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Those Who Deliver | Next Gen Executive | Highway Angels 

OFFICIAL PUBLICATION o f t h e Truckload Carriers Association 

JANUARY/FEBRUARY 2024 

Truckload 2024 | 39 

Join the truckload industry 

in Nashville March 23-26! 

mr. wonderful 

Behind the scenes with TCA’s 

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speaker, Kevin O’Leary of 

Shark Tank fame | 22

2 Truckload Authority | www.Truckload.org TCA JANUARY/FEBRUARY 2024

PRESIDENT’S PURVIEW 

Looking Forward to the New Year 

As we usher in the New Year with optimism and enthusiasm, the whole TCA 

team and I extend our heartfelt greetings and wishes for the holiday season. 

The start of a new year offers us an opportunity to reflect on our achievements, 

embrace new initiatives, and reaffirm our commitment to the collective success of 

the trucking industry. 

At the forefront of our endeavors is the Truckload Profitability Program (TPP), 

a cornerstone initiative aimed at enhancing the prosperity of our members. I 

am thrilled to announce a significant milestone in the evolution of TPP — the 

development of our in-house composite for our Best Practice Groups. Bringing 

this composite in-house not only ensures the utmost security of participant data 

but also enables us to closely monitor the accuracy and timely delivery of monthly 

aggregate reporting. 

The response from our most engaged end users has been overwhelmingly 

positive. The new composite is garnering praise for its effectiveness, marking a 

transformative phase in the way we approach the TPP Best Practice Groups. As we 

Jim Ward 

President 

Truckload Carriers Association 

jward@truckload.org 

continue to embrace new technology, now is the opportune moment to explore the benefits of joining a TPP Best 

Practice Group and witness firsthand the strides we are making in advancing the industry through benchmarking. 

Looking back on the lead-up to the holiday season, our involvement in the Capitol Christmas Tree program 

has not only brought festive joy; it has also spotlighted the trucking industry on a national stage. This year, the 

honor of transporting the tree from the Monongahela National Forest to the West Lawn of the U.S. Capitol fell 

upon our esteemed member, Werner Enterprises. The drivers from Werner — Tim Dean, Jesus Davila, and Gina 

and Steve Jones — represented both Werner and the industry remarkably at whistle stops in local communities 

along the route as well as at the festivities in Washington, D.C. 

The Capitol Christmas Tree tour included a TCA-sponsored whistle stop in Harper’s Ferry, West Virginia, where 

the drivers received a standing ovation from a crowd of hundreds. The presence of FMCSA Deputy Administrator 

Earl Adams underscored the significance of our industry’s role in this cherished tradition. It was a great 

experience to see the local community celebrate the tree and get up close to a big rig. 

A new year, especially an election year such as this, brings about new challenges and opportunities in the 

legislative and regulatory environment. One of the most significant achievements in this field that has been 

gaining traction is the TCA Fleets Against Fuel Fraud initiative. We are collaborating with industry stakeholders 

to address the growing threat of fuel card skimming in our nation. We have engaged North Carolina Attorney 

General Josh Stein and his team in discussions focused on raising awareness of the widespread issue and 

finding effective solutions to combat fraud and go after the source. Please reach out to us if you would like to 

get involved in helping us advance this mission. 

As we celebrate the holiday season and welcome the dawn of a new year, we here at TCA want to reiterate 

our warm wishes to each member of our association. We hope that this festive season brings you joy, and may 

the coming year be filled with prosperity, success, and, above all, safety. 

In closing, let us carry the spirit of collaboration, innovation, and dedication into the new year. 

Together we will continue to elevate our industry to new heights, making strides that resonate not 

only within our community but throughout the nation. 

Wishing you all a merry Christmas and a safe, prosperous, and happy New Year! 

Jim Ward 

TCA JANUARY/FEBRUARY 2024 www.Truckload.org | TRUCKLOAD AUTHORITY 3

For almost 100 years, Protective Insurance has been in the business of safety. That’s what 

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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 Vice President of Equipment & Government 

Affairs, Knight-Swift Transportation 

PRESIDENT 

Jim Ward 

jward@truckload.org 

VP-MEMBERSHIP OUTREACH 

Zander Gambill 

zgambill@truckload.org 

MEMBERSHIP MANAGER 

Eric Rivard 

erivard@truckload.org 

MEMBERSHIP COORDINATOR 

Sarah Hammons 

shammons@truckload.org 

DIGITAL COMMUNICATIONS 

MANAGER 

Hunter Livesay 

hlivesay@truckload.org 

SENIOR VP-SAFETY & 

GOVERNMENT AFFAIRS 

Dave Heller 

dheller@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 

GOVERNMENT AFFAIRS MANAGER 

Hailey Betham 

hbetham@truckload.org 

TCA PROFITABILITY PROGRAM 

FACILITATOR 

Amanda Pearson 

apearson@truckload.org 

SENIOR DIRECTOR OF EDUCATION 

Lilly Grossman 

lgrossman@truckload.org 

DIRECTOR OF MEETINGS 

Kristen Bouchard 

kbouchard@truckload.org 

MEETINGS COORDINATOR 

Amelia Rose 

arose@truckload.org 

The viewpoints and opinions quoted in articles in this 

publication are not necessarily those of TCA. 

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PRESIDENT’S PURVIEW 

Looking Forward to the New Year with Jim Ward | 3 

LEGISLATIVE UPDATE 

Skipping Steps | 6 

Capitol Recap | 8 

TRACKING THE TRENDS 

Close the Gaps | 14 

Red Flags | 16 

Toll Control | 18 

Sneak Attacks | 20 

NATIONAL NEWSMAKER 

Mr. Wonderful | 22 

A CHAT WITH THE CHAIRMAN 

Setting Goals with Dave Williams | 24 

JANUARY/FEBRUARY 2024 

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TALKING TCA 

Those Who Deliver with Western Flyer Xpress | 30 

Next Gen Executives with Matt Richardson | 32 

Special Delivery | 34 

On the Road with the 

2023 Capitol Christmas Tree | 36 

Bridging Border Barriers | 38 

There’s No Place Like Nashville | 39 

Doing What He Loves | 40 

Highway Angels | 42 

New Members | 46 

Looking Forward | 46 

M 

A 

P 

TCA JANUARY/FEBRUARY 2024 www.Truckload.org | Truckload Authority 5

Government affairs 

SKIPPING STEPS 

Clean air and a strong supply chain: 

Finding common ground in trucking 

By Dave Williams, Chairman, Truckload Carriers Association 

Everyone is familiar with the Chinese proverb, “A journey 

of a thousand miles begins with a single step.” The rest 

of the story, according to a Google search, is that it 

takes over 2 million steps to complete that thousandmile 

journey. 

