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Those Who Deliver | Next Gen Executive | HIghway Angels 

OFFICIAL PUBLICATION o f t h e Truckload Carriers Association 

SEPTEMBER/OCTOBER 2023 

Making Progress | 6 

Government, private industry working to 

alleviate parking shortage 

hIGHER AND hIGHER | 20 

Fuel prices top contributor to surge in 

operations costs for 2022 

Looking to the 

future | 16 

Automated tech already 

commonly used in 

passenger, freight vehicles 

HELP 

wanted 

Demand for diesel techs 

remains high | 18

2 Truckload Authority | www.Truckload.org TCA SEPTEMBER/OCTOBER 2023

PRESIDENT’S PURVIEW 

Amplifying the Voice of Truckload 

At our recent TCA Officers’ meeting, held in beautiful Monterey, 

California, we had a productive session discussing a wide range of 

topics that are crucial to our association’s mission and the betterment 

of our industry. 

Our discussions focused on the key areas that TCA members and 

leadership hold at the core of all our programming and decisionmaking. 

These include improving the driver job, enhancing roadway 

safety, increasing carrier financial sustainability, being good stewards 

of the environment, and promoting a positive image of the industry. At 

the end of our meeting, we were thrilled with the insights and ideas 

that emerged, and we left energized and hopeful about the future of 

trucking and TCA’s role in that future. 

I hope that you too can be energized. I encourage you to attend 

TCA’s upcoming Fall Business Meetings and Call on Washington 

and have your voice heard. As a community working together to 

Jim Ward 

President 

Truckload Carriers Association 

jward@truckload.org 

thrive and improve the future of trucking, these events on September 25-26 allow us to be involved 

in policy discussions and influence regulatory frameworks that promote TCA membership’s values 

and progress the initiatives of our truckload community. This is an amazing time and opportunity for 

trucking professionals to have their voices engaged in key decision-making and to remind our nation’s 

lawmakers of the people and voices directly impacted by their policies. 

As always, thank you for your unwavering support. We look forward to collaborating with you 

for the betterment of our industry. 

Warm regards, 

Jim Ward 

PRESIDENT’S PICKS 

Those Who Deliver 

Sharp Transportation’s driver retention efforts 

have resulted in a turnover rate of only 25%. 

Page 28 

Strategic Planning 

Bison’s Garth Pitzel shares how the carrier 

cultivates a culture of safety. 

Page 34 

Breaking Barriers 

Meet Emily Plummer of Prime Inc., one of 

TCA’s five Drivers of the Year for 2022-23. 

Page 40 

TCA SEPTEMBER/OCTOBER 2023 www.Truckload.org | TRUCKLOAD AUTHORITY 3

Our Safety Services Specialists can create a 

tailored risk-mitigation plan for your fleet. The 

Loss Prevention Resource Library, Protective 

Marketplace and Vendor Referral Network are 

just a few of the safety-focused resources we 

provide to our customers. 


555 E. Braddock Road 

Alexandria, VA 22314 

Phone: (703) 838-1950 

Fax: (703) 836-6610 

www.truckload.org 

CHAIRMAN OF THE BOARD 

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

Knight-Swift Transportation 

PRESIDENT 

Jim Ward 

jward@truckload.org 

VP - MEMBERSHIP OUTREACH 

Zander Gambill 

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MANAGER - MEMBERSHIP 

Eric Rivard 

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MANAGER - DIGITAL 

COMMUNICATIONS 

Hunter Livesay 

hlivesay@truckload.org 

COORDINATOR - MARKETING & 

COMMUNICATIONS 

Emily Sexauer 

esexauer@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. 

OFFICERS AT LARGE 

SECOND VICE CHAIR 

Jon Coca 

President, Diamond 

Transportation System, Inc. 

TREASURER 

John Culp, President 

Maverick USA, Inc. 

IMMEDIATE PAST CHAIR 

John Elliott, CEO 

Load One, LLC 

Pete Hill 

President 

Hill Brothers Transportation, Inc. 

Joey Hogan, Board Member 

Covenant Transport Services 

Trevor Kurtz, General Manager 

Brian Kurtz Trucking, LTD 

SENIOR VICE PRESIDENT - 

SAFETY & GOV’T AFFAIRS 

Dave Heller 

dheller@truckload.org 

VICE PRESIDENT - 

OPERATIONS & EDUCATION 

James J. Schoonover 

jschoonover@truckload.org 

DIRECTOR - EDUCATION 

Shana Gipson 

sgipson@truckload.org 

DIRECTOR - MEETINGS 

Kristen Bouchard 

kbouchard@truckload.org 

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publication are not necessarily those of TCA. 

In exclusive partnership with: 

PRESIDENT’S PURVIEW 

Amplifying the Voice of Truckload 

with Jim Ward | 3 

LEGISLATIVE UPDATE 

Making Progress | 6 

Weigh the Benefits | 8 

Capitol Recap | 10 

TRACKING THE TRENDS 

Looking to the Future | 16 

Help Wanted | 18 

Higher and Higher| 20 

A CHAT WITH THE CHAIRMAN 

Moving Forward 

with Dave Williams | 22 

SEPTEMBER/OCTOBER 2023 

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TALKING TCA 

Those Who Deliver with 

Sharp Transportation | 28 

Next Gen Executives 

with Jeremy Stickling | 30 

Good Decisions | 32 

Strategic Planning | 34 

Safety & Security and Refrigerated Meetings | 36 

Meet Me in Monterey | 38 

Social Connections | 39 

Breaking Barriers | 40 

Highway Angels | 42 

New Members | 46 

Looking Forward | 46 

M 

A 

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TCA SEPTEMBER/OCTOBER 2023 www.Truckload.org | Truckload Authority 5

government affairs 

Making 

Progress 

Government, private industry working 

to alleviate parking shortage 

By John Worthen 

The issue of truck parking — or a lack thereof 

— has been getting a lot of attention from the 

U.S. government lately. 

According to data from the Truckload Carriers 

Association, there is just one truck parking space for 

every 11 drivers. 

A U.S. Department of Transportation report found 98% of 

drivers regularly experience problems finding safe parking. 

Studies by the American Transportation Research Institute 

have found that drivers surrender an average of 56 minutes 

of valuable drive time per day to find parking, directly costing 

them about $5,500 in lost compensation — or a 12% 

cut in annual pay. 

But help seems to be on the way from the federal government, 

which has pledged to tackle the issue head on. 

Earlier this year, U.S. Secretary of Transportation Pete 

Buttigieg announced that more than $2.2 billion from the 

RAISE discretionary grant program will go to 162 different 

infrastructure projects across the country. The funding includes 

$28 million for truck parking projects. 

The RAISE grant program, expanded under the Bipartisan 

Infrastructure Law, supports communities of all sizes, with 

half of the funding going to rural areas and the other half to 

urban areas. 

“Using the funds in President Biden’s infrastructure law, 

we are helping communities in every state across the country 

realize their visions for new infrastructure projects,” Buttigieg 

said. “This round of RAISE grants is helping create 

a new generation of good-paying jobs in rural and urban 

communities alike, with projects whose benefits will include 

improving safety, fighting climate change, advancing equity, 

strengthening our supply chain, and more.” 

Truck parking projects funded under the RAISE program 

include: 

• Caldwell Parish, Louisiana: $10.5 million has been allocated 

to purchase land and build a truck parking facility near the 

inland Port of Columbia, Ouachita River, and state Highway 

165. This will include parking for about 50 commercial trucks 

and 100 cars, as well as 12 electric vehicle charging stations. 

• Caldwell County, Texas: $9 million has been earmarked 

for the design and construction of a parking plaza at the 

intersection of State Highway 130 and the San Marcos Highway/State 

Highway 80. The plaza will offer about 20 shortterm 

and 100 long-term truck parking spaces. The project 

also will have entry/exit gate control, lighting, fencing, 24- 

hour monitored security, and a rest stop with restrooms, 

showers, and other amenities. 

• Wayne County, Michigan: $8.5 million will go toward the 

“Truck Stop of the Future” Initiative. The project will include 

electric vehicle charging infrastructure in Redford, Michigan, 

for Class 1-8 vehicles. The project will include multiple 

DC fast chargers, solar canopies, and battery energy storage 

systems. 

These allocations followed actions by the U.S. House 

Transportation and Infrastructure Committee in May, when 

the group passed five bills that directly impact the trucking 

industry — including one designed to improve parking for 

commercial drivers. 

HR2367, the “Truck Parking Improvement Act,” was introduced 

by Rep. Mike Bost (R-IL). The bill provides for the 

construction of commercial motor vehicle parking at both 

existing and new parking areas. Perhaps more importantly, 

it requires these parking spaces be accessible to all commercial 

motor vehicles at no cost. 

“I grew up in a family trucking business,” Bost said. “I 

understand how difficult, and oftentimes dangerous, it can 

be when America’s truckers are forced to park in an unsafe 

location.” 

The bill, which establishes a $755 million grant program 

for truck parking expansion, passed out of committee on a 

60-4 vote. 

Federal Motor Carrier Safety Administration Administrator 


Sponsored by 

Robin Hutcheson says she realizes the perilous situation 

many drivers are faced with when it comes to finding a place 

to shut down and get some rest. 

“One of the leading causes of truck crashes is driver fatigue,” 

she said. “It is clear that adequate rest for drivers is 

foundational for safe operations. We have heard loud and 

clear from drivers. They need more places to rest, and they 

need to be safe and secure while doing so.” 

Robinson said the agency and other federal offices “are 

proactively working at the local and regional level to point 

to the numerous resources across USDOT for truck parking 

construction, expansion, and technology solutions, and we 

will continue to work collaboratively with agencies within 

USDOT and with all of our partners in the industry.” 

Other efforts around the nation to expand truck parking 

include a new 84-space lot along Interstate 40 in West 

Memphis, Arkansas. The Arkansas Department of Transportation 

estimates that more than 20,000 commercial trucks 

pass through the area daily. 

In 2013, Arkansas’s trucking industry lobbied for a 15% 

increase in its own registration fees, in part to fund the Arkansas 

Commercial Truck Safety and Education Program. 

This program has afforded projects like the West Memphis 

parking expansion, according to an Arkansas Trucking Association 

news release. 

In Arizona, the Sunset Point Rest Area along Interstate 17 

is now open after the completion of a $7.5 million project 

developed by the Arizona Department of Transportation. The 

project added additional truck parking in addition to upgrades 

to the facility’s restrooms, water, and septic systems. 

In Nevada, truck parking enhancements are part of a new 

plan by Nevada’s Transportation Board to improve safety on 

and near the state’s highways. 

Also in Nevada, a startup company focused on truck parking 

is on an ambitious journey to create nearly a million parking 

spots around the country over the next seven years. Nashville, 

Tennessee-based We Realize Inc. (Realize) has opened 

its first location at the Last Vegas Motor Speedway (LVMS). 

Realize operates 74 truck parking spots at LVMS, located 

at the intersection of Speedway Boulevard and Interstate 15, 

offering truck drivers a safe place to park or store their cargo 

overnight. The facilities also feature real-time inventory, rate 

visibility, and online booking so drivers can reserve daily or 

monthly parking in advance, according to a news release. 

“With more than 3.5 million drivers competing for less 

than 300,000 parking spots daily, Realize is focused on 

providing convenient, safe and amenity-forward solutions 

to the truck parking crisis in an effort to improve supply 

chain efficiency and most importantly, driver well-being,” 

said Cody Horchak, founder and CEO of Realize. 

Meanwhile, trucking industry stalwart Love’s Travel Stops 

is planning major expansion work during the remainder of 

2023, adding 25 new stores and more truck parking spaces. 

Already in 2023, Love’s has opened several new stores with 

hundreds of new spaces for drivers across the nation. 

Other major truck stop chains, such as Pilot and Travel 

Centers of America, are also adding new stores with more 

parking spots for big rigs. 


government affairs 

Weigh the Benefits 

Debate continues as agencies consider 

final ruling on AEB requirements 

By John Worthen 

Automatic emergency braking (AEB) could 

arguably be one of the most talked about issues 

in the trucking industry these days. 

The comment period for a proposal to require 

new heavy vehicles weighing more than 10,000 pounds to 

be equipped with AEB systems has concluded on the Federal 

Register, with much debate on both sides of the issue. Now, 

it’s up to the National Highway Traffic Safety Administration 

(NHTSA) and Federal Motor Carrier Safety Administration 

(FMCSA) to make the final ruling. 

Both agencies contend that AEB systems “will mitigate 

the frequency and severity of rear-end crashes.” 

“Advanced driver assistance systems like AEB have the 

power to save lives,” said Ann Carlson, chief counsel for the 

NHTSA. “(This) is an important step forward in improving 

safety on our nation’s roadways by reducing, and ultimately 

eliminating, preventable tragedies that harm Americans.” 

The Truckload Carriers Association, along with the Truck 

Safety Coalition, Road Safe America, and The Trucking Alliance 

and Advocates for Highway and Auto Safety, published 

a fact sheet that outlines the AEB issue and the benefits the 

technology could bring industrywide. The fact sheet also 

questioned whether AEB systems are effective. 

According to the fact sheet, that AEB systems can: 

• Prevent and mitigate truck crashes in which the truck 

rear-ends a passenger vehicle; these types of truck crashes 

have increased 50 percent since 2009. 

• Address other crashes in which a truck is the striking vehicle, 

such as fatal work zone collisions; large trucks are largely 

overrepresented in these types of crashes, with at least one 

large truck involved in 30% of fatal work zone crashes in 2017. 

One major trucking company reported it has experienced 

a 69% decrease in rear-end crashes since it began equipping 

all new tractors with AEB in 2012 

Another large motor carrier saw a 71% reduction in rearend 

collisions in trucks equipped with AEB in addition to 

electronic stability control and lane-departure warnings, 

compared to trucks without these safety systems. 

The American Trucking Associations is also in favor of the 

use of AEB systems. 

