

Hot Seat Services 

Integrated Communications 

International Workforce 

Services 

L3 Harris 

LEC, LLC 

MAGTEC Products 

Miller Transportation Group 

Nick Strimbu, Inc. 

Pinnacle Trucking, LLC 

PTJ Logistics 

Skinner Transfer Corp. 

Truckers Service 

Association 

TrueTMS 

Western Flyer Express 

Bridging Border Barriers 

Mississauga, Ontario, Canada 

March 23-26, 2024 

2024 Annual Convention 

Gaylord Opryland, Nashville, Tennessee 

Cover Photo: 


Additional photography/Graphics: 

Brown Dog Carriers and Logistics: Pages 26, 27 

iStock: Pages 5, 8-9, 10, 11, 12, 14,15, 16,17, 

18-19, 42-43, 44-45, 46 

Luke Subler: Pages 28, 29 

Truckload Carriers Association: Pages 3, 20-21, 

22, 24, 25, 30, 31, 32, 33, 34, 35(??), 36, 37, 

38, 39, 40, 41, 43, 44, 45 



Is Your Broker Working for You? 

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the Road 

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our work, we provide expert insurance 

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Do you have a workplace safety 

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Call: 1-888-313-3226 

Email: info@ecbm.com 

Visit: www.ecbm.com/trucking

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