There is no avoiding the rest of the steps. However, that is 

exactly what environmental regulators are trying to do. Current 

regulatory proposals and discussions are attempting to 

ignore time-proven, necessary developmental paths and jump 

straight to the final destination: zero-emissions vehicles. 

Regrettably, the trucking industry’s developmental path to 

emissions reductions is not widely understood or celebrated. 

This journey really got serious in the late 1990s and continues 

today. The focus historically has been placed on nitrogen 

oxide (NOx) and particulate matter (PM) emissions. More 

recently, with much of the world focused on climate change, 

the focus has shifted to carbon dioxide (CO2) and other 

greenhouse gases (GHG). 

If we review what the industry has accomplished in the 

past few decades, working in partnership with environmental 

regulators, we find some incredible accomplishments. In the 

past 20 years, the industry has reduced NOx emissions by 

95% (4g/HP-hr to 0.2g/HP-hr). By 2027, NOx emissions will 

drop an additional 83%. 

When combined, these reductions represent a drop of over 

99% in NOx emissions. In other words, we will have virtually 

eliminated NOx. Remember that number; we will need to 

come back to this. 

PM emissions have a similar story. As an industry, we have 

reduced PM emissions by 99%. The biggest step came in 

2007 with the addition of the diesel particulate filter. Again, 

this is an emissions component we have virtually eliminated. 

To understand CO2 emissions, we must recognize that CO2 

emissions are directly tied to fuel economy. Over the past 20 

years, the truckload industry has gone from fuel economy 

that averaged around 6 mpg to more fuel-efficient tractors 

that regularly top 7.5 mpg. This conservative difference 

yields a CO2 emissions improvement of 25%. That’s strong 

progress. You could even argue that the CO2 and fuel 

economy improvements are greater, but at a minimum, these 

results are directionally accurate. 

Improvements in these three primary emissions were 

won through hard-fought incremental improvements 

in aerodynamics, rolling resistance, diesel combustion 

efficiency, emissions aftertreatment, and exhaust gas 

recirculation, among other strategies. The implementation of 

some of these technologies was a little painful, but we figured 

it out together. We worked together to bring about solid 

results. 

Fast-forward to today. The industry is being asked to 

abandon this hard-fought development path and jump all the 

way to zero-emissions vehicles (even though they are not truly 

zero emissions, but that is a conversation for a different day). 

Let’s be clear: If zero-emissions vehicles were a functionally 

and economically viable option, we would embrace them. 

Who wouldn’t want a tractor that gets the job done and has 

zero impact on the environment? Currently, however, zeroemissions 

tractors require a lot of work before they’re viable 

for transporting the greater portion of freight in the U.S. There 

are well-documented challenges associated with the current 

offerings, including cost, weight, range limitations, charging/ 

fueling infrastructure, and the readiness of the nation’s 

electrical grid. 

Again, we would embrace these technologies if not for 

significant hurdles that must be overcome. Unfortunately, 

if we just say no to zero emissions vehicles, we aren’t 

considered part of the solution and are at risk of being left out 

of the discussion. 

Fortunately, we do have viable solutions: 

Diesel 

This will be unpopular with environmentalists, but the fact 

is that there is still a path for diesel. Diesel fuel is an energypacked 

dynamo that has served the industry well for many 

decades. We have already effectively reduced NOx and PM 

using diesel technologies. When we look at CO2, there is a 

clear, continued path for significant reductions. 

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These reductions would come partly through improvements 

in engine efficiency, but they would also come from the fuel 

itself. Progress is being made in the production of renewable 

diesel. Some manufacturers have documented up to a 75% 

reduction in GHG emissions, which includes CO2. 

This is not the blended biodiesel many are familiar with; 

this is pure wizardry in chemistry that reorganizes molecules 

to reshape organic material into diesel fuel. This is a very 

compelling technology to watch. Many fleets are already 

running some of this fuel and may not even know it. Truck 

stops have begun blending this new fuel with traditional 

diesel and are offering it at the pump today. 

Renewable 

Natural Gas 

Renewable natural gas (RNG) 

actually boasts a negative carbon 

score. This is achieved as manufacturers 

repurpose organic material 

that would otherwise erode and 

create gases that are harmful to the 

atmosphere. Instead of allowing this 

decomposition to impact the atmosphere, 

these gases are captured and 

used as fuel (think cow manure and 

landfills). At one point, natural gas 

was the hottest thing on the planet; 

then it faded from the spotlight when 

diesel fuel costs dropped and fleets 

were unwilling to deal with some of 

the nuances associated with the fuel. 

Taking another look at it today, a new 

15-liter natural gas engine has just been released and diesel 

prices are sky-high. As an alternative to electric, this technology 

continues to hold promise. 

Hybrids 

The description “hybrid” can mean a lot of things — it 

could be a diesel-electric, or some other form. The interesting 

thing about hybrids is that you can go fully electric within a 

geofenced area (i.e., an environmentally sensitive area like 

the Port of Los Angeles) and then go back to a clean-burning 

diesel when you leave that area. 

Hybrids potentially solve several of the issues that plague 

the electric-only version for the trucking industry. It is 

interesting to watch the auto manufacturers’ experience in 

the process of converting to electric cars. They are starting 

to talk openly about consumers’ acceptance of hybrids over 

pure electric vehicles. Consumers appreciate the flexibility of 

hybrids. This is one of the biggest hurdles associated with 

heavy-duty electric tractors — the lack of flexibility. Hybrids 

are a natural solution to consider. 

Let’s be clear: 

If zero-emissions 

vehicles were a 

functionally and 

economically viable 

option, we would 

embrace them. 