“ATA has long supported the use of AEB on all new vehicles,” 

said Dan Horvath, vice president of safety policy for 

ATA. “With NHTSA’s recent regulation requiring AEB on all 

new passenger vehicles, this proposal for heavy duty trucks 

is timely and appropriate. 

“The trucking industry supports the use of proven safety 

technology like automatic emergency braking,” Horvath 

continued. “We look forward to reviewing this proposal 

from NHTSA and FMCSA and working with them as it is 

implemented.” 

In 2015, the ATA urged car and truck manufacturers to 

make AEB systems standard equipment on new vehicles. In 

2021, the association supported legislation that would have 

mandated AEB technology on new Class 7 and 8 trucks. 

Jeremy Stickling, chief administrative officer for Nussbaum 

Transport Services, said his company is a strong believer 

in AEB systems. 

“We were on the front end of this technology and had the 

early versions of AEB in our trucks, if I recall properly, since 

2010,” Stickling said. 

While some opponents of mandatory AEB systems cite 

cost as a concern, Stickling pointed to the high cost of rearend 

collisions. 

“When a rear-end happens, there is often bodily injury 

involved, and you are considered an at-fault party,” he said. 

“Since embracing collision mitigation and AEB, our rear-end 

crashes have essentially vanished. On the very rare occasions 

they do happen, we believe the impact is significantly 

less severe than it would be otherwise.” 

Stickling added that Nussbaum has all but eliminated the 

“high-liability crash type from our loss runs. This is great for 

public safety. And it is good business as well.” 

Even with the safety benefits of AEB, not everyone in the 

industry supports the mandate. 

Jay Grimes, director of federal affairs for the Owner- 

Operator Independent Drivers Association, said agencies 

must resolve any performance issues with the systems 

before attempting to move forward. 

“We are always going to have concerns about regulatory 

mandates for technology or any other rulemaking that 

hasn’t been proven to benefit highway safety,” Grimes told 

OOIDA’s online news site, Land Line, adding that the association 

has heard concerns from drivers about false activation 

of these systems. These incidents, he said, take control 

Sponsored by TCI Business Capital / TCICapital.com / 800.707.4845 


out of a driver’s hands, compounding the issue of 

whether AEB systems will work properly in all weather 

and road conditions. 

“This proposal is being announced and released at 

the same time some of the studies for AEB on commercial 

vehicles are ongoing and haven’t been completed,” 

he said. 

An AEB system uses multiple sensor technologies 

that work together to detect a vehicle in a crash imminent 

situation. The system automatically applies the brakes if 

the driver has not already done so, or, if needed, applies 

more braking force to supplement the driver’s braking. 

The proposed standard would require the technology to 

work at speeds ranging between low-speed (6 mph) and 

high-speed (roughly 50 mph) situations 

“Establishing AEB standards is a key component of 

the Department’s National Roadway Safety Strategy,” 

said FMCSA Administrator Robin Hutcheson. “This 

technology can enhance the effectiveness of commercial 

motor vehicle crash reduction strategies and 

reduce roadway fatalities.” 

According to NHTSA statistics, there are about 

60,000 rear-end crashes a year in which a heavy vehicle 

is the striking vehicle. Once implemented, NHT- 

SA estimates the proposed rule will prevent 19,118 

crashes, save 155 lives and prevent 8,814 injuries 

annually. NHTSA and FMCSA incorporated feedback 

from the safety advocacy community, industry representatives, 

and other interested parties to address this 

critical safety need on America’s roads. 

In January 2022, the U.S. Department of Transportation 

(DOT) released the National Roadway Safety 

Strategy (NRSS), a road map to address the national 

crisis of motor vehicle fatalities and serious injuries. 

The DOT also launched the “Call to Action” phase 

of the NRSS and released a one-year progress report 

with accompanying data that highlight the extent and 

magnitude of the nation’s highway safety problem and 

ways to eventually bring the number of deaths on our 

roadways to zero. 

Federal officials say new technology, such as AEBs, 

are vital to the future of roadway safety. 

Back at Nussbaum, Stickling said that while AEB 

systems are not perfect, they are beneficial to both 

truck drivers and everyone else on the road. 

“It would be foolish to pretend the systems are perfect,” 

he said. “They certainly have quirks. Sometimes 

they beep or do ‘haptic braking’ (brake stab) when they 

shouldn’t. In very rare instances, they have stopped 

the truck without a good reason. And we don’t want to 

be insensitive to this — it can be annoying at times.” 

However, Stickling said, the imperfections don’t 

“add much risk at all,” noting that the crash prevention 

benefits of AEBs are “extremely high.” 

“And the technology keeps getting better,” he said. 

“I think we are on the fourth or fifth generation of 

this by now. Each one gets better, and that trend will 

continue.” 

TCA SEPTEMBER/OCTOBER 2023 9

CAPITOL recap 

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

Compiled by Linda Garner-Bunch, John Worthen, Erica N. Guy, The Associated Press, and Reuters 

It’s been a busy summer in Washington and across the continent. Congress is debating regulations of self-driving vehicles, including big 

rigs, and the CVSA released results from this year’s International Roadcheck. Trucking coalitions are urging Congress to act on a number 

of issues, including emissions regulations and the FET. In other news, motor carriers are now required to submit additional injury reports 

to OSHA, and a report examines the risk of electrical fires in battery-powered vehicles of all sizes and types. 

Clean Freight Coalition warns feds of 

challenges of zero-emissions deadline 

Members of the Clean Freight Coalition in July met with officials from the Joint Office of 

Energy and Transportation to discuss issues with the deployment of battery-electric trucks. 

Leaders from the Clean Freight Coalition (CFC) met with officials 

from the Joint Office of Energy and Transportation (Joint Office) in 

July to discuss the challenges and opportunities of transitioning the 

nation’s commercial truck fleet to low-and zero-emission vehicles. 

The meeting between CFC and the Joint Office came as emerging 

state and federal regulations aim to push the transportation sector 

toward decarbonization. 

The Joint Office was created through the Bipartisan Infrastructure 

Law to facilitate collaboration between the U.S. Department of 

Energy and the U.S. Department of Transportation on deploying a 

network of electric vehicle chargers and zero-emission fueling infrastructure. 

The CFC, an alliance of freight transportation stakeholders 

committed to a zero-emission future, launched in March to educate 

policymakers on these issues. 

During the meeting, the CFC urged the Joint Office to consider the 

heavy-duty sector when granting federal funds, according to a news 

release. CFC cites a massive infrastructure gap as one of the largest 

hurdles to a seamless transition away from carbon-based fuels — 

one that policymakers need to focus on now, according to the CFC. 

“One of the fatal flaws in California’s electric-truck mandates is 

that the infrastructure buildout is light years behind the hyper-aggressive 

time lines set forth in regulation,” said Jim Mullen, executive 

director of the CFC. 

“By trying to force the trucking industry to electrify without the 

charging infrastructure and power capacity that will be required, the 

state is setting trucking and the supply chain up for failure,” he said. 

“That’s why in our meeting with the Joint Office we stressed why 

EPA should not propose ZEV-dependent rules prior to ensuring the 

necessary resources are actually in place.” 

To realize the scalable deployment of medium- and heavy-duty 

battery-electric trucks envisioned by Environmental Protection 

Agency’s GHG3 rulemaking, 15,625 chargers would have to be installed 

every month between now and 2032, according to a Ricardo 

analysis. To date, no state has directed any National Electric Vehicle 

Infrastructure (NEVI) grant program funds to medium- and heavyduty 

charging infrastructure. 

For charging to be compatible with complex truck driving schedules, 

charging will have to take place at existing truck parking locations 

along interstate routes — yet the industry already faces a 

chronic nationwide shortage of commercial truck parking. 

“We need to get this right, which frankly the consequences are 

too great,” said Dan Van Alstine, chairman of the American Trucking 

Associations and president and COO for Ruan Transportation 

Management Systems. “It’s critical that any regulatory framework 

is connected to the realities of trucking operations. That is the key 

to success, and that is why we are here in Washington having these 

conversations today.” 

Truckload Carriers Association President Jim Ward said, “The 

essentiality of trucking to the supply chain became quite obvious 

during the pandemic, and our members remain committed to keeping 

America moving. To continue providing the quality of service the 

general public has come to expect, motor carriers must have reliable, 

affordable, and safe equipment available to them.” 

Scott McCandless, chairman of the American Truck Dealers, said 

the trucking industry needs adequate lead times across all market 

segments to ensure these vehicles are affordable and supported by 

the necessary infrastructure. 

“It is troubling that government is pushing the regulation of zeroemission 

vehicles in a way that could slow down rather than accelerate 

the adoption by truck customers,” he added. 

SEE CFC, PAGE 13 



Trucking industry groups urge Congress to 

repeal FET on trucks, trailers 

CAPITOL recap 

A coalition of nine industry groups, including the Truckload Carriers 

Association (TCA), the American Trucking Associations (ATA), and 

others, in July sent a letter to the leaders of Senate Finance Committee 

and House Ways and Means Committee asking for the federal excise 

(FET) on the sale of heavy-duty trucks and trailers to be repealed. 

The group also expressed their support for the Modern, Clean and 

Safe Trucks Act. 

The bipartisan legislation would repeal the FET and immediately 

reduce the cost of new, cleaner and safer trucks by 12%, making it 

easier for fleets to upgrade their equipment. 

“Eliminating this tax will remove a barrier to retiring older trucks 

that lack modern emissions control and safety technologies, allowing 

owners to replace them with modern, clean models that are safer and 

more environmentally friendly,” the coalition wrote in the letter. 

The letter further states, “Our coalition is grateful to the House and 

Senate champions of the Modern, Clean and Safe Trucks Act (H.R. 

1440, S. 694) for once again putting forward legislation that will help 

the trucking industry unleash the latest technologies. Stakeholders 

across the trucking supply chain stand ready to work with those 

champions and other leaders in Congress to advance this important 

proposal. As the Senate Finance Committee and House Ways and 

Means Committee consider tax policies to continue growing our 

economy, we are grateful for your consideration of repealing the 

outdated FET.” 

Nearly half of the trucks in America’s trucking fleet were 

manufactured before 2010, according to the ATA. Each new cleandiesel 

truck will reduce emissions by 83% compared to the pre-2010 

model power unit it replaces on the nation’s highways. 

According to a statement released by ATA, “Today’s vehicles are 

A coalition of nine trucking industry groups is urging Congress to repeal the federal excise 

tax on heavy-duty trucks and trailers. 

also equipped with the latest safety innovations that have been proven 

to save lives. New truck models meet 2015 standards for stability 

control and increasingly include advanced driver assistance systems 

that improve braking, steering, warning, and monitoring responses 

to prevent crashes.” 

The letter was co-signed by the leaders of TCA, ATA, National 

Tank Truck Carriers, NATSO, SIGMA, the Diesel Technology Forum, 

the Truck & Engine Manufacturers Association and the Clean Freight 

Coalition. 

C 

Trucking among industries required to submit 

additional injury data to OSHA 

A new ruling requires scores of employers in industries considered 

“high hazard” to electronically submit detailed data about worker 

injuries to the U.S. Occupational Safety and Health Administration 

(OSHA). Employers are already required to keep records of injuries, 

but they are only submitted to OSHA if the agency conducts an 

investigation. 

OSHA’s final rule is similar to one that was adopted by the Obama 

administration and then largely rolled back under former Republican 

President Donald Trump before it could take effect. The new rule, 

which takes effect Jan. 1, 2024, requires companies with 100 or more 

employees in industries that OSHA deems hazardous to annually 

submit forms that include details of specific safety incidents. 

A wide range of industries are covered by the rule, including 

trucking and transportation, grocery stores and other retail 

businesses, agriculture, manufacturing, nursing homes, waste 

SEE OSHA, PAGE 13 

Trucking, considered a high hazard workplace by the U.S. Occupational Safety and Health 

Administration, now falls under a new injury reporting rule. 


CAPITOL recap 

CVSA releases results from 2023 International 

Roadcheck inspection blitz 

The Commercial Vehicle Safety Alliance 

(CVSA) has released results from this year’s 

International Roadcheck event, held May 16- 

18 in the U.S., Canada, and Mexico. During 

the inspection blitz, 59,429 commercial 

motor vehicles were inspected. A total 

of 81% of vehicles and 94.5% of drivers 

inspected did not have any out-of-service 

violations. 

Commercial motor vehicles without any 

critical vehicle inspection violations are 

eligible to receive a CVSA decal. During this 

year’s International Roadcheck, decals were 

applied to 14,032 power units, 5,814 trailers, 

and 305 motorcoaches/buses, for a total of 

20,151 decals throughout North America. 

Conversely, CVSA-certified inspectors 

discovered at least one out-of-service 

violation on 19% of the vehicles inspected 

and, in turn, removed those 11,270 

commercial motor vehicles from roadways 

until the out-of-service violations were 

corrected. There were 17,479 vehicle out-ofservice 

violations in total. 

Inspectors also restricted 5.5% (3,256) of 

the CMV drivers inspected who were found 

to have at least one out-of-service driver 

violation. Those drivers were restricted from 

commercial travel until their out-of-service 

violations were addressed. There were 5,280 

driver out-of-service violations in total. 

A total of 116,669 violations were 

identified throughout the effort; this figure 

represents all driver and vehicle out-ofservice 

violations and violations that were 

not out of service. 

This year, inspectors focused on ABS 

and cargo securement. There were 2,975 

cargo securement violations and 4,127 ABS 

violations; four of these violations were 

found on motorcoaches, 1,426 on power 

units, and 2,697 on trailers. 

A total of 949 safety belt violations were 

issued during this year’s International 

Roadcheck. This means 1.6% of commercial 

motor vehicle drivers inspected were not 

wearing a safety belt. 

Inspectors also checked CMVs carrying 

hazardous materials/dangerous goods (HM/ 

DG) to ensure they were being transported 

safely and compliant with federal regulations. 