Emissions Reductions via 

Fleet Replacement 

At the American Trucking Associations’ (ATA) 2023 

Management Conference & Exhibition, ATA President Chris 

Spear walked through some interesting data. He noted 

that roughly half of the tractors operating in California are 

equipped with 2010 model year engines or older. By replacing 

a pre-2010 tractor with a new tractor, the calculated emissions 

reductions amount to a whopping 83%. That is significant 

and cannot be ignored. 

It should also be noted that the replacement 

tractor has a diesel engine. 

Normally, when we review proposed 

emissions regulations, we compare 

the new proposed emissions to the 

current emissions standard on new 

tractors. But, if there was an effective 

effort to replace the oldest tractors 

on the roads today, the benefits 

would skyrocket. This might require 

redirecting federal funds to be used 

in offsetting the impact of the early 

retirement of older tractors, but the 

shift would yield real, meaningful results 

on a much shorter time line. It’s 

an interesting alternative option. 

So why are these options not being 

pursued by regulators? California 

has privately given an interesting 

response: They don’t want to consider 

the first three options, in large part due to trace amounts of 

NOx (remember when we reviewed the 99%-plus reduction 

in NOx?). They are still concerned about NOx, which doesn’t 

make sense. So, instead of achieving immediate, substantial 

emissions reductions by continuing along the developmental 

path that has served everyone well, California has unilaterally 

rejected these options. Like many issues that have become 

politicized, emissions reductions are being relegated to 

an idealistic “perfect or nothing” gridlock that has made it 

almost impossible to get anything accomplished in today’s 

government. 

Organizations such as the Truckload Carriers Association 

and the Clean Freight Coalition have been ready to talk about 

sensible options on realistic time lines. We all want clean 

air and water. We also want to preserve the integrity of the 

supply chain. In this case, we can do both. We will continue to 

advocate on behalf of the industry and hopefully get that done. 

This story was written for CCJDigital.com, and originally 

published online on October 24, 2023. 


CAPITOL recap 

A REVIEW OF IMPORTANT NEWS, LEGISLATION, REGULATIONS, 

AND OTHER FACTORS IMPACTING THE TRUCKING INDUSTRY 

Stories by John Worthen 

?? 

The possibility of a mandate requiring speed limiters on Class 7 and Class 8 trucks remains a hotly debated issue within the trucking industry. 

Waiting Game: industry anticipates 

FMCSA’s speed limiter ruling 

The Federal Motor Carrier Safety Administration’s (FMC- 

SA) proposal to require truck owners and fleets to implement 

an engine control unit — also known as a speed limiter 

— in all trucks manufactured after 2023 has created somewhat 

of a stir in the trucking industry. 

As of this writing, the FMCSA was expected to make its final 

ruling on the issue by the end of December, according to 

Dave Heller, senior vice president of safety and government 

affairs for the Truckload Carriers Association (TCA). 

“The timeline, of course, is interesting, as it seems as if 

the agency always issues its most contentious rulemakings 

over the holiday season,” Heller said. “That being said, we 

will be on the lookout for it when it hits the Federal Register 

so that we can comment appropriately. 

“At this point, we expect the agency to announce what 

their speed limiter target could be and whether or not they 

have allowed for some flexibility in the proposal,” he continued. 

“The ‘set it and forget it’ mentality is long gone, 

replaced by tech that can be adaptable to drivers and their 

safety performance.” 

Whatever rule ends is issued, not everyone will be happy 

with it, said TCA Chairman Dave Williams. 

“At the end of the day, the rule needs to be simple, and it 

needs to be soundly based on data and science,” Williams 

said. “As an industry, we have done a great job over the 

years improving safety. I do believe, as unpopular in some 

circles as this may be, that speed limiters will help us get 

to the next level of safe operations. Rather than speculating 

further, let’s see what comes out and go from there.” 

The FMCSA did not say exactly what number it plans to 

choose as the governed speed. In September 2023, the agency 

published information indicating the chosen speed would 

be 68 mph, but that report was quickly removed. As of this 

writing, the agency has said nothing else about the matter. 

The 2023 proposal is a follow-up to a 2016 joint proposal 

between the FMCSA and the National Highway Traffic Safety 

Administration for commercial motor vehicle speed limiters. 

The 2016 proposal did not gain traction. 

During its initial review on the Federal Register as part 

of a supplemental notice of proposed rulemaking, the most 



CAPITOL recap 

Speed has been noted as 

a primary factor in fatal 

crashes that involve commercial 

trucks. We continue to emphasize 

the use of technology that will 

help make our roads safer” 

— Dave Heller 

Vice President of Safety and Government Affairs 

Truckload Carriers Association 

recent proposal garnered about 15,000 comments. 

Many commenters opposed the proposal. 

A representative of Beyond Dirt LLC wrote on the 

comment page: “Limiting speeds in trucks will not 

make them safer. All it will do is impede traffic in places 

where the truck speed limit is higher, making driving 

a truck more dangerous for the truck driver because 

the cars around it will be making aggressive maneuvers 

to get around it. This law is an overreach, if there is a 

problem with a few trucks speeding, you need to use 

the state patrol to in force the speed limit on those lawbreaking 

drivers and not make this job more dangerous 

for the rest of us.” 

Heller counters this argument, saying: “The reality 

is that this assumption can be used for just about 

any speed — 45, 55, or 65. Wouldn’t that be the same 

concern on roads that have a speed limit of 25 mph? 

It is the ‘get out of the way’ theory that likely causes 

problems on the road in the first place. Speed limiters, 

coupled with new safety technology, will only serve to 

help improve the industry and its safety record.” 

Speed limiters can improve fuel efficiency, which is 

better for both the environment and a carrier’s bottom 

line. Greater fuel efficiency means lower CO2 emissions 

and fewer stops to fuel up, resulting in lower operational 

costs for carriers. 

Limiters can help reduce the severity of crashes and 

can even help prevent some crashes in the first place, 

making the roads safer for everyone. However, limiters 

also have the potential to create longer travel times 

depending on how the maximum allowed speed relates 

to mandated speed limits. 

Above all, Heller said, the trucking industry will need 

flexibility when looking at speed-governing devices. 

“It is fair to point out that we don’t just support a 

limit of 65 mph on Class 7-8 rigs,” Heller said. “We also 

support raising that number to 70 mph if the truck has 

other safety improvement technology such as adaptive 

cruise control and automatic emergency braking. 

“Speed has been noted as a primary factor in fatal 

crashes that involve commercial trucks, and we continue 

to emphasize the use of technology that will help 

make our roads safer,” he concluded. 

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CAPITOL recap 

While a number of motor carriers are beginning to incorporate electric Class 8 tractors into their fleets, the vehicles are primarily used for drayage, 

final-mile, and yard tractor applications. 

Completely Electrifying the trucking 

industry could take a ‘lifetime’ 

A number of battles in the global fight to clean up the air 

are taking place in the trenches of the trucking industry. 

Electric trucks are now a familiar sight on the sales lots, 

with most manufacturers now producing electric or hybridelectric 

models. Some major motor carriers, such as J.B. 

Hunt, Walmart, and FedEx, have already begun incorporating 

electric trucks into their fleets. At this point, electric trucks 

are primarily used in final-mile, drayage, and yard tractor 

applications. 

As individual states, along with the federal government, 

adopt stricter environmental laws targeting emissions, pressure 

is mounting for the trucking industry to convert to electric 

rigs. 

But are electric trucks feasible for an industry that has, 

for more than 100 years, relied on diesel fuel to power its 

freight carriers? 

“As an industry, we continually strive to make the environment 

a better one for those that will inherit it,” said Dave 

Heller, senior vice president of safety and government Affairs 

for the Truckload Carriers Association (TCA). “The evidence 

of the achievements our industry has already accomplished 

has demonstrated exactly that.” 

Heller says that as the trucking industry’s essential role in 

the world’s economy continues to grow, its environmental 

footprint continues to shrink. 

“Truck engines manufactured today emit 98% less nitrogen 

oxide and particulate matter than those built 35 years 

ago,” he said. “In fact, it takes 60 of today’s trucks to emit 

what just one truck emitted in 1988. 

“The long-haul trucking sector has been developed based 

upon centuries of technological advancements that have 

gotten us to where we are today,” he continued. “It would be 

irresponsible of us to think that a diesel replacement won’t 

take just as long.” 

Heller notes that states that are already adopting strict 

environmental laws requiring new trucks to meet idealistic 

environmental guidelines are not being realistic. 

“The reality is that as aggressive as these timelines are, 

we just are not there as a nation,” he said. “Electricity has 

shown tremendous promise, but today, it cannot replace the 

impact that the diesel engine has in serving the U.S. economy. 

“A rush to replace it would serve as shortsighted and irresponsible, 

at a time when the needs of the national freight 

system are so paramount,” he continued. 

For one thing, the nation’s power grid is not prepared to 

handle widespread adoption of electric vehicles. 

“It’s not news that our nation is not generating enough 

electricity at this point to justify a changeover, nor are there 

enough charging stations to accommodate that change,” 

Heller said. “Creating a timeline that includes unrealistic 

deadlines will only amount to more problems that the unintended 

consequences of these kind of rules that almost 

always follows them.” 



CAPITOL recap 

This 2021 press photo shows electric vehicles, including the Freightliner 

eCascadia and eM2 trucks made by Daimler Truck North America, charging at 

DTNA and PGE’s Electric Island charging site in Portland, Oregon. 

Heller isn’t the only industry leader concerned about the 

issue of electrification and emissions standards. 

During the Arkansas Trucking Association’s 2023 annual 

conference, American Trucking Association President and 

CEO Chris Spear told attendees that it’s time to “turn up the 

volume and let our story be heard” when it comes to stricter 

emissions standards.” 

The third phase of the Environmental Protection Agency’s 

(EPA) Clean Trucks Plan has caused the issue of big rig 

emissions to boil over. 

“Phase 3, on NOx, that’s the toughest stuff,” Spear said. 

“It’s like squeezing blood out of a rock.” 

The Clean Trucks Plan calls for reducing production of 

diesel-fueled rigs and replacing them with vehicles powered 

by electricity or other alternative fuel sources in the coming 

years. In December 2022, the EPA finalized part of the plan 

that calls for cutting cut smog-and soot-forming emissions 

from new heavy-duty trucks beginning with model year 

2027. 

Like Heller, Spear contends the trucking industry has already 

made great strides in helping to reduce emissions on 

diesel engines. 

“For 40 years, we have worked hand-in-glove with the 

SmartWay program with the EPA,” Spear said. “We have 

recognized carriers that have kept up with the latest environmentally 

friendly equipment.” 

Spear added that the industry has “been through the process 

to ensure equipment on the market can withstand the 

pressures that drivers put them though and still deliver reductions 

for the environment.” 

The ATA, he said, is “all in favor of clean air and water. 

That is not debatable. But in four decades, we have worked 

to pull 98.5% of harmful emissions out of the tailpipes of 

trucks you buy on the lots today.” 

In short, says TCA’s Heller, electric trucks are not likely 

to become a majority player in the industry anytime soon. 

“‘One day’ is, of course, the operative word, and that ‘one 

day’ may take a lifetime to fully achieve,” he said. 

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CAPITOL recap 

The shortage of available, safe, and legal areas for truck parking continues to impact many drivers on a daily basis. 

Truck parking issue ‘circling the lot’ 

in DC as some states pick up the reins 

A lack of adequate, safe truck parking hangs over the 

trucking industry like a dark, rain-soaked cloud that just 

won’t give way to sunny skies. 

The issue has made its way to Washington many times 

over the years, but now federal legislation is finally beginning 

to move — albeit at a slow pace. 

At the time of this writing in mid-December, Dave Heller, 

senior vice president of Safety and government affairs for 

the Truckload Carriers Association, said he had been in and 

out of numerous meetings about the Truck Parking Safety 

Improvement Act (TPSIA). 

“Our membership had tremendous success seeking cosponsors 

during our Call on Washington event at the end of 

September. However, the bill itself still languishes, looking 

for a much larger piece of legislation to attach itself to,” he 

said. 

Heller says he believes 2024 could be the year something 

is finally done to help. 

“As the list of co-sponsors in the Senate continues to 

grow, the need for this legislation will only grow with it,” 

he said. 