During International Roadcheck, 2,853 

The Commercial Vehicle Safety Alliance has released results from its 2023 International Road Check, during which nearly 

60,000 CMVs were inspected in the U.S., Canada, and Mexico. 

HM/DG inspections were performed, and 

inspectors discovered 236 HM/DG-related 

out-of-service violations. Inspectors 

performed a total of 59,429 inspections 

during the 72 hours of International 

Roadcheck. 

In the U.S.: 

• Inspectors conducted 53,847 Level I, II, 

and III Inspections. 

• The vehicle out-of-service rate was 

19.3% and the driver out-of-service rate was 

5.8%. 

• There were 15,932 vehicle, 5,020 driver, 

and 205 HM/DG out-of-service violations. 

• The top vehicle out-of-service violation 

was for brake systems. The top driver outof-service 

violation was hours of service. 

The top HM/DG out-of-service violation was 

for loading. 

• There were 2,798 cargo securement 

violations. 

• ABS violations were discovered on 1,264 

power units, 2,428 trailers, and four buses. 

• Inspectors issued 931 safety belt 

violations. 

In Canada: 

• Inspectors conducted 4,247 Level I, II, 

and III Inspections. 

• The vehicle out-of-service rate was 

20.5% and the driver out-of-service rate was 

3.2%. 

• There were 1,453 vehicle, 260 driver, 

and 30 HM/DG out-of-service violations. 


was brake systems. The top driver out-ofservice 

violation was for hours of service. 

The top HM/DG out-of-service violation was 

for training certification. 

• There were 177 cargo securement 

violations. 

• ABS violations were discovered on 162 

power units and 269 trailers. 

• 18 safety belt violations were issued. 

In Mexico: 

• Inspectors conducted 1,335 Level V 

Inspections. 

• 94 vehicle out-of-service violations were 

identified. 

• 36 commercial motor vehicles were 

placed out of service, which is a 2.7% 

vehicle out-of-service rate. 


was tires, which accounted for 34% of 

the total number of vehicle out-of-service 

violations. 



CFC, FROM PAGE 10 

CAPITOL recap 

Andy Richard, CEO of Sapp Bros., said policies 

shouldn’t ignore the lower-carbon fuels 

that are already at the industry’s disposal. 

“A market-driven, technology-neutral approach 

will advance the adoption of alternative 

fuels without picking winners and losers,” 

Richard said. “Biodiesel and renewable diesel 

represent the best option that fleets have today 

to reduce their carbon emissions, and 

this will be the case for the foreseeable future. 

The right policies will encourage fuel retailers 

to make these investments without sacrificing 

efforts on electrification, hydrogen or other 

next-generation fuels.” 

Ryan Streblow, president and CEO of the 

National Tank Truck Carriers, cautioned that 

“the entire transportation ecosystem is at 

risk.” 

“The tank truck industry envisions low and 

zero emission commercial trucks, but current 

time lines and goals must account for technology 

availability, affordability, infrastructure 

overall and a scalable energy source,” he said. 

TRANSFORM YOUR 

MESS INTO ART. 

OSHA, FROM PAGE 11 

collection, and delivery services. OSHA said 

it designated industries as hazardous if they 

averaged at least 3.5 injuries per 100 full-time 

employees between 2017 and 2019. 

Doug Parker, head of OSHA, said in a 

statement the agency will use the data to 

inform outreach and enforcement efforts 

designed to reduce worker injuries and 

illnesses. 

“The safety and health community will 

benefit from the insights this information will 

provide at the industry level, while workers 

and employers will be able to make more 

informed decisions about their workplace’s 

safety and health,” Parker said. 

However, Ben Brubeck, vice president of the 

construction trade group Associated Builders 

and Contractors, said the rule will do nothing 

to achieve those goals — while forcing 

employers to disclose sensitive information 

that could be mischaracterized and misused. 

Labor unions, for example, could use the 

data to make “false or distorted claims” about 

worker safety, he said in a statement. 

Brubeck says that because the records 

required by the rule involve isolated incidents, 

they “are not reliable measures of a company’s 

safety record or of its efforts to promote a 

safe work environment.” 

In the rule, OSHA said it will not collect 

employee names and addresses or the names 

of health care professionals and facilities. 

Truckload Authority 13 

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CAPITOL recap 

Congress urged to revive long-stalled debate 

about regulating self-driving vehicles 

Advocates for the self-driving vehicle 

industry in July warned that years of 

regulatory inaction is putting American 

manufacturers at a competitive 

disadvantage and urged Congress to 

expand their ability to test and eventually 

sell autonomous cars and trucks. 

“I’m sure it’s rare for you that someone 

from the private sector comes before you 

to ask, to plead, for their business to be 

regulated,” said John Bozzella, president 

for the Alliance for Automotive Innovation, 

which represents several major auto 

manufacturers. “We’re at a crossroads, and 

without a comprehensive AV framework, 

companies are not going to succeed.” 

While most Republicans, and some 

Democrats, on the House Energy and 

Commerce Committee seemed enthusiastic 

about speeding up the pace of AV 

(autonomous vehicle) research and testing 

in America, others warned about going 

too fast without addressing long-standing 

issues of safety and liability. 

Rep. Frank Pallone of New Jersey, the 

committee’s ranking Democrat, warned that 

Congress “cannot simply dust off 6-yearold 

legislation and ignore the substantial 

issues that have emerged in recent years. 

… Troubling safety incidents are mounting, 

liability loopholes are emerging.” 

The legislation in question is a 2017 bill 

on AV regulations that passed the House 

but stalled in the Senate. 

Currently AV manufacturers can deploy 

a maximum of 2,500 self-driving vehicles 

for testing, provided they have permission 

from the National Highway Traffic Safety 

Administration (NHTSA). AV advocates 

complain the limits represent a bottleneck 

that is holding back the growth of the 

industry at a crucial time. The NHTSA 

has spent more than a year considering 

a petition from General Motors to deploy 

2,500 vehicles from its Cruise AV unit for 

street testing and a ride-hailing service. 

Among the proposals before the 

committee is one that would provide 

exemptions for manufacturers to deploy 

thousands of autonomous vehicles without 

meeting existing auto safety standards. 

One of the main sticking points surrounds 

Advocates for the self-driving vehicle industry warn that years of regulatory inaction is putting American manufacturers at a 

competitive disadvantage and urge Congress to expand their ability to test and eventually sell autonomous cars and trucks. 

liability in case of an accident caused by 

a malfunctioning AV. Industry advocates 

argue that accidents involving self-driving 

vehicles are exaggerated and that the 

machines are already far more reliable than 

human beings. Gary Shapiro, head of the 

Consumer Technology Association, told the 

committee that self-driving vehicles “are 

never distracted, never tired, they don’t get 

drunk, and they don’t fall asleep.” 

But Rep. Kelly Armstrong (R-ND) 

countered that the human driving model at 

least provides clarity on who to blame and 

who should pay for the damage. 

“When somebody gets injured, somebody 

gets sued,” Armstrong said. “When a 

minivan goes off the road in Florida and 

five people are killed, somebody is getting 

sued. … Each one of these (crashes) is still 

going to be subject to a plaintiff’s lawyer, an 

insurance company, and a defense lawyer. 

And until we’ve figured that out, this is just 

a science project.” 

On General Motors’ earnings conference 

in July, Cruise CEO Kyle Vogt said his 

company’s analysis of the first million 

miles of autonomous vehicle use shows 

they had 54% fewer collisions than humans 

in similar environments, and 92% fewer 

crashes where the autonomous vehicle 

was at fault. 

“The vast majority of collisions are 

caused by inattentive or impaired human 

drivers, not the AV,” he said. 

But auto safety advocates have cast 

doubt on industry claims about the safety 

of autonomous vehicles and the numbers 

they use to back up those claims. 

Missy Cummings, a former senior 

safety adviser to the National Highway 

Traffic Safety Administration who is now 

an engineering and computer science 

professor at George Mason University, said 

that analysis of available data challenges 

those safety claims. 

Robotaxis from Cruise are eight times 

more likely to get into a crash than humans, 

she said, while autonomous vehicles from 

Waymo, a spinoff of Google, are four times 

more likely than humans to crash. Waymo 

said it disagrees with Cummings’ findings. 

“I think we need to take their claims of 

being safer with a grain of salt,” Cummings 

said. 



CAPITOL recap 

Transport of EVs poses greater fire risk for 

maritime vessels than trucks, trains 

Electric vehicles are crisscrossing the globe to reach eager buyers, 

but the battery technology involved in zero- emission automobiles 

is exposing underprepared maritime shippers to the risk of 

hard-to-control fires, according to industry, insurance, and emergency 

response officials. 

That risk was put in the spotlight by a burning car carrier drifting 

off the Dutch coast in late July. The Dutch coast guard said the 

fire’s cause was unknown, but Dutch broadcaster RTL released a 

recording in which an emergency responder is heard saying “the 

fire started in the battery of an electric car.” 

While all logistics companies deal with the risk of EV lithiumion 

batteries burning with twice the energy of a normal fire, the 

maritime industry hasn’t kept up with the developing technology 

and how it creates greater risk, maritime officials and insurers said. 

There were 209 ship fires reported during 2022, the highest number 

in a decade and 17% more than in 2021, according to a report from 

insurer Allianz Global Corporate & Specialty (AGCS). Of that total, 

13 occurred on car carriers, but how many involved EVs was not 

available. 

Dutch news agency ANP, citing operator “K” Lines, said there 

were almost 4,000 cars, including 25 EVs, on the burning ship. A 

person answering the phone at “K” Line’s main U.S. office said he 

was not authorized to discuss the fire. Japan’s Shoei Kisen, which 

owns the ship, said it was working with authorities to get control 

of the fire. 

The cause of the fire, while still officially undetermined, has 

raised questions about “what blind spots there are when transporting 

electric cars powered by batteries — which, when they catch 

fire, can’t be extinguished with water, or even by oxygen deprivation,” 

said Nathan Habers, spokesperson for the Royal Association 

of Netherlands Shipowners (KVNR). 

“The first question that comes to mind is: Does the current code 

stack up against the risk profile of this type of goods?” he added. 

One hazard in lithium-ion batteries is “thermal runaway,” a rapid 

and unstoppable increase in temperature that leads to fires in EVs 

that are hard to extinguish and can spontaneously reignite. 

Fire extinguishing systems on the massive ships that haul cars 

weren’t designed for those hotter fires, and shipping companies 

and regulators are scrambling to catch up, said Douglas Dillon, 

executive director of the Tri-state Maritime Safety Association that 

covers Delaware, Pennsylvania and New Jersey. 

Recent fire-related losses are resulting in increased insurance 

costs for automakers shipping cargo and costs are likely to increase 

for vessel owners as well, said John Frazee, a managing director 

at insurance broker Marsh. As ship owners seek to limit losses by 

legally pursuing automakers whose vehicles are determined to have 

caused a fire, automakers are buying additional liability protection, 

he said. 

Exacerbating the risks is the business model used by the companies 

that includes tightly packed ships. Auto carriers like the burning 

ship are known as RoRos, which stands for roll-on/roll-off – the 

way cars are loaded and unloaded. 

RoRos are like floating parking garages and can have a dozen or 

more decks carrying thousands of vehicles, industry officials said. 

In this July 26, 2023, photo smoke billows after a fire broke out on the cargo ship 

Fremantle Highway off the Dutch coast. 

Unlike parking lots, however, cars are parked bumper-to-bumper 

with as little as a foot or two of space overhead. 

Firemen typically put out EV battery fires on roadsides by clearing 

the area around the burning vehicle and flooding the underside with 

water, something difficult to do on a RoRo, Dillon said. 

“There’s no way for a firefighter in protective gear to get to the 

location of a fire” on a ship, he said, adding the cramped conditions 

increase the danger of getting trapped. 

“While trains and tractor-trailers also transport EVs, isolating and 

extinguishing fires is easier because workers can unhook a rail car 

and a trucker can pull over, said Frazee. 

Frazee expects insurers to lead the charge on strengthening safety 

systems on ships. Options being worked on include new chemicals 

to douse flames, specialized EV fire blankets, battery piercing 

fire hose nozzles and proposals to segregate EVs. 

“I see no quick solution,” Frazee said. 

The International Maritime Organization, which sets regulations 

for safety at sea, plans to evaluate new measures next year for ships 

transporting EVs in light of the growing number of fires on cargo 

ships, a spokesperson told Reuters. 

That could include specifications on types of water extinguishers 

available on boats and limitations on the amount a battery can be 

charged, which impacts flammability. 

With EVs here to stay, KVNR’s Habers said his group is discussing 

tightening regulations to account for the additional safety risks. 

“There is already a whole lot of communication underway about 

this,” he said, “but with this incident it becomes apparent we might 

need to speed up the process, especially when you consider that the 

number of this sort of cars is only going to rise.” 

Global auto sales last year totaled 81 million vehicles, 9.5% of 

which were EVs, according to EV-Volumes.com. China and Europe 

have been the most aggressive regions in pushing automakers to 

shift to EVs, and U.S. President Joe Biden’s administration has proposed 

rules that could result in as much as two-thirds of the new 

vehicle market shifting to EVs by 2032. 


Tracking The Trends 

Looking 

to the future 

Automated tech already 

commonly used in passenger, 

freight vehicles 

By Cliff Abbott 

Throughout history, humans have adapted to new 

technology as it became available. In most cases, 

innovations involved refinements to familiar 

products — but every so often a watershed moment 

occurred that changed everything. 

In the early days of freight transportation, cargo was 

transported by horse (or ox) and wagon. Then, along came 

the internal combustion engine, paving the way for the first 

trucks. This changed freight hauling forever. Through the 

generations that followed, trucks continued to evolve, becoming 

larger and more powerful, and operating them became 

easier and more comfortable. 

Trucking is on the cusp of another watershed moment. 

From the time draft animals pulled the first freight wagon 

to modern-day tractor-trailers, navigation has been controlled 

by a human. This is changing. The day is coming 

when trucks will drive themselves. There are, however, 

steps that must be taken before autonomous trucks become 

commonplace in the industry. Defining those steps and how 

long it will take to implement them is still being discussed. 

“People ask all the time, ‘When is this going to happen?’” 

said Dan Goff, director of external affairs for Kodiak Robotics. 

“The answer is that it’s already happening. You can get 

off a plane in Phoenix today and take a driverless taxi to your 

hotel. There are driverless taxis right now, driving around in 

San Francisco. They’re being tested in Los Angeles and in 

cities across Texas and in Miami.” 

Goff is speaking about passenger vehicles, of course, but 

the technology that makes them work is identical to what’s 

being used for large trucks, with one notable exception: maps. 

“The way a lot of those taxis work is, they have a very 

detailed map of everything happening around the vehicle,” 

he explained. “Every curve, every street sign, every mailbox 

is in the database. They might be able to discern, for 

example, a person standing between the vehicle and a mailbox 

and respond, but the basic route, down to the inch, is 

programmed in.” 

Trucks, however, don’t spend a lot of time on carefully 

laid-out city streets. Instead, they might be on limited access 

highways where mailboxes and light poles usually 

aren’t an issue — but rapidly changing surface, weather, 

and traffic conditions are. Autonomous systems for heavyduty 

vehicles must be able to identify changing conditions 

and respond appropriately, just as a human driver would. 

Advanced driver assistance systems (ADAS), such as collision 

mitigation and adaptive cruise control, are pieces of 

autonomous technology that are already in use, enhancing 

the safety of rather than replacing drivers. 

Developers of these technologies have come and gone. 

Waymo, the autonomous driving segment of Google parent 

Alphabet, recently announced it is slowing its pursuit 

of its commercial trucking to put more effort into its autonomous 

taxi operation. After months of plummeting stock 

prices and threats of being delisted, TuSimple, announced 


in June that it is shifting development efforts on the Asian 

market and exploring the sale of its U.S. operation. The 

company declined to discuss its U.S. operations for this 

story. 

Even as the technology is refined, a host of regulatory 

hurdles remain. Laws for autonomous vehicles vary in different 

jurisdictions, and some people are warning that oversight 

of the developing technology isn’t adequate. 

On July 26, the Innovation, Data, and Commerce Subcommittee 

of the U.S. House Energy and Commerce Committee 

held a hearing on the issue, entitled “Self-Driving Vehicle 

Legislative Framework: Enhancing Safety, Improving 

Lives and Mobility, and 

Beating China.” 

The group called on 

the U.S. Department 

of Transportation to 

develop rules and a 

safety priority plan for 

autonomous vehicles, 

issue new vehicle 

safety standards, and 

develop testing methods. 

Included was a 

requirement for manufacturers 

to develop a 

cybersecurity plan to 

combat hacking efforts. 

Dr. Philip Koopman, 

associate professor of 

electrical and computer 

engineering at Carnegie 

Mellon University, 

testified, “There is no 

independently vetted 

data showing automated 

driving features 

improve safety.” He 

also noted, “There is 

nothing inherent to this 

technology that guarantees 

that safety will 

be improved.” 

Koopman also addressed the discrepancy in state and local 

laws. 

“Companies can shop for a state that has favorable laws 

and operational conditions as they like,” he said. 

Most of the prototype testing of autonomous trucks has 

indeed occurred in the southern tier of states where climate 

conditions are favorable and regulatory oversight, perhaps, 

more lenient. 

Beyond regulations, there will be opposition from 

unions and politicians that are bent on protecting jobs. The 

Teamsters, in particular, have pushed for laws that require 

a driver in every truck, regardless of automation. 

In the meantime, autonomous vehicle developers, in 

partnership with carriers, shippers, and truck manufactures, 

are hauling freight every day. Kodiak — in partnership 

with C.R. England, Werner, Forward Air, CEVA Logistics, 

and 10 Roads Express — is operating autonomous 

trucks to deliver freight for IKEA, Tyson Foods, the U.S. 

Department of Defense, and more. In June, Loadsmith announced 

its intent to equip 800 trucks with Kodiak technology 

in the first transportation company built for selfdriving 

trucks. 

Goff credits the Kodiak “SensorPod” with the company’s 

success to date. Rather than attaching brackets and bars 

to the tractor, Kodiak’s cameras and sensor are built into 

units that replace the 

mirrors. 

“We know from our 

work with our partners 

that maintenance and 

keeping trucks on the 

road is one of the most 

important and difficult 

jobs for fleets,” he explained. 

“And we have 

really built our hardware 

technology to be 

easy to build, easy to 

maintain. If something 

happens on the road, 

(if) the sensor stack 

needs maintenance, 

we can actually send a 

technician to YouTube, 

and they can change a 

SensorPod out in about 

10 minutes.” 

Goff envisions autonomous 

trucks being 

used for the long-haul 

portion of freight loads, 

with local or regional 

drivers handling pickup and delivery. Kodiak has developed 

a network of transport hubs where trailers are exchanged 

with drivers. 

“The value of adding this technology to a truck is that 

you’re going to be able to increase the utilization of that asset 

pretty dramatically,” he said. 

Autonomous trucks could be a way to help relieve the 

shortage of drivers while improving the safety record of the 

trucking industry and helping carriers get more return on 

their equipment investment. Like the replacement of wagons 

pulled by draft animals by gas-powered vehicles, it will 

be a process that takes years (perhaps decades) as the industry 

finds new ways to streamline the driver’s job. 



Help Wanted 

Demand for diesel techs remains 

high even as engines evolve 

By Kris Rutherford 

As motor carriers continue to seek and retain qualified drivers, there is another personnel shortage impacting 

their ability to keep trucks on the road — diesel mechanics. 

High school programs across the country are geared toward preparing students for four-year colleges 

and universities. But as college costs soar and student debt has become a political issue, more students 

are looking at training for trades, particularly the ones touted as “recession-proof.” The role of diesel technician and 

mechanic is one of those trades. 

Even so, the number of new diesel technicians has failed to keep pace with industry needs. 

“College is not for everyone,” said Lucas Subler, president of Ohio-based Classic Carriers. “I believe that narrative 

is starting to gain some traction in many areas of the country.” 

Subler notes that the cost of college has deterred many high school students from looking at traditional higher 

education. The trades, including diesel mechanics, are an attractive alternative. 

“The lure of getting kids into trades early on in life and making a great living is starting to resonate,” he said. 

Of course, preparation for a trade, like preparation for college, is something that begins in high school. Subler 

lauds schools that are presenting trades programs through creative partnerships. 

“Our high school runs an apprenticeship through its Future Farmers of America (FFA) program,” Subler said. “The 

FFA finds the kids that are interested in a wide variety of trades and places them with businesses in our area looking 

for labor.” 

This “Capstone” program allows high school students to attend school part time and work part time in their chosen 

trade. The number of hours a student is allowed to leave school to work is determined by the student’s grade point 

average; this information is provided to the student’s work supervisor. 

Love’s Travel Stops has presented another alternative to those wishing to become diesel technicians. Love’s recently 

celebrated the 300th graduate of its in-house training program, Love’s Truck Care Academy, a partnership with 

Speedco. The program, launched in April 2022, combines classroom instruction with hands-on experience in seven 

heavy-duty truck systems. Love’s program is the only accelerated diesel technician training program of its kind for 

beginners. 

Keven Avalos, a graduate of the Love’s program, described what lured him to the diesel trade. 

“My plan right after high school was going to a technical institute — a trade school for all types of mechanical 

classes,” Avalos said. 

Unfortunately, the cost of trade school, much less college, was beyond what his family’s income could handle. 


Avalos’ sister, a Love’s employee, suggested he check into 

the program. 

“(The Love’s program) helped me so much,” Avalos said. 

“When I went to the academy, I was leaving my family for 

the first time, and I was really motivated to catch on quickly. 

Knowing that going to school six days a week would make 

for a short process, I had to get on my horse and go, go, go. 

I learned so much.” 

Avalos admits he has a long way to go but says the program 

has taught him to be a better mechanic. 

Along with diesel mechanics, the need for technicians 

to maintain battery-powered vehicles is increasing as the 

electric vehicle (EV) segment of the trucking industry slowly 

grows. Community college programs, including several in 

California’s San Bernardino County, have pioneered programs 

to introduce would-be diesel mechanics to a whole 

new aspect of the trucking business. 

San Bernardino Valley College launched its EV technician 

training program, funded by Volvo LIGHTS through California 

Climate Investments in 2020. The COVID-19 pandemic 

truncated the original course schedule, but when the program 

reopened its doors, more students joined, bringing the 

program’s total enrollment to 26. The program can lead to a 

certificate or an associate degree for students who want to 

pursue college. 

Kenny Melanchon, faculty chair of the college’s heavyand 

medium-duty trucks technology program, notes that 

EVs’ share of the heavy-duty vehicle market is growing. 

“They’re saying by 2026, all diesel buses will be gone,” he 

said. “They’re almost all gone now.” 

The alternatives will be engines powered by compressed 

natural gas or electricity, and trained technicians will be 

needed to maintain both. 

For the time being, however, most long-haul trucks are 

powered by diesel engines. No downturn is expected in the 

near future, and the need for diesel technicians will continue 

to grow. With numerous initiatives launched to bring 

new truck drivers into the industry, it’s only natural that the 

ratio of technicians to drivers will have to keep pace. That 

means new jobs and new opportunities in various areas of 

the trucking industry. 

Subler firmly believes the need for additional diesel technicians 

will continue, and as technology evolves, so will the 

role. 

“The diesel tech trade has evolved immensely over the 

past 30 years, and I believe it will continue to do so,” he said. 

“Thirty years ago, a good tech would listen to an engine and 

diagnose what they thought was making the noise. Today, 

they plug (the truck) into their laptop for a diagnosis.” 

This means education and training will become more important 

to the mechanic profession. 

“Our next generation of techs must be as good — or better 

— with a computer as they are with a 9/16th wrench,” 

Subler said. “I believe this shift to a more technological role 

has helped gain interest in our industry as it is not the ‘dirty 

old mechanic’ trade anymore.” 



HIGHER 

and 

HIGHER 

Fuel prices top 

contributor to 

surge in 

operations costs 

for 2022 

By Kris Rutherford 

Inflation is hitting all sectors 

of the economy, and the latest 

statistics from the American 

Transportation Research 

Institute (ATRI) indicate the 

trucking industry has not 

escaped increasing prices. 

In its 2023 Update to ATRI’s 

Analysis of the Operational 

Costs of Trucking, the 

verdict is clear: Operating 

a truck is getting more 

expensive. 


For the first time since ATRI began tracking operational 

costs, trucking crossed the $2 per mile mark in 2022, settling 

at $2.251 per mile — a 21.3% increase over 2021. 

Hourly operations expenses also broke a record in 2022. 

According to the report, the report showed the cost of operating 

a truck in 2022 was $90.78 per hour — a 21.6% 

increase over 2021. The increases in both measurements 

stem from several double-digit increases in cost components. 

“Our carriers are definitely aware of and feeling the pain of 

increased and rising operating costs” said Amanda Pearson 

of the Truckload Carriers Association (TCA). Pearson serves 

as facilitator for the TCA Profitability Program (TPP). 

In 2022, fuel costs had the greatest impact on overall 

operations, rising a whopping 53.7% over 2021. But the 

increase was joined by growth in truck/trailer lease and 

purchase payments (18.6%), driver wages (15.5%), repair 

and maintenance (12%), tires (9.8%), truck insurance premiums 

(2.3%), and driver benefits (0.5%). Only permits and 

licenses (-6.3%) and tolls (-12.5%) decreased in cost compared 

to the previous year. 

In terms of fuel, Russia’s invasion of Ukraine in February 

2022 had a major impact on diesel costs. While the price 

of fuel began to slide during the second half of the year, it 

did not reach pre-invasion prices before the year’s end. Fuel 

prices topped $5.50 per gallon in July 2022 and hovered at 

nearly $4 per gallon as of the ATRI report’s ending date of 

May 2023. 

“Carriers are working hard with OEMs to maximize fuel 

savings,” Pearson said. “Reduced speed, limiting idle 

time, trip planning, and adaptive cruise control are being 

employed to recognize the most savings. Companies have 

rolled out mpg expectations and bonus programs to support 

improvement.” 

Shepard Dunn, program manager for TPP Benchmarking, 

echoed Pearson’s thoughts, noting additional steps carriers 

are taking to decrease costs across the board. 

“Carriers are revisiting all supplier pricing,” Dunn said. 

“Some are resizing fleets and changing networks for better 

efficiencies.” 

Carriers are also educating employees on “cost awareness,” 

maintaining that employee productivity impacts operating 

costs. From a technological standpoint, Dunn said, 

automating as many processes as possible is a proven cost 

savings tool. 

“Carriers are having to question every cost they have and 

decide whether or not (the costs) are justified,” he said. 

From the perspective of equipment costs, the ATRI report 

notes that, “Carriers that acquired trucks in the first half of 

2022, during a period of limited supply, paid a premium.” 

In the early months of 2022, used Class 8 truck prices were 

79.9% higher than the same period in 2021. 

“Every carrier has been faced with substantial increases 

in equipment costs,” Pearson said. “Not only did they battle 

to receive units, [carriers] struggled to forecast and plan for 

price increases.” 

While companies and manufacturers work together to 

catch up to market demand, Pearson noted that many industry 

organizations, including TCA, support the repeal of 

the federal excise tax (FET). This tax, which went into effect 

in 1917, levies additional taxes on truck sales. 

“We believe this tax hinders fleet investment and delays 

the purchase of safer and more fuel-efficient trucks,” she 

said. 

The availability of new equipment in the latter half of 2022 

tempered the increase in repair and maintenance costs. 