Meanwhile, he says, the trucking industry must continue 

to send this message to the nation: There simply are not 

enough parking spaces for big rigs. 

“That is why it is paramount that we engage on this issue, 

citing the effects that limited safe and secure parking has 

on our fleet to our elected officials at every level of government,” 

he said. 

Trucking industry headlines over the past year have included 

dozens of reports about new truck parking spaces, so 

it would seem at least some effort is being made to provide 

a solution. 

Major truck stop chains have added hundreds of spaces, 

and several states have renovated areas specifically for truck 

parking. 

For example, the Wyoming Department of Transportation 

(WYDOT) was awarded a federal grant from the U.S. Department 

of Transportation in late 2023 to build hundreds of new 

truck parking spaces in southwest Wyoming. 

WYDOT will receive more than $26.6 million through 

the 2023-2024 federal Rural Surface Transportation Grant, 

which will be used to build about 365 truck parking spaces 

along Interstate 80 in Evanston. 

The Arizona Department of Transportation (ADOT) has 

developed a statewide truck parking plan that recommends 

expanding parking at existing rest areas and adding three 

new facilities. ADOT’s plan is one of the more comprehensive 

solutions at the time of this writing. 



CAPITOL recap 

After gathering feedback from the trucking industry, 

ADOT sought public input as transportation planners prepare 

to construct 842 truck parking spaces in 10 locations 

along interstates in areas with the greatest need for parking. 

These locations are along Interstates 10, 40, and 8. In 

addition to expanded parking at existing rest areas, three 

proposed “safe lots” would provide parking for commercial 

trucks only. 

ADOT recommends the additional parking be based on 

demand at existing rest areas and where undesignated truck 

parking occurs. Other factors include cost, ease of implementation, 

and input from the trucking industry. 

Arizona’s sites prioritized for additional parking are: 

• The I-10 Burnt Wells Rest Area near Tonopah: 

103 spaces 

• The I-40 Meteor Crater Rest Area near Winslow: 

140 spaces 

• A new I-10/State Route 186 safe lot just west of 

Willcox: 127 spaces 

• I-40 Crazy Creek, a new safe lot about 35 miles east 

of Holbrook: 176 spaces 

• I-10 Ehrenberg Rest Area: 53 spaces 

• I-10 San Simon Rest Area: 80 spaces 

• I-10 Bouse Wash Rest Area: 55 spaces 

• I-40 Seligman, a new safe lot: 72 spaces 

• I-10 Sacaton Rest Area: 20 spaces 

• I-8 Mohawk Rest Area: 16 spaces 

The plan recommends first adding parking to three critical 

locations — Burnt Wells, Meteor Crater, and a new safe lot 

near Willcox — based on the $32 million in funding currently 

available through the National Highway Freight Program. 

Parking at the additional seven locations could be added as 

ADOT seeks future funding. The additional parking would be 

in addition to current projects that are expanding parking 

at five rest areas, funded by the National Highway Freight 

Program. 

While some states have begun to address the issue of 

closed or unusable rest/parking areas, there is still much 

work to be done. 

In an effort to gain further data on the issue, Heller says 

TCA has started collecting information, allowing drivers to 

report closed rest areas that can be used for truck parking. 

“Yes, they do exist,” he said of the closed rest areas. 

“Drivers have been reporting state, roads, and mile markers 

of those rest areas so we can highlight them in a manner 

that encourages the TPSIA to move more rapidly through 

the legislation process and make dedicated funding available 

that could be used to open these areas and provide 

more opportunities to locate safe and secure parking for our 

drivers that need it.” 


Tracking The Trends 

CLOSE THE GAPS 

Fleets with blemished safety records 

have tools to turn things around 

By John Worthen 

For most fleets, safety is a top priority. After all, 

reputable motor carriers don’t operate under the 

assumption of, “Well, if they don’t catch us, it’s OK.” 

Unfortunately, it’s all too easy to acquire blemishes 

on a safety record, even for the most cautious 

of carriers. From properly secured cargo to accurate 

record keeping and vehicle maintenance, there are 

dozens of things that can go wrong if fleet managers aren’t 

on top of equipment maintenance and driver training. 

Let’s be honest: It’s rare for a carrier to maintain a completely 

spotless safety record. 

A poor safety record often translates to issues that can 

seriously impact a company’s bottom line, from equipment 

and driver violation fees to expensive lawsuits when drivers 

are involved in at-fault accidents. And, of course, insurance 

providers keep track of motor carriers’ “report cards.” A bad 

grade can easily result in higher premiums. 

So, how can a carrier with a less-than-perfect record turn 

things around? 

Invest in training. 

During a 2023 interview on the Tenney Group’s “In the 

Hot Seat” YouTube series, Brandon Wiseman, president of 

Trucksafe Consulting, noted that systematic problems with 

safety are often due to a lack of education on the part of various 

levels of a carrier. 

“You can’t get ahold of problems unless you understand 

what’s going on,” he said, adding that education and training 

is key to helping companies identify and resolve issues. 

For instance, he said, if a carrier is having constant issues 

with its drivers’ hours of service (HOS), “there is no substitute 

for bringing drivers in and giving them additional training 

on this requirement. You have to help them understand 

where things are going wrong.” 

Drivers aren’t the only team members who may require 

updated training. Safety team members and company owners 

can also benefit from a refresher course in rules and 

regulations. 

Make safety a top priority. 

Chris Gulker, senior vice president of transportation at 

TrueNorth, says safety is paramount — or at least it should 

be — for all carriers. 

“This is deeply embedded into the culture and day to day 

mindset, culture, and day-to-day practices of industry-leading 

companies,” he said. “Because safety is such a critical 

concern in the transportation industry, restoring creditability 

by rebuilding trust and credibility will require time, 

strategic planning, and commitment from all levels of the 

organization.” 

Gulker says this should involve a comprehensive approach 

that addresses all aspects of the business, including 

operations, finance, leadership, safety, recruiting — a true 

team effort across the enterprise. 

If a company finds itself in trouble, there are steps that 

can be taken to right the ship, Gulker said. 

“The first step in a company restoring a safety reputation 

is establishing commitment from the entire leadership 

team,” he said. “For true, long-lasting change to occur, a 

demonstrated commitment to safety is required by all levels 

of the organization. Safety needs to be given priority in 

the day-to-day decision making, and it starts with the most 

senior leaders.” 

Once a thorough assessment has been completed, a 

comprehensive risk management strategy needs to be developed, 

communicated to the organization, and deployed. 

While there’s never a one-size-fits-all solution, Gulker says, 

the following strategies can help: 

• Create a safety mission statement that is communicated 

on a regular basis to the entire organization. This is a foundational 

step to creating a true culture of safety. 

• Establish three to five critical key performance indicators 

(KPIs) with target improvement goals to track performance 

in real-time. Providing KPIs at both the enterprise 

level and the “middle of the business” level (e.g., a terminal 

level) allows progress to be tracked and performance to be 

managed to drive results. 

• Establish a cross-functional safety council that includes 

representatives from safety/risk, along with executive leadership, 

finance, and operations teams; safety/risk should 


have an equal seat at the table. This allows for open communication 

about problems and progress while also soliciting 

collaborative feedback across functions. 

• Invest in comprehensive safety training at appropriate 

levels for all employees — executives, safety and compliance 

teams, dispatch, recruiting, orientation, drivers, etc. 

• Implement safety technologies. Gulker says that, in recent 

years, safety technology innovations have developed at 

a staggering pace. Implementing state-of-art safety technology 

such as cameras, lane-deviation assistance, and active 

crash mitigation not only improves safety performance; it 

also drives down overall costs in the long term. Leveraging 

safety technology also allows companies to implement 

coaching / development programs and incentives for positive 

performance. 

• Continue to improve. By continuously monitoring progress 

and ongoing safety performance, a company can evaluate 

whether the strategies are effective or if adjustments 

need to be made. 

Take advantage of technology. 

In a blog post entitled “FMCSA Regulations: A Guide for 

Fleet Managers” fleet operations company Samsara offered 

the following tips to keep fleets compliant FMCSA regulations: 

• Invest in an easy-to-use ELD solution. During roadside 

inspections (or if a fleet is ever audited), it’s important to be 

sure drivers’ HOS logs are accurate, complete, and easy to 

access. It’s important to choose an electronic logging device 

(ELD) solution that’s easy for drivers and compliance 

managers to use. 

• Go paperless using electronic DVIRs. Still 

using paper driver vehicle inspection reports 

(DVIRs)? Now is the time to switch to digital. 

Because electronic driver vehicle inspection reports 

(eDVIRs) are digital, they make it easier to 

stay compliant with FMCSA regulations related 

to maintenance and vehicle safety. 

Drivers can submit eDVIRs right from the palm 

of their hand using an app; these apps are available 

from various providers. The eDVIRs instantly 

appear on a carrier’s online dashboard, positioned 

alongside preventive maintenance schedules, maintenance 

logs, and real-time vehicle statuses. This allows 

technicians to prioritize the most urgent issues 

and sign the eDVIR for the next driver to verify, completing 

the FMCSA requirement. 

• Keep CSA scores low with dash cams. The FMCSA 

uses the compliance, safety and accountability (CSA) 

program to identify high-risk carriers and intervene. 

Sometimes the FMCSA will even put carriers with high 

CSA scores out of service until they can improve their 

compliance or safety procedures. One of the best ways 

to avoid FMCSA intervention is for a carrier to keep its 

CSA scores low. 

The solution? Dash cams. 

Dash cams are an extremely effective safety tool for 

commercial fleets. With better visibility into risky driving 

behavior (like speeding, distracted driving, and tailgating), 

carriers can more effectively coach drivers and prevent 

accidents. AI dash cams can automatically upload incident 

footage to the cloud, which makes it easy to exonerate 

drivers from not-at-fault accidents and avoid unnecessary 

marks to CSA scores. 

Know “the right stuff.” 

However, carriers that follow these measures and make 

sure their teams have access to proper education and training 

still sometimes find themselves behind the proverbial 

eight-ball when it comes to compliance. Wiseman says he’s 

not surprised. 

“There are just so many regs out there,” he said. “There 

will be some gaps in understanding how these things apply 

to your fleet. So, first things first: You gotta make sure you 

have a foundational understanding of requirements for fleet 

education is big part of it.” 

Being proactive is also key, he said. 

“A lot of fleets are just trying to put out fires as they come 

to them,” he said. 

“(I hear), ‘We have the DOT (Department of Transportation) 

knocking on the door for audit. What can we do to fix 

it?’” he continued. “It’s too late at that point to fix what they 

will discover in audit. Too many fleets are trying to survive, 

so they do what they gotta do, but spending a little time trying 

to close gaps can save a lot of trouble.” 

PASS 

A 

A 

A 

A 

A 



Red 

Flags 

When hiring 

drivers, dig past 

obvious signals 

on MVR 

By Cliff Abbott 

Background checks are an essential part of the driver 

qualification process, whether the driver will be a 

company employee or an independent contractor. 

There are numerous tools that help carriers make 

better decisions. One of the most useful is the Federal Motor 

Carrier Safety Administration’s Motor Vehicle Report (MVR). 

While some items reported on an MVR might automatically 

disqualify a driver from hire or result in termination of 

employment or contract, the significance of other entries 

might be seen differently, depending on who’s checking the 

record. Because some aspects of a driver’s MVR can be 

viewed subjectively, it’s important to know what type of “red 

flags” to watch for when screening candidates. 

However, the first step is to ensure your company has a 

written policy when it comes to driver qualifications. 

“I believe it’s very important that you have a clear, concise 

policy that you consistently follow,” said Lori Johnson, 

senior consultant for Fleetworthy Solutions. “Otherwise, 

how are you going to demonstrate, either in an audit or in 

litigation, that you have a good hiring practice and that you 

don’t have negligent hiring or negligent retention?” 

A good policy must contain achievable actions, and 

the policy should be updated as necessary for safety 

improvement, explained Andy Marquis, attorney and 

partner at the Scopelitis, Garvin, Light, Hanson & Feary law 

firm. 