Even so, the cost of maintaining equipment increased substantially 

over 2021. The costs associated with repair and 

maintenance were .196 cents per mile in 2022, bolstered by 

parts and labor expenses increasing 13% over 2021 costs. 

Carriers with larger fleets saw per-mile savings in repair and 

maintenance costs, likely due to purchasing new equipment. 

Still, parts shortages and increased labor maintained permile 

costs at relatively high levels in spite of savings experienced 

by larger carriers. 

Tire prices, closely connected to global oil costs, also 

rose in 2022. Overall, carriers of all sizes saw tire prices of 

.045 cents per mile. 

The price of liability insurance remained relatively steady 

in 2022. Insurance costs were up only 0.2 cents per mile, 

averaging 8.8 cents per mile for carriers. This represented 

a 0.1% increase over the three-year average. The stability in 

insurance costs is largely attributable to fewer miles driven 

during the pandemic. 

Even with more miles driven in 2022 — and a corresponding 

increase in accidents and repairs — the COVID-19 

pandemic period profits seen by insurance companies allowed 

them to pass the savings on to the trucking industry. 

The insurance savings did not carry over to small carriers, 

however, as small, specialized fleets saw premium increases 

of 1 to five 5 cents per mile. 

A review of increasing operational costs and declining 

freight rates emphasizes the importance of operational efficiencies 

to carriers of all sizes. Empty mileage, dwell time, 

and mpg are all critical in computing cost efficiencies, and 

2022 saw trends offering a mixed bag for carriers of all 

sizes. 

Non-tanker “deadhead” mileage was up to 15.4% in 2022, 

an increase of 0.7% over the previous year. Dwell time for 

the industry was measured at 1 hour and 46 minutes per 

stop, a nine-minute decrease over 2022. Still, dwell time 

is listed in the Top 5 issues facing the industry in multiple 

surveys of trucking professionals. Fuel economy was up 

slightly over 2022, with trucks averaging 6.68 mpg. Speed 

governor usage is credited as being largely responsible for 

mileage improvement. 

“Carriers are looking at every aspect of their operations 

to ensure costs are in line,” Pearson said. “Companies are 

diligently investing in technology and processes to increase 

efficiency, ensuring their teams are right sized to provide 

valuable service to drivers and customers, and aligning their 

networks.” 



moving 

FORWARD 

Foreword and interview by Linda Garner-Bunch 

It’s been a busy summer for the Truckload Carriers 

Association (TCA), with the annual Safety & Security 

meeting, Refrigerated meeting, officers’ meeting and 

retreat, and more — and TCA Chairman Dave Williams 

says he’s enjoyed every minute. As the sunny days of 

summer begin to give way to crisp autumn breezes, 

the association is ramping up for more events and 

educational resources for members, from informative 

webinars and on-site seminars to TCA’s Call on 

Washington and Fall Business Meetings. Williams 

reiterates the importance of the annual visit to Capitol 

Hill and making sure the voice of the truckload industry 

is heard loud and clear by the nation’s lawmakers. 

Turn the page to read Williams’ thoughts on a variety 

of issues faced by the trucking industry, along with a 

wrap-up of TCA’s summer events. 

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It’s been a busy summer for TCA, with 

the annual Safety & Security Meeting 

in June and the Refrigerated Meeting in 

July. Please share a few highlights from 

the two events. 

The Safety & Security Meeting in San Antonio was 

great. The highlight of the meeting for me was the panel 

of our TCA Professional Drivers of the Year sharing 

their thoughts and insights on managing safety. They 

were very candid and had some great feedback for the 

fleets in the room. 

The Refrigerated Meeting in Park City was equally 

good. One of the things we have really been stressing 

is that every function we present needs to provide highvalue 

educational content. When you combine that with 

our trademark networking opportunities, these become 

“can’t miss” meetings. We are working hard to make 

sure we provide fresh, relevant takes fleets can benefit 

from. While I think we can always work to get better, 

I do believe that we are solidly heading in the right 

direction. 

TCA’s Fall Business Meetings, along 

with the association’s annual Call on 

Washington, are just around the corner. 

Addressing each event separately, please 

explain why membership participation is 

important. How can companies find out 

more about these initiatives? 

I am disappointed that I will miss the Call on Washington this year 

due to a conflict. This will be the first time I will have missed it. The Call 

on Washington is so important, as it connects real people in the industry 

— who are impacted by legislation and regulation — with those who are 

deciding what the rules should be. So many of our members comment that 

they are afraid they may not know the right thing to say. 

First of all, you don’t have to say anything. You can just go and listen. 

You can also share your thoughts on how the rules and regulations are 

impacting your business. You don’t have to debate with anyone; you just 

share your thoughts. I have found that members of Congress listen intently 

when someone from the industry is sharing their perspective. It is a way for 

members of Congress to stay connected. Our Fall Business Meeting also 

brings a lot of value, as members get a chance to take advantage of hearing 

from Washington, D.C.-based resources including our contracted lobbyists, 

members of Congress, and leaders of regulatory agencies, among others. 

With so many important decisions being made in Washington these days, 

companies need to know what is coming and anticipate what needs to be 

done in their own businesses to remain successful. 

One of the stories in this edition of Truckload Authority 

focuses on automated vehicles, specifically heavy-duty 

over-the-road tractors. Many — I dare say most — truck 

drivers are concerned about the adoption of these rigs, 

fearing that their jobs will ultimately be eliminated in 

favor of self-driving trucks. Please share your thoughts 

on this issue. 


TCA Chairman Dave Williams encourages association members to participate in the group’s annual Call on Washington in 

September, describing the event as an opportunity for lawmakers and industry stakeholders to stay connected. 

I am not a fan of the phrase “driverless or self-driving trucks.” In fact, 

I have fought against the use of the phrase since I first heard it. This is not 

because I am in denial, but because I have stayed close to this technology. 

I believe we are further away from widespread use of this technology in the 

truckload industry than people may think. 

As you may have noticed, the buzz around autonomous trucks has 

died down over the past year or so. This has come as tech companies 

realize that applying this technology to heavy-duty truck applications is 

more challenging than they may have anticipated. Operationalizing an 

autonomous articulating tractor-trailer combination weighing 80,000 

pounds is a different proposition than trying to operationalize an 

autonomous taxi. And, by the way, that same tractor-trailer combination 

weighs 60% less as soon as it is unloaded, dramatically changing the 

center of gravity for the unit. There are technical, economic, and operational 

challenges that will need to be overcome, which will require substantial 

funding and a good amount of time. Many of the tech providers in this 

space are running out of cash as investors grow impatient and the cost to 

develop the technology continues to grow. 

Someone will eventually figure it out, but it will likely be limited to a 

small number of applications until some of these issues are overcome. On 

top of this, we haven’t even started considering social acceptance, liability 

questions, and cybersecurity concerns, among others. I am by no means 

counting this technology out, but the reality is that we will need good men 

and women to operate trucks in the truckload market for a long time to 

come. 

Finding and keeping qualified workers is always top of 

mind for motor carriers. What basic strategies would 

you recommend a trucking company undertake to 


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During a visit to the TCA’s Arlington, Virginia, headquarters, Williams took time out for an impromptu photo shoot with members of the association’s staff. 

ensure their drivers and employees are satisfied with the 

opportunities they have in front of them? 

It takes work to understand what an employee is looking to get out 

of their relationship with a company. In the truckload market, there is so 

much diversity in our driving jobs alone — there are long haul jobs, local 

jobs, and regional jobs. There are loads that require significant physical 

demands for unloading, while other loads are virtually no-touch. Some 

freight is so time-sensitive that it may shut down a factory if it is late, 

while other freight may sit for weeks after delivery. There are companies 

that supply the newest high-tech equipment, and there are those that buy 

equipment that has already been around the block a few times. Some 

routes run though the open roads of the Midwest, while others may run 

through gridlocked mega-metropolitan cities. There are cold-weather 

climates and climates that are blazing hot. 

Depending on the combination of those factors, our drivers are going to 

have different expectations for compensation, benefits, and opportunities 

for personal growth. After accounting for all the workplace variables, I 

believe it really comes down to relationships. Communicating well, being 

available, listening to concerns, setting clear expectations, following 

through on what you say you will do, and showing genuine concern will 

always yield positive results. There are no one-size-fits-all problems, and 

there are no one-size-fits-all solutions. However, there are some best 

practices in how we treat people that will resonate no matter what. 

Earlier this year TCA, along with a handful of other 

industry groups, came together to form the Clean Freight 

Coalition. As the nation progresses along the road to zero 

emissions, concerns about the time line and the feasibility 

of developing technology remain. What progress has the 

coalition made in addressing these concerns? 

I have said and written much about this topic over the last few months. 

Should the current proposed rules and time lines stand, this could be one 

of the single biggest transformational events in the history of our industry. 

I am not trying to be dramatic — that is just how I see it. One of our 

challenges is that the rules keep changing, sometimes for the good but 

oftentimes, not so much. The Clean Freight Coalition has gotten off to a 

slower start than many of us wanted, but you should expect to hear and 

see more from this group in the coming months. With multiple federal and 

state government agencies involved that are not in sync, it creates some 

very challenging dynamics. In addition, the entire subject has become 

strongly partisan, so the difficulty level rises again. This issue is too 

important for our industry. We certainly want to do our part in preserving 

clean air and clean water, but these rules have to work for our industry. 

Rest assured that we will be fighting hard to make sure that whatever 

happens won’t put the nation’s supply chain in jeopardy. 

The annual TCA Officers’ Planning Meeting is something 

participants look forward to each year, not just for fun 

and fellowship, but also for the chance to brainstorm 

about issues facing the trucking industry. Please share a 

little bit about this year’s meeting. 



Our strategic planning meeting this year was held in 

beautiful Monterey, California, which is one of my favorite 

places. This meeting is a really important opportunity to 

unplug from everyday activities and focus for a couple 

of days on the TCA organization, programs, policies, and 

value proposition. We had the chance to perform an honest 

evaluation of everything that we do. We really wanted to 

step back and reflect on how our programs and organization 

can provide greater value to members. I am really pleased 

with the direction we are headed; now we just have to keep 

building momentum. As a side benefit, it also gives a chance 

for our officers to bond together and create some important 

team dynamics. I really look forward to it every year. 

One of the stories in this edition revolves 

around the bottom-line costs of operating a 

trucking company in today’s economy. In 

addition to normal price increases due to 

inflation, what factors are driving up the cost 

of equipment, maintenance, staffing and other 

business expenses? Are the after-effects of the 

COVID-19 pandemic still impacting pricing in 

the industry? 

The truckload industry is currently suffering through one 

of the worst markets we have seen in some time. After alltime 

highs through the pandemic, it didn’t take long for the 

bottom to fall out. While rates dropped farther and faster than 

anything we have possibly ever seen, costs within the industry 

continued to climb. This has put a lot of carriers at risk. 

While I am not an economist, I have learned a few things 

about cost over the past three decades. When you talk about 

equipment prices for example, there are a couple of buckets 

you need to understand, including raw materials, margins, 

labor, and regulation. We are starting to see relief on raw materials 

after the COVID years and world conflicts took raw material inflation to 

extreme highs. That alone should start to bring cost relief, although it 

may not show up right away. 

Some manufacturers that are still seeing strong demand may keep 

those raw material savings to bolster margins; they may only give those 

savings up when they see a softening of demand. Manufacturers may 

also keep those raw materials savings to offset higher labor costs. Those 

higher labor costs are affected by many different factors, including 

the supply-and-demand balance within the workforce, cost-of-living 

pressures, and pressure on local minimum wages in many states, just 

to name a few. 

Another wild card in equipment costs is environmental regulation. 

Each new regulation puts upward pressure on equipment costs. With 

several new standards coming over the next few years, it could be a 

bumpy ride. 

TCA and many of its members are active participants in 

nonprofit initiatives, such as The Wall That Heals and 

Wreaths Across America. Please share a little bit about 

the association’s involvement with these organizations. 

One of the things I really appreciate about the trucking industry is 

that we have good people. Many of the owners of companies are selfmade 

and down to earth. They also recognize the importance of giving 

back. The TCA officers and staff are continually evaluating how we can 

effectively give back to the communities we serve. With many of our 

drivers and office staff having served in the military, programs such as 

the Wall That Heals and Wreaths Across America provide an opportunity 

to give back and honor those who served. Even for those who didn’t 

Currently, Williams says, he is concerned with the financial health of TCA members. The association provides 

valuable resources to help motor carriers survive, even thrive, when the industry faces issues. 

serve in the military, there are strong feelings associated with this great 

country. We appreciate what we have and want to instill that in future 

generations. 

In addition to these programs, the TCA Scholarship Fund provides 

meaningful education dollars to the up-and-coming generation. We have 

been in discussions about potentially expanding the reach of those dollars 

to include vocational education needs, including mechanics. There is a 

growing need for trained mechanics in our industry, and I think we are in 

a position to adapt — and at least participate in solving that need. 

In addition to the topics noted in previous questions, 

what issues are top of mind for the trucking industry 

at this point? 

I think the most pressing issue in my mind right now is the financial 

health of our members. With the truckload market embroiled in a tough 

cycle, this is a time when membership in the TCA should be most 

valuable. Carriers have a chance to really examine their companies to 

make sure best practices are actually being followed. Our benchmarking 

programs and seminars allow carriers to really see where they are doing 

well … and where they still need some work. 

We continue to push for favorable tax policies at the federal level. 

We are cautiously optimistic that we may finally see some relief on the 

Federal Excise Tax. This will be important in the short term, giving cost 

relief to member companies. It will also provide the ability for companies 

to better afford safety technologies and emissions reducing technologies 

down the road. Every little bit helps. 

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

to our next conversation. 


TALKING TCA 

Those Who Deliver 

with Sharp Transportation 

By Cliff Abbott 

If you want to know if a carrier that claims to put drivers first 

really does so, take a look at their turnover rate. While some 

turnover is inevitable, an industry average that hovers around 

100% is a strong indication that many drivers aren’t feeling 

the love. 