“Whatever you write in that policy, in that handbook — 

you’re going to be judged by it if there’s an accident, so 

there has to be a willingness to adapt policies in the interest 

of safety,” he explained. “Don’t just throw everything in 

there without a system to make sure it gets done.” 

What needs to “get done” should be in the policy as 

well. If, for example, a particular safety violation requires 

counseling or remedial training, this requirement should be 

applied consistently. 

When a carrier is named in a lawsuit because of the 

actions of a driver, Maquis said, the plaintiffs’ attorneys 

may try to prove the employer is guilty of negligent hiring 

or negligent retention. In other words, the driver’s employer 

could have done something about the driver’s behavior 

before the accident. 

“It all connects, so (it appears) they failed in some duty,” 

Maquis remarked. “When they’re presented with a potential 

risk, do they take stock of it, or do they just look the other 

way?” 


“Look for a lot of 

turnover. Are they 

changing jobs every 

five months? Why?” 

— Lori Johnson 

Senior consultant for 

Fleetworthy Solutions 

Discernible patterns 

When screening a potential driver, it’s sometimes a 

pattern of behavior that should be of concern rather than a 

record of a serious infraction or accident. 

“I have a concept of the ‘grammar of the whole,’” Johnson 

explained. “That was my phrase, that I coined at one of my 

companies.” 

In other words, take a step back from the details for a 

minute and take a look at the overall picture. 

“Look for a lot of turnover. Are they changing jobs 

every five months? Why?” Johnson said. “Are there gaps 

in employment and did they explain them? Were they in a 

different state? (If so), did you order that state’s MVR?” 

Anything that looks like a pattern of behavior would be 

concerning, Marquis noted. 

“If they’ve had any sort of substance abuse or alcohol issues 

in the past, that’s something that any enterprising plaintiff’s 

attorney is going to say — it represents a pattern,” he said. 

Failure to appear 

Another potential red flag is a failure to appear in court 

following a violation or accident, Marquis said. 

“It’s concerning because (the driver) might be perceived 

as not taking it seriously when they are issued a violation,” he 

said. “Is this person going to be seen as being serious about 

safety if they’re not dealing with a violation with the courts?” 

Watch for changes 

The Federal Motor Carrier Safety Regulations require 

annual certification of the driver’s record, including another 

MVR, but it might be a good idea to take it a step further. 

“I think, what a lot of (carriers) end up doing, especially 

those that are relatively large, is to have a vendor or other 

system that notifies them of any changes in the MVR,” 

Marquis said. “Once that kind of service is available, 

then that kind of can affect whether or not they’re doing 

everything they can to help with safety.” 

Johnson agrees. 

“Fleetworthy does MVR monitoring to where the service 

will scan and if your driver gets a hit or not,” she said. 

“Depending on the state, it might be immediately, or it might 

be up to a month later — but at least you’re going to know 

(about any changes) more than once a year. Then, you can 

have a conversation with the driver.” 

Equipment condition 

When reviewing a driver’s record, don’t ignore violations, 

such as defective vehicles or equipment, even if they’re 

classified as “minor.” 

“In Colorado, where I live, it’s a plea-down,” explained 

Johnson. “If you had a four-point violation, you could plead 

it down to a one-point defective vehicle violation. So, if you 

see a lot of those on a record, it might pique your interest.” 

In short, while there’s no “magic formula” for hiring the best 

drivers, it’s important to pay close attention to a driver’s MVR. 

Be sure to ask job candidates about any discrepancies in their 

records, and take consistent action when issues are found. 

“Is this person going to be 

seen as being serious about 

safety?” 

— Andy Marquis 

Attorney & partner at the Scopelitis, 

Garvin, Light, Hanson & Feary law firm 



Toll 

What invoicing 

method works best 

for your fleet? 

CONTROL 

By Cliff Abbott 

There’s no question that technology has changed 

the trucking industry in numerous ways, including 

payment methods for toll roads and bridges. Gone 

are the days when drivers carried enough cash for 

weeks of toll payments. These days, it’s as simple as driving 

under a toll gantry — usually without even slowing from 

highway speeds. 

Two primary types of open road tolling are used by tolling 

authorities, RFID (radio frequency identification) and toll by 

plate. 

By far, the most popular tolling option for carriers is RFID. 

A transponder unit is required for each vehicle, which communicates 

with an RFID reader installed at the tolling location. 

However, the purchase and installation of the transponders 

can cost more than some carriers are willing to pay. 

Tolling by plate requires less of an initial investment because 

transponders aren’t needed. However, tolling costs 

can be considerably higher and billing errors more frequent. 

Smaller carriers whose drivers don’t frequently encounter 

tolling situations, sometimes choose this route. 

Toll management systems like Bestpass, PrePass, and 

E-ZPass are helping fleet operators untangle the confusion 

of working with different tolling authorities, and saving companies 

money at the same time. 

“We’ve been involved with Bestpass since it started as 

the New York State Trucking Association toll on discount 

program. So, we’re longtime members,” said Ken Johnson, 

executive chairman of Farmington, New York-based Leonard’s 

Express. “The best part about it is its simplicity over 

having to deal with each state individually.” 

Luis Guzman, CFO for PGT Trucking, based in Aliquippa, 

Pennsylvania, expressed similar sentiments. 

“We use PrePass for all our tolling and for weigh stations,” 

Guzman said. “At PGT Trucking, we are 50% company- 

owned trucks and 50% owner-operators. We have 

transponders in our company trucks, and then we also offer 

them to our owner-operators.” 

According to Michael DeMateo, PGT’s supervisor of 

driver support services, says the carrier currently has 800 

transponders. 

“One thing that’s good about PrePass is that we have special 

reporting that allows us to see whenever, for example, 

we run the course of a full toll which is a significant amount 

of money, and we usually almost never do that,” DeMateo 

said. “They dispute those for us. It would require a lot of 

work to try to catch that stuff.” 

Since toll gantries are usually equipped with photographic 

equipment and RFID readers, occasionally errors are made 

in which a truck owner is billed once through the transponder 

and then again through the plate number. Carriers have 

even received one invoice for a tractor’s plate, another for 

the trailer’s plate, and a third for the transponder. Thankfully, 

those instances are rare. Occasionally, a plate reader 

will misread a digit in the plate number and automatically 


generate an invoice to the wrong person or company. Both 

Bestpass and PrePass have systems that work with tolling 

authorities to resolve this type of issue. 