On the other hand, a turnover rate of only 25% demonstrates 

that a carrier’s drivers are happy and want to stick around. That’s 

the feeling at Sharp Transportation. 

Headquartered in Wellsville, Utah, where the Little Bear River 

runs through the Cache Valley, the carrier operates 190 company 

tractors, plus a dozen independent contractors, and about 

500 dry and refrigerated trailers on regional runs in the western 

states. Sharp also handles longer hauls in the lower 48. 

Sharp handles a variety of commodities including sporting 

equipment, foodstuffs, temperature-controlled loads, and general 

merchandise. 

“We’ve been pushing driver retention,” said Kevin Boydstun, 

Sharp’s safety manager. “We’re way underneath the national average 

for driver turnover. You know, most of our turnover lately 

has been of our doing rather than the drivers.” 

Boydstun credits Sharp’s company culture with its success in 

retaining drivers. It starts with stringent hiring requirements that 

help ensure drivers who are hired are the right fit for the company. 

Equipment plays a major role as well. 

“We’ve got a really young fleet of newer equipment, and our 

trucks have all the creature comforts that the drivers are looking 

for,” he said. “That helps us maintain a low breakdown ratio, 

because they’re not getting paid sitting in shops.” 

The Sharp fleet is primarily comprised of Freightliner trucks, 

but there are some Volvos and some Peterbilts in the mix. 

“Some drivers request different brands of trucks,” Boydstun 

explained. “It can depend on where they came from and what 

they historically drove.” Most drivers, he said, seem to be satisfied 

with the Freightliner for its spacious area and storage. 

When breakdowns or other problems do occur, the team at 

Sharp works to minimize the impact on the downtime. 

“We’ll usually catch them a ride (in another Sharp truck) or a 

flight back in and get them into another truck so they can keep 

running,” Boydstun said. “With parts, supplies, and everything 

else, what should be a three-day downtime can become six or 

seven weeks, just waiting for a part.” 

The company also pays monthly mileage and safety bonuses 

to its drivers, and it provides new trucks on a three-year trade 

cycle. Drivers can enjoy company provided STR Radio, a phone 

app that polls listeners to determine the music they’d like to hear. 

That music is interspersed with company messages thanking the 

drivers and providing information about safety and operations. 

“We have driver interviews on there as well, so drivers can 

get information from other drivers in the fleet,” Boydstun added. 

Dispatch methods at Sharp help facilitate the ability of drivers 

to assist other drivers. 

“You know, there are several ways to go to, say, Dallas, Texas,” 

he said. “I like to keep everybody going down through New Mexico, 

across the Four Corners region into Texas versus running 

down through Denver.” 

Doing so, he explained, avoids winter storms in the Colorado 

mountains and puts multiple trucks on the same lane. 

“If we have an out to recover a load on a broken-down truck, or if 

a driver becomes ill or something, we have extra trucks on that lane 

rather than 50% of them running down through Denver,” he said. 

Keeping trucks in certain lanes also facilitates obtaining favorable 

fuel pricing, according to Boydstun. 

“The more gallons we can buy on one lane, the bigger the discount,” 

he said. 

Sharp Transportation was founded by John T. Sharp in 1970. 

His son, Zan Sharp, acquired the company in 1990 and still holds 


the position as the company’s president and CEO; 

he is accompanied by his wife, Vivian, who is the 

company’s vice president. From a single location 

in Wellsville with just a few trucks, Sharp has 

grown to nearly 200 trucks. The carrier has offices 

in Salt Lake City; Twin Falls, Idaho; Wendall, 

Idaho; and Seattle. 

Prior to taking the reins, Zan Sharp drove trucks 

for the company before moving into operations. 

Once he acquired the company, Sharp instituted his 

philosophy of, “We’ll do it,” a creed that emphasizes 

the carrier’s flexibility in serving its customers. 

Boydstun has been with Sharp Transportation 

for more than two decades. 

“I had been a driver and worked in operations 

with other companies, and Zan was looking for a 

change within his organization,” he said. “I came 

on in May 2002, and I’ve been here ever since — 

kind of wearing every hat in the building between 

dispatcher, planner, customer service, and sales. 

I recently moved over to safety. I guess I’ve worn 

all the hats.” 

Sharp operates on McLeod software, communicating 

though Omnitracs units in the trucks. 

Drivers can access the system through their 

smartphones, inputting immediate information 

instead of waiting to get back to their truck. 

Warehousing operations at Sharp’s sister company, 

Truman Truck Lines, help keep the freight 

flowing. Imported goods are transferred from 

Opposite page: Headquartered in Wellsville, 

Utah, Sharp Transportation was founded by John 

T. Sharp in 1970. His son, Zan Sharp, is now the 

company’s president and CEO; Zan’s wife, Vivian, 

serves as vice president. 

This page, top: As a company, Sharp works 

to honor the nation’s military. The carrier is a 

proud supporter of the Vietnam Veteran Memorial 

Fund’s The Wall That Heals program. 

This page, right: Sharp Transportation also 

takes part in Wreaths Across America , an 

initiative that works to place evergreen wreaths 

on the graves of military veterans. 

the port to warehouse facilities, where freight is 

reloaded into Sharp trailers for delivery to their 

destination. Truman also provides warehousing 

for multiple companies in the PNW and assists 

customers in reworking loads and cross docking. 

In other operations, orders are picked to customer 

request and then loaded on a truck and delivered. 

The company is a proud participant in “The Wall 

that Heals,” a traveling exhibit that brings a replica 

of the Vietnam Veterans Memorial in Washington, 

D.C. to communities across the country. 

“We’ve been participating in that since 2019,” 

Boydstun said. “We’ve had a couple of trucks that 

we’ve had specially wrapped for that purpose, 

which we reserve for our veteran drivers.” 

Sharp also contributes trucks and drivers to 

the “Wreaths Across America” program, hauling 

wreaths to veteran cemeteries in the west as well 

as making the final delivery to Arlington National 

Cemetery. 

Boydstun is proud of the continual growth at 

Sharp Transport. 

“When I came to work for Sharp, we had around 

six people in the office and now we’ve probably 

got 30 to 35 including accounting, our safety and 

operations teams and driver recruiting,” he said. 

By providing excellent customer service and 

ensuring that drivers are successful, Sharp 

Transportation ensures continued growth well 

into the future. 

Leadership Team 

Zan Sharp 

President and CEO 

Vivian Sharp 

Vice President 

Mike Presley 

Chief Operating Officer 

Kevin Boydstun 

Safety Manager 

By the Numbers 

DRIVERS 

180 

TRUCKS 

190 

Zan and Vivian Sharp 

TRAILERS 

500 

TOTAL EMPLOYEES 

248 


TALKING TCA 

Next Gen Executives 

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

Jeremy Stickling 

For Nussbaum’s Jeremy 

Stickling, taking care 

of business means 

taking care of drivers 

T 

By Dwain Hebda 

hese days, Jeremy Stickling is respected 

throughout the trucking industry because of 

his deft management of Illinois-based Nussbaum 

Transportation. He has worked hard 

to grow the carrier through sound management 

of business fundamentals. 

When he first crossed the company’s threshold 16 years 

ago, launching his career in the trucking industry, his business 

card could just have easily read “Not from around 

here,” as he is the first to admit. 

“I don’t have any feel-good story about growing up and 

always wanting to be in trucking,” he said with a chuckle. 

“Honestly, it was networking. I knew somebody that knew 

somebody at Nussbaum, and there was a position and I decided 

to take it.” 

Stickling may have entered the field dispassionately, but it 

wasn’t long before he knew exactly what the trucking lifers 

around him were talking about when they described their 

love for the industry. 

“I don’t think you can be in trucking more than a few 

years without it working its way into your blood,” he said. 

Stickling initially applied his business background to the 

company’s accounting department; later, he moved over 

to human resources. Ten years ago, Nussbaum’s longtime 

safety manager retired, and those duties were also added to 

his plate. Today, Stickling oversees a wide swath of backoffice 

functions, including human resources, accounting, 

recruiting, and safety. 

“I inherited a gold mine, which made (transitioning to new 

roles) pretty easy,” he said. “It sure has worked out well.” 

Despite taking over an already well-oiled machine, Sticking 

has never been shy about looking for ways to improve. 

One project that’s been particularly beneficial is revamping 

the company’s driver scorecard. Stickling leveraged the vast 

amount of data captured by modern trucks to track driver 

performance. This allows the company to reward great drivers 

and provide help to drivers in need of improvement. 

“There’s a lot of scorecards out there. We have an incredible 

IT department which has delivered a lot of custom development,” 

he said. “We were able to partner up with a 

vendor that gave us custom data feeds. With that, we put 

together a behavior-based driver scorecard. That was probably 

back between 2014 and 2016. 

“The thing that really sets (our scorecard) apart is we what 

call the Driving Habits Score,” he continued. “For example, 

we’re able to capture throttle data and see who’s heavier on 

the foot. Another feature is called Smooth Driving; we’re using 

G-force data that is many times more sensitive than your 

traditional sudden stop. With that, we can measure driving 

performance, just like we’re remotely filling up a cup of 


water, setting it on the dash and seeing who keeps the most 

water in the cup. That’s probably the most unique part.” 

Stickling is pleased that the scorecard system was created 

in-house. 

“We think what our folks built is as good as anything out 

there, and it’s a big part of what we do now,” he said. “Drivers 

embrace that scorecard because it ups their pay and 

makes them feel successful at work. That was one of my 

first big projects — and still probably the most fun I have 

been involved with at Nussbaum.” 

Stickling’s assertions are supported by the carrier’s driver 

turnover and retention numbers. Nussbaum’s 550 rigs remain 

fully seated, and the company currently enjoys a low 

35% turnover rate. This keeps things moving for the company’s 

over-the-road, irregular-route, nonlocal customers. 

However, Stickling says the company’s primary success 

factor — technological wizardry aside — in holding onto 

great help relies on something far more fundamental. 

“I think one of our ‘secret sauces’ that we start with is, 

‘How do we think, what do we believe, where is our heart 

at as we’re working with people?’” he said. “This isn’t new, 

but our recruiters have a very long list that they go through 

with drivers that covers the good (aspects of the company), 

because we have plenty of good here — but it also covers 

the bad and the ugly. 

“It’s using real numbers,” he explained. 

“We say, ‘Here’s real home 

time; here’s what it is, here’s what it 

isn’t. Here’s pay ranges. By the way, 

this is our true 40-60 percentile average. 

We’re not selling you on the top 

20%.’ Then we go through a bunch of 

other things, and we send the applicant 

the stuff in writing after the fact. We try 

to have no surprises. 

“Our recruiters are incentivized not 

just on making a hire; 60% of their 

commission comes from retention,” he 

continued. “That means they’ve got to 

wait for a little bit, but it’s worked really 

well for us as a company.” 

Nussbaum also benefits by taking the 

approach of driving as just one part of 

a truck driver’s career, not the end-all, 

be-all by itself. Doing so changes how 

management relates to drivers at every 

step of the employee life cycle, and it 

also changes how drivers see themselves 

and their long-term possibilities. 

“Our industry, unfortunately, seems 

to be good at saying, ‘OK, you’ve got your CDL. Nobody 

cares. Just drive,’” Stickling said. “I make sure I’m the first 

one who meets our new drivers. I tell them there’s three 

things about working at Nussbaum: I talk about ownership, 

because we’re employee-owned. I talk about positive impact, 

which we believe is our company’s purpose. And third, 

I talk about personal growth. We’ll walk them through that, 

and I’ll write out a list of things we have to try to give room 

for personal growth, career growth.” 

The company’s programs — from the in-house Certified 

Red technical academy to master trainer certification to 

Road Captain mentors — are all designed to help those who 

are willing to perfect their craft and take advantage of future 

opportunities. Underpinning each program is a sincerity of 

intent that Stickling says people appreciate. 

“This is a human who’s in the truck, who we’re working 

for and who is working for us,” he said. “I don’t care what 

your program is. It can be the best design in the world, but 

if you don’t care about people, it’s not going to work. That 

means you’ve got to be patient and you’ve got to offer those 

things where we’re trying to get at driver fulfillment and career 

growth and let that build up over time. 

“That sounds like kind of a soft squishy thing, but if you 

don’t have that, you’re not going to be as successful as a 

company as you could be,” he concluded. 

Jeremy Stickling, incoming 

chairman of TCA’s Safety & 

Security Committee, presents 

token of appreciation to outgoing 

chair, Shelly Seaton of Landstar, 

at the conclusion of the 2023 

Safety & Security meeting. 


TALKING TCA 

Good 

Decisions 

Ensuring safety for 

all is top priority 

for Transpro’s 

Mike Frolick 

By Erica N. Guy 

Michael (“Mike”) Frolick, director of safety and 

compliance for TransPro Freight Systems, has 

been honored as the 2023 Safety Professional 

of the Year by the Truckload Carriers Association 

(TCA). This award is given to a trucking industry professional 

whose achievements have contributed to furthering safety on 

North America’s highways. 

Frolick began his career in the trucking industry as a teenager 

in high school, working part-time at a loading dock. 

“Working at the docks was cold, with complex, long hours. You 

must deal with standing for long periods in all elements,” he recalled, 

adding that, despite the hardships of being a dock worker, 

he felt honored to be a part of the supply chain. 

“I took pride in all that position had to offer. I was serious about 

this,” he said. “I had no regrets when choosing this line of work 

at such a young age.” 

Even before working the docks, Frolick says he was familiar 

with the trucking industry; his father drove a tractor-trailer. His 

interest in trucking was truly sparked when the father of a good 

friend took the two boys on a long-distance trip in his rig. 

“Seeing the truck lights at night was amazing. I had never seen 

anything like it,” he said. “I started asking my friend’s dad questions 

about trucking. Listening to his stories about being on the 

road only excited me more about trucking. The idea of being the 

captain of your own ship stuck out to me the most.” 

That trip had an enormous influence on Frolick. After turning 

19, he obtained his Class A CDL. He worked as a truck driver for 

22 years, earning 1.5 million collision-free, over-the-road miles 

between Canada and the U.S. 

“I was extremely proud of this accomplishment,” he said. “I 

didn’t set out to achieve it; I just wanted to be as safe as possible 

for myself and other travelers on the road. 

“I had a great friend of mine in the industry that said something 

that has stuck with me ever since,” Frolick continued. “He said, 

‘Success doesn’t come by luck. Success comes from making 

good decisions.’ Those words encourage me to be safe on the 

road, and because of that, I am not afraid to ask for help to ensure 

safety and ensure everyone stays alive.” 

When Frolick became a truck driver, he and his wife were focusing 

on starting a family. While working as an on-call driver, 

however, he found he was missing out on life at home. He recalls 

overhearing his young daughter ask, “When is Daddy coming 

home?” He says that moment made him realize a change was 

needed. 

“I asked the company I was an on-call driver for if I could 

become a Monday-Friday driver so I could spend more time at 

home with my family,” he said. “They said no, so I left and found 

another company that allowed me to do that.” 

During his years as a driver, Frolick earned the title of Toronto 

Regional Truck Driving Grand Champion. Toward the end of his 

driving career, he started helping with his company’s logbooks, 

road evaluations, and forklift training. 

When he decided to leave the road, he began thinking about a 

new career path and realized his future was in ensuring safety for 

the freight industry. 

“When I was trying to figure out my field of work, I was competing 

in rodeos,” he said. “I had some friends in the safety field, 


so I was exposed to it. I started learning about the field and eventually 

became trained in it. I knew this was the field for me from 

that moment on.” 

Frolick served as the safety manager for a local cartage company 

before moving onto TransPro Freight Systems, part of the 

Kriska Transportation Group (KTG), where he has been director 

of safety and compliance for the past 16 years. 

“It was a good choice, choosing TransPro,” he said. “They 

have supported me throughout my safety career no matter what.” 

In his role, Frolick oversees the entire safety department, ensures 

the truck drivers are compliant, conducts training, and 

more. 

“I find joy in teaching people safety. Teaching them, seeing 

them learn, and seeing them succeed makes me happy in a way 

that I can’t describe in words,” he said. “When they succeed, it 

lets me know that I am teaching the way I should.” 

When asked if he’s always in “super safety mode” with his family 

and friends, he laughed. 

“Unfortunately, yes, I am,” he admitted. “But I feel safety is a 

way of life. It’s my job to ensure everything is as safe as possible 

to prevent any accidents. I have to be forward-thinking.” 

The legacy Frolick wants to leave behind is that he made a 

difference. 

“I want people to know that I was here, and I was in (safety) 

for all people,” he said. “Understand that safety is not overrated. 

It’s there for a reason.” 

He encourages other safety-minded individuals to offer guidance 

and mentoring to others so they can continue safely along 

their career path. 

“Also, remember that your life is stress-free when you play by 

the rules,” he said. 

Frolick says he was nominated for TCA’s Safety Professional 

of the Year award for 2022 but only made it to the second round. 

“I was asked about being nominated last year, which I was 

happy to hear. I made it to the second round of the three-round 

process,” he said. “When I learned I won this year, I was excited, 

amazed, and overwhelmed — but I was also honored to win.” 

Frolick has played key roles in numerous councils and committees 

over the years and currently serves on the Board of Directors Executive 

Committee for the Infrastructure Health and Safety Association. 

“We at KTG, and specifically TransPro are extremely proud of 

Mike and for his accomplishment,” said Mark Seymour, president 

and CEO of KTG. “Mike epitomizes what this recognition highlights. 

His loyalty and commitment to the craft has been unwavering 

for years. We consider ourselves winners too as we have 

Mike on our team. Congratulations Mike.” 

Through his outstanding leadership and unwavering commitment 

to safety, Frolick has left a lasting impact on the transportation 

industry, ensuring the well-being of drivers and promoting a 

culture of safety within organizations. 

“TCA is delighted that Michael Frolick is our 2023 Safety Professional 

of the Year,” said TCA President Jim Ward. “He represents 

exactly what safety in trucking should be — well-rounded 

and forward-thinking approaches to driver training and coaching, 

equipped with a reservoir of experience and insight. This award is 

a great reminder to thank all of our industry’s safety professionals, 

like Michael, who work tirelessly to protect the wellbeing of 

drivers on our roadways.” 

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TALKING TCA 

Strategic Planning 

Bison’s Garth Pitzel shares how the 

carrier cultivated a culture of safety 

By Dwain Hebda 

Over the decades Garth Pitzel has been in the 

trucking business, he’s seen a lot of things come 

and go. For instance, he can remember when his 

employer, industry giant Bison, could fit all its 

drivers under one roof. 

Times have certainly changed for the 2,300-driver Canadian 

carrier — and that includes its approach to safety. In 

fact, it’s hard to find a better example of a safety-first culture 

than Bison’s consistent multi-faceted approach. 

But, as Pitzel shared with Truckload Authority, the company’s 

reputation as one of trucking’s safest carriers — with 

a trophy case stuffed with accolades to match — has been 

a long time coming. 

“If you look at where we were — we focused on compliance 

and that doesn’t make you safe,” said Pitzel, Bison’s 

associate vice president of safety and driver development. 

“We proved that every day; we weren’t safe in the ’90s. So, 

we shifted from just being compliant to becoming both a 

safe and compliant company. 

“When we started on this, we wanted to design the best 

safety toolbox a professional driver could have,” he continued. 

“Give them the best safety equipment, give them the 

best training and skills development, and give them the best 

policy to support safe driving. None of this happens without 

people. That’s the most important part. You have to value 

people first.” 

Of the steps Bison has taken to make safety a mindset for 

every employee, the most impressive could be Bison’s rightto-decide 

policy. This company guideline puts accountability 

into the hands of the driver in a manner that’s largely unheard 

of in the industry. 

“Our right-to-decide policy gives the authority and responsibility 

to the person performing the task to discontinue 

that task if it’s unsafe to do it,” Pitzel said. “So, for a driver, 

that means to decide when not to drive due to the condition 

of the equipment, condition of the roadways, weather, and 

most importantly, the condition of the driver. 

“When you look at that overall safety toolbox we provide, 

and you look at this right to decide, it leaves no doubt that 

our people are the most important thing,” he added. “Safety 

is a partnership; from a company perspective, it’s our responsibility 

to make sure each driver has the necessary 

skills to make it home safely from each and every trip. The 

driver’s responsibility is to use those skills every mile they 

run for us so that they make it home safely.” 

Another element of the company’s safety processes and 

protocols is a corps of safety counselors, which exists to 

provide coaching to drivers and help ascertain when additional 

training is needed. While this program has been 

around for quite some time, Pitzel said, it wasn’t overly 

effective — until the company changed its approach from 

enforcement and punishment to being a helpful, supportive 

resource for drivers. 

“(The safety counselors’) job is to do one of two things 


— to hold conversations to determine if that driver 

just needs a coaching event or if they need further 

training,” Pitzel said, adding that for counseling to be 

effective, it can’t always be negative. 

“A driver doesn’t get up in the morning and say 

they’re going to have a bad day or have an accident,” 

he said. “When they have an issue, you’ve got 

to get down to the root cause. Once they correct it, 

it’s just as important to communicate with them and 

thank them for their efforts, rather than to just beat 

them with a stick. You’ve got to have some positive 

reinforcement.” 

Another aspect of Bison’s overall safety program 

that’s paying off is the systematic manner in which behaviors 

are addressed to improve performance. Pitzel 

cited a recent example in which the company sought 

to cut down incidents involving adverse weather conditions, 

leveraging drivers to be on the front line of 

improvement. 

“Our results were not good two winters ago. We 

identified a combination of factors that contributed 

to every accident — light load, high winds, and overdriving 

the conditions,” he said. “We stressed that, 

and we challenged our drivers to help be part of the 

solution. The result was 46% fewer accidents last 

winter than the year before. Our drivers absolutely responded, 

and I got out and thanked them for it.” 

Pitzel is quick to point out that the new approach 

doesn’t come at the expense of the drivers’ accountability 

and adherence to rules. But he’s equally emphatic 

about the company’s ability to see different 

ways to deliver messages and drive for collaborative 

improvement in a manner employees hear and 

understand. 

“This whole thing is like a puzzle, and the puzzle 

is cut in a different way for every driver. Our job as 

a company is to put it together,” he said. “We strive 

toward continual improvement. 

“Our major accidents, since 2020, have reduced by 

27%,” he continued. “We have a safe driving award 

program that’s paid out $50 million to our drivers 

since 2005. Last year, January to October, we did almost 

3,900 classroom courses and just under 12,000 

online courses for our drivers. And for the first nine 

months of last year, we had 14,092 coaching conversations 

through our safety counselors — 3,752 being 

proactive conversations, not reactive.” 

All the time, money, and expertise that represents 

is a small price to pay for bringing everyone home to 

their loved ones safely, which is the constant, overriding 

goal, according to Pitzel. 

“I do a quarterly board report, and the first question 

I have to answer is, ‘Did everybody make it home? Yes 

or no?’ That’s what drives safety as part of the culture 

we have here,” he said. “The worst thing I have to do 

is phone somebody’s family and say they aren’t coming 

home. That’s the only thing on my job description 

that I’d be happy to get away with not doing.” 


TALKING TCA 

1 

SAFETY & SECURITY 

meeting 

2 

4 

3 

The Truckload Carriers Association 

(TCA) Annual Safety & Security 

Meeting has consistently brought 

truckload carrier safety professionals 

together to discuss problems, share 

ideas, and seek solutions to make 

their businesses and our roads 

safer. This year’s event, held June 

11-13 in San Antonio, attracted more 

than 350 attendees. 

6 7 

5 

8 

1. From left: TCA’s Jim Schoonover moderates a panel discussion with TCA Professional Drivers of the Year Daniel Clark, Thomas Sholar, Rose Rojo, and Emily Plummer. 

2. Hot diggity dog! Mike Lasko of Boyle Transportation shows off his “TCA Safety Hot Dog” award. 3. From left: TCA President Jim Ward moderates a CEO panel with 

Karen Smerchek of Veriha Trucking, Inc.; TCA Chairman Dave Williams; and Adam Blanchard of Double Diamond Transport. 4. Attendees gather for breakfast and fellowship 

during the three-day event.. 5. From left: TCA Safety Professional of the Year, Mike Frolick of TransPro Freight Systems, is congratulated by Eugenia Churilov of Kriska 

Transportation Group, Jeremy Stickling of Nussbaum Transportation, and Mark Seymour of Kriska Transportation Group. 6. Carlos Rincon of Rincon Law Group presents a 

workshop about cellphone forensics.. 7. Jeremy Stickling, outgoing chair of TCA’s Safety & Security Committee, receives a plaque from incoming chair Jill Maschmeier of 

National Carriers. 8. TCA officers and President Jim Ward enjoy front-row seating for one of the sessions during a general session. 


1 

2 

3 

Refrigerated 

meeting 

The Truckload Carriers 

Association’s (TCA) Annual 

Refrigerated Meeting has allowed 

truckload professionals dealing 

with temperature-controlled 

equipment to gather and discuss 

their unique operational challenges 

for over 40 years. This year’s 

event, held July 19-21 in Park City, 

Utah, welcomed about 

250 attendees. 

4 5 

6 7 

8 

1. Drew Karpacz of ISAAC Instruments, Daniel Ranking of Huntington Insurance, Jeff Barga of Classic Carriers, and Chris Hines of Zonar enjoy Thursday afternoon’s 

golf outing. 2. Outgoing Refrigerated Committee Chair Mike Durst of Arctic Express receives a plaque from incoming chair Amber Edmondson of Trailiner Corp. 3. TCA 

Chairman Dave Williams, left, and Vanguard’s Jeff Gagnon and wife Natalie catch up during a reception. 4. TCA Profitability Program’s Shepard Dunn leads a roundtable 

discussion during this year’s Refrigerated Division Meeting. 5. From left: Starla Ward, wife of TCA President Jim Ward, Lori Widly and Mylene Abrego of DriverFacts, and 

TCA’s Shana Gipson enjoy Thursday’s outing to the US Olympic Park. 6. Attendees enjoy an al fresco dinner thanks to sponsor Carrier Transicold. 7. From left: Mark 

Domzalski of PLM, Chris MacDonald of ORBCOMM, and Lucas Subler of Classic Carrier present a workshop on telematics. 8. Brett Stevenson of Idelic and Amber 

Edmondson of Trailiner Corp. find time to visit during dinner. 


TALKING TCA 

Meet Me in Monterey 

In July, TCA’s officers and staff met in 

Monterey, California, to strategize and 

steer the association’s operating plan and 

member benefits. While there, they also 

took time to relax and take in the sights. 


Social Connections 

Want to keep up with what’s 

happening in the world of 

truckload? Follow the Truckload 

Carriers Association on 

LinkedIn, X (formerly Twitter), 

Facebook, Instagram, and other 

social media platforms. 


TALKING TCA 

Breaking Barriers 

Giving back to others is vital to 

driver of the year Emily Plummer 

By Erica N. Guy 

During the Truckload Carriers Association (TCA) annual 

convention in March, five truckers were honored as 

the 2023 Professional Drivers of the Year. This award 

is given to exceptional drivers who have impacted the 

industry, their colleagues, their community, and the company 

they are a part of. Each of these drivers has a stellar safety 

record, is a strong role model, and has a life-changing story. 

Recently, Truckload Authority had a chance to visit with 

one of these outstanding drivers, Emily Plummer who is a 

company driver for Springfield, Missouri-based Prime Inc. 

Born and raised in a small Arkansas town, Plummer says 

she always knew small-town life was not for her. 

In high school, she participated in JROTC and hoped to 

enlist in the military after graduation. However, she says, her 

mom told her, “If you want to go in the military, you will have 

to wait until you turn 18.” 

Well, 18 came and went, but by then, Plummer was working 

in a factory. 

“I didn’t want that. I didn’t want to be in a small town,” 

she said. “There had to be more out there.” 

She later moved to a small town in Texas, where she saw 

an advertisement saying that five companies were looking 

for drivers. 

“I did the application, and four companies told me no. 

There weren’t many female drivers. If there were, they were 

with their husbands,” she said. “Thinking back, I could’ve 

gotten a no because I was a woman, but I can’t verify that.” 

Unlike those four companies, Prime Inc. called and advised 

her to get her CDL. Plummer set out to do just that. 

She recalls her dad helping her train for pre-trip inspections 

using his old Cadillac. 

“It helped me get an idea of what I was going to do,” she 

said. 

Once she had a CDL in hand, she said, Prime sent her a 

bus ticket to Springfield, Missouri, to go through the carrier’s 

driver training program. The rest, as they say, is history. 

One thing that has stuck with Plummer since childhood is 

that it’s important to find a way to give back. 

“My mom instilled in us to give back,” she said. “The military 

was something I could do to give back to the country. 

Driving a truck is another way to give back.” 

Plummer and her husband sponsor her alma mater’s 

football team, providing food and refreshments to the players 

during games. 

“I had one of the young men ask me, ‘Why did you come 

back to make sure we were fed at football games?’” she said. 

“I always tell them that I didn’t have that when I was growing 

up. It’s always good to return to your community. As long as 

you have touched one person, that’s all that matters. That’s it.” 

The young men now call Plummer “Aunt Emily,” she said 

with a smile. 

When the COVID-19 pandemic hit in 2020, many businesses 

either shut down or arranged for employees to work remotely. 

This was not an option for trucking. As drivers continued to 


deliver food, merchandise, medical supplies and other necessities, 

a nation that had long scorned truckers suddenly 

saw the light. Truckers became celebrities, greeted with 

cheers, thank-you signs, and food for the road. 

“My husband and I knew this career came with being unappreciated, 

but we still wanted to do it. When COVID first 

hit, we knew that America needed us, so we couldn’t think 

about ourselves,” Plummer said. “I think the general public 

realized how important we are to them. We felt appreciated. 

We enjoyed all of the thank-yous we received on the road.” 

Unfortunately, the public’s celebration of truckers was 

short-lived. 

“Once COVID became unimportant to the public, things 

returned to what they were,” Plummer said. “They don’t understand 

the sacrifice that comes with being a trucker. We 

drive for five months at a time and see so many things that 

range from one extreme to another. They don’t see us missing 

the sporting events, birthdays, and graduations. They 

don’t see that we skip physical and mental health care.” 

Plummer says she and her husband have learned to 

cherish their downtime, trading the bunks of their Peterbilt 

for the comfort of their bed at home. The time is used 

to catch up on rest, family, friends, and as many doctor’s 

appointments as possible. 

Plummer’s mindset of “giving it all I’ve got” hasn’t 

gone unnoticed by others. Prime Inc. holds an annual 

Highway Diamond Gala for its women drivers. This year, 

as the presenter read the biography of the winner of the 

Highway Diva of the Year award, the words sounded 

strangely familiar … and she heard her name. 

As humble as she is dedicated, Plummer prefers to 

stay out of the spotlight — but her efforts often bring 

her to the forefront. A while back, she says, someone 

from Prime’s media/marketing department asked her to 

come in for a visit. During that meeting, she was told the 

company planned to nominate her for TCA’s 2023 Professional 

Driver of the Year. 

“Why would you do that?” she responded, shocked. “I 

won’t win it.” 

She knew that two Prime Inc. drivers had previously won 

the award — but they were both men, and both had more 

than 30 years of experience. Plummer says she didn’t believe 

the trucking industry was ready for a woman to win. 

She was wrong. Plummer was navigating her way through 

a Nebraska snowstorm when she received a call from Prime. 

“He asked me what I was doing and told me I needed to 

pack my bags,” she said. Plummer was given the news that 

she had won a spot as one of TCA’s Professional Drivers of 

the Year and would be traveling to Orlando, Florida, for the 

awards ceremony during the association’s 2023 convention. 

Shocked beyond words and emotional, Plummer could 

only say ‘Wow’ and start crying. But it didn’t feel real until 

she arrived at the Gaylord Palms Resort in Orlando. 

“It was such an honor. I met the other four winners, 

who are all amazing people,” she said. “I know I work 

hard out there, but I just do my job. I don’t look for anything 

extra; I don’t go out of the way to put myself out 

there to be recognized. I just work.” 

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TCA SEPTEMBER/OCTOBER 2023 41

TALKING TCA 

Highway Angels 

Drivers for TCA carriers making a difference 

on the roadways, one life at a time 

Professional truck drivers Brandon Kelly, Amanda Carr, Jonathon 

Adams, Paul Pellerito, and Jesse Harlander 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: 


At about 11 a.m. May 8, 

2023, Brandon Kelly of 

Odessa, Florida, was driving 

along Interstate 74 in Huntington, 

West Virginia, when 

he was flagged down by a 

man who had parked his 

Jeep on the side of the road. 

“I saw smoke coming 

from the guy’s vehicle,” Brandon Kelly 

Kelly said. He quickly and 

safely pulled over, grabbed the fire extinguisher from 

his truck, and called 911. 

“He (the vehicle owner) was starting to open the 

hood of the vehicle to see what it was,” Kelly said. “I 

BRANDON KELLY 

Hirschbach Motor Lines 

Dubuque, Iowa 

told him not to do that because it might feed oxygen to 

whatever was smoking.” 

A former volunteer firefighter, Kelly has basic training 

that helped with the situation, and he was able to 

extinguish the fire while on the phone with the 911 

dispatcher. When the fire department arrived 15 minutes 

later, officials told Kelly he was in the right place 

at the right time. Apparently, there was gas leaking in 

the vehicle, as well as burned wires, which could have 

resulted in a fiery disaster. 

Kelly, who has been a truck driver for eight years, 

said he did not hesitate to stop and help. 

“I was raised, if somebody needs help, it doesn’t 

matter what kind of help it is; just stop to see if you 

can offer some assistance,” he said. 

Jonathon Adams of Grand 

Rapids, Minnesota, was in 

the right place at the right 

time on June 24, 2023. At 

about 4 p.m., he was driving 

along Interstate 64 in Simpsonville, 

Kentucky, when 

he saw a passenger vehicle 

swerve into another lane, 

causing another passenger Jonathon Adams 

vehicle to veer off the road 

and flip end over end multiple times, landing in a ditch. 

“Me being prior law enforcement-trained and I used 

to be a CPR instructor — I’m definitely a first responder 

— I definitely needed to pull over and help,” Adams 

said. 

Adams, who also is a veteran of the U.S. Air Force, 

called 911 and safely pulled over to assist. 

When he reached the overturned vehicle, three 

people had managed to get out of the car. However, 

Adams was told, there was a fourth passenger still inside 

the vehicle. 

Adams pried open the door and found the passenger, 

a male, who appeared to be severely injured. He 

JONATHON ADAMS 

Prime Inc. 

Springfield, Missouri 

asked the passenger if he was able to get out of the vehicle. 

The man said he could not get out on his own,so 

Adams pulled him out of the vehicle and put him next 

to the other passengers, safely off the road. 

Next, he returned to the vehicle, turned off the engine, 

and disconnected the battery to prevent it from 

catching on fire. 

“Everybody was just head concussions, seat belt 

injuries and just broken bones,” he said. 

Adams was able to give first responders, who were 

en route to the scene, details about the injuries sustained. 

Another passerby who stopped to help was a 

nurse, and Adams asked her to keep an eye on one of 

the passengers, who had head trauma. 

Once emergency medical services arrived, Adams 

advised the crew of the situation and let them know 

who needed immediate help. He also spoke with police 

and was able to offer his dash cam footage to help 

identify the vehicle that had swerved into the other 

lane. Adams stayed on site for an hour helping the 

police. 

“I really do well in a time of crisis,” Adams noted. “If 

I get hurt, I’ll figure it out later.” 


Amanda Carr, a 

driver from Brady, 

Texas, was driving 

along Interstate 80 

through Laramie, 

Wyoming, at about 

4 a.m. June 17. 

Suddenly, she saw 

a truck veer off the 

road into the grass 

before overcorrecting 

and rolling onto its right side. 

Amanda Carr 

“I think he (the driver) probably fell asleep,” 

Carr said. “The fuel tank ruptured on the truck 

when it was sliding down the road.” 

AMANDA CARR 

Skelton Truck Lines 

Winchester, Ohio 

Carr, who has been driving rigs for 15 years, 

stopped to help. She noticed a small fire by 

the diesel tanks, so she quickly extinguished it. 

“I was the only one that was right there,” she 

said. “The fire really scared me. I had no idea if 

the driver was going to be trapped. Luckily this 

little bitty fire extinguisher did the job.” 

Though it was a dangerous situation in the 

middle of the night, Carr never hesitated to 

come to the other driver’s aid. 

“I would want someone to stop for me,” she 

said. “Hopefully anybody would stop in that 

situation — it’s the right thing to do.” 

Jesse Harlander, 

a 25-year-old driver 

from Holdingford, 

Minnesota, earned 

his angel wings after 

helping a lost child 

find his way home. 

It’s a story that could 

easily be the setting 

for a scary movie. Jesse Harlander 

On the evening of 

April 11, 2023, Harlander was in Indianapolis. 

He was scheduled to deliver an oversized load 

of granite to a cemetery first thing the following 

morning. In preparation, he parked his rig 

in the cemetery and settled in to read a book. 

Shortly after dark, about 8:30 p.m., there 

was a knock at the door of his truck. Harlander 

looked out the window and discovered 

JESSE HARLANDER 

Brenny Specialized, Inc. 

St. Joseph, Minnesota 

a frightened 12-year-old boy standing outside. 

He rolled down the window and asked if the 

boy, who appeared to be lost, needed help. 

“He said, ‘Yeah. Help me! Get me out of 

here!’” Harlander said. 

Harlander quickly called 911 and alerted authorities 

to the child’s situation. He later found 

out from police that the boy had been heading 

to a playground, decided to try to take a shortcut 

through the cemetery, and got lost. 

While the boy and Harlander waited for 

police to arrive, he allowed the boy to look 

inside the cab of his truck. The boy told him 

he wanted to play in the NBA someday. Police 

eventually arrived, and the boy was returned 

safely to his home. 

“It was pretty bizarre,” Harlander said. “I’m 

glad he got out of there.” 


Around 7:15 a.m. June 

17, 2023, Paul Pellerito of 

The Villages, Florida, was 

driving in San Antonio. As he 

entered the Interstate 10 onramp 

from Interstate 35, he 

saw a man just off the road, 

frantically waving for him to 

stop. Pellerito then spotted a 

crashed motorcycle, which Paul Pellerito 

belonged to the man, on the 

road about 50 feet ahead. 

Pellerito, along with another passerby, stopped to 

help the man, who had not been wearing a motorcycle 

helmet and had sustained obvious injuries to his head 

and leg. 

PAUL PELLERITO 

Melton Truck Lines 

Tulsa, Oklahoma 

“We dragged him off the highway to the side of the 

road,” Pellerito said. “I saw that he was cut up and 

bleeding pretty bad on his face and his lip, so I ran to 

my truck and got him a towel to put pressure there.” 

Pellerito, a 20-year Navy veteran who has been driving 

a truck for just a year, also called 911 and got a 

pillow from his truck. The pillow was used to elevate 

the head of the crash victim, once he was persuaded 

to lie down on the side of the road. Pellerito communicated 

with the emergency responders on the phone 

until EMS arrived on the scene. 

“It was somebody in despair,” he said. “He was 

frantically waving — when you see somebody like 

that, you just have to do the right thing. It’s a pay it 

forward type deal.” 

CDL TICKET DEFENSE | CSA VIOLATIONS | 

PROVEN RECORD OF SUCCESS | 30 YEARS OF EXPERIENCE 

(800) 580-8789 driverslegalplan.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! 

August 22,2023 

Truckload Maintenance Seminar 

Dallas 

August 17, 2023 

Webinar: A Systematic Approach to 

Improving Driver Mental Health 

September 25-26, 2023 

The Truckload Carriers Association 

welcomes companies that joined the 

association in June and July. 

Tradition Transportation 

Buddy Moore Trucking 

EOS, Inc. 

Carrier Intelligence 

Roetzel & Andress 

Easy and Quick Trans, Inc. 

Impirica, Inc. 

Contract Leasing Corp. 

Utility Trailer Sales of 

Central California 

Sovranty Logistics 

2023 Fall Business Meetings and Call on Washington 

Washington, D.C. 

November 18, 2023 

Bridging Border Barriers 

Mississauga, Ontario, Canada 

March 23-26, 2024 

2024 Annual Convention 

Gaylord Opryland, Nashville, Tennessee 

Cover Photo: 

iStock 

Additional photography/Graphics: 

Bison: 34, 35 

iStock: 5, 7, 8-9, 11, 12, 18-19, 20-21, 38, 42-43, 44-45, 46 

Kenworth: 10 

Kodiak Robotics: 16-17 

Nussbaum Transportation: 30 

Reuters: 15 

Sharp Transportation: 28, 29 

Torc: 14, 17 

Truckload Carriers Association: 3, 22-23, 24, 

26, 27, 31, 32, 36, 37, 38, 39, 40, 43 



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the Road 

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For over 50 years, our sole mission has 

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our work, we provide expert insurance 

consulting that you can trust. 

Do you have a workplace safety 

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insurance certificates? 

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that affect the transportation industry? 

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a workforce of loyal, qualified drivers? 

Call: 1-888-313-3226 

Email: info@ecbm.com 

Visit: www.ecbm.com/trucking

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