“We try to work with the toll agencies. Say, you’ve got a 

problem,” said Joe Clavelle, vice president of business development 

for Bestpass. “We’ll work to rectify it, because no 

one wants to get charged twice or three times.” 

Helping resolve invoicing issues helps the tolling agency, 

too. 

“We try to work with the local agency and reduce the problem 

for everyone, because it causes it to cost them money as well,” 

Clavelle said. “When you have thousands of people phoning in 

to say, ‘Hey, I was billed three times,’ this is not what they want. 

It costs that agency time and money to take those calls.” 

Reducing expenses is another benefit of using a toll management 

system. Most tolling authorities offer discounts 

for using RFID systems, and providers like Bestpass consolidate 

invoices from multiple agencies into one convenient 

report. When a carrier receives invoices from several different 

sources, this increases the risk of missing one, possibly 

generating late fees or even violations. 

“It takes time, and you have to fund each one and deal 

with all those separate bills,” Clavelle said. “We get comprehensive 

coverage for the areas travelled.” 

It’s also important to discuss the carrier’s running area 

with the toll management provider. 

“It depends on where your fleet operates,” Johnson 

noted. “New York is offering a better price for a New Yorkbased 

transponder versus the national one. Other states do 

that too. So, have the conversation; figure out a solution 

that’s best for yourself.” 

Some tolling jurisdictions offer volume discounts through 

Bestpass and PrePass that smaller carriers might not qualify 

for on their own. 

“We have buying power where we can buy transactions 

so that you qualify for a volume rebate you might not get on 

your own,” Clavelle said. “With the 20% volume rebates — I 

think to go over some of those bridges in New York is over 

$100 — so $20 savings on one big truck could be a return 

on investment right there.” 

A white paper available on the Bestpass website shows 

discounts of up to 75% for some tolling locations. 

“Honestly, I can’t imagine running without it — just the headache 

it would be to manage all those different accounts with the 

size of our fleet,” DeMateo said. “(It’s good to have) it all on one 

device and be able to manage it. Offering it to our contractors is 

in their best interest — and our interests as well.” 

Tolling by plate still offers advantages of cash systems (at 

least at the toll authorities that still accept cash) but isn’t as 

cost effective as using an RFID system. Still, for carriers that 

run in areas where toll roads or bridges aren’t prevalent, this 

option might be the right choice. 

For many, however, well-managed RFID tolling can increase 

route efficiency and reduce operating expenses. 



SNEAK 

ATTACKS 

By Kris Rutherford 

How can carriers, 

drivers guard 

against fuel card 

skimmers? 

It’s a sunny day in Fort Worth, Texas. A driver pulls up to a diesel 

island at a favorite interstate truck stop and swipes a company 

fuel card. As $800 worth of diesel fuel slowly fills the tanks, the 

transaction seems perfectly normal. 

Appearances, however, can be deceiving. 

It might be weeks before the carrier notices something strange 

about the driver’s fuel card statements. The fuel card was, as expected, 

used to pay for diesel along the driver’s regular route across the 

southern tier of the U.S. However, it also filled the tank in places like 

New York and Iowa. Before long, accountants handling fuel payments 

for the carrier realize the driver has been a victim of fuel card skimming. 

“The actual cost of fraud for trucking is unclear, but agencies have 

stated it’s millions of dollars each month,” said Spencer Barkoff, 

co-founder and president of Relay Payments. 

The problem is growing. 

“Overall, the FBI reports an increase of 700% of card skimming at 

all businesses in the first six months of 2022,” he continued. 

A fleet of 100 trucks might pay $20,000 a month in fraudulent 

charges. However, the impact of these charges goes beyond the company’s 

financial bottom line. 

“Additional costs include the operational headaches that fleets and 

drivers face when they are the victims of card skimming,” Barkoff said. 

Drivers are grounded because they’re unable to pay for fuel. Deliveries 

are delayed. Drivers have fewer available hours of service. And 

the carrier provides poor customer service. 

“Dealing with the aftermath of fraud, such as identifying and 

disputing fraudulent transactions and submitting claims is burdensome,” 

Barkoff said, noting that it complicates cash flow and back 

office operations for fleets. 

“We have one fleet customer whose CEO had to drive to meet a 

driver and physically hand them a new credit card after their existing 

billing card was closed due to card skimming fraud,” he said. “It’s a 

logistical and cash flow nightmare.” 

Barkoff explains how fuel card skimmers operate. 

“Card skimming involves the use of illegal devices that steal credit 

or debit card information from unsuspecting individuals,” he said. 

“Skimmers are installed on ATM machines or fuel pumps, and they 

capture sensitive data when a driver swipes a card.” 

Because fuel cards are a primary form of payment in the trucking 

industry, truck drivers are particularly vulnerable to card skimming. 

“Card skimmers collect the information to create dummy fuel 

cards, make fraudulent fuel purchases with those cards, and resell 

fuel for their own personal profit,” Barkoff said. 

Carriers and fuel-card issuers often set daily spend caps to limit 

fraud risk, but scammers have various ways of working around these 

measures. 

So, how can carriers and drivers fight fuel card skimming? 

Richard Sullivan, a consultant with the Truckload Carriers Association 

(TCA), says a primary method is education. Sullivan has worked 

with the North Carolina Attorney General’s office to develop materials 

to educate fleet operators, drivers, and law enforcement about fuel 

card skimming, the complicated process, and the multiple crimes being 

committed. 

“Law enforcement will arrest someone for using a skimmed card, 

but they seldom hold those responsible,” Sullivan said, “Law enforcement 

doesn’t understand the enormity of the fraud taking place. A 

series of criminal actions are involved.” 


CAT TruckloadAuthority 080923.qxp_Layout 1 8/9/23 4:12 PM Page 1 

Scammers create a device solely for the purpose of 

skimming sensitive information and then install it inside 

or on a fuel pump. Then, using trucks illegally retrofitted 

with bladder tanks that hold 250 to 500 gallons, they purchase 

fuel using the skimmed cards. These bladder tanks 

are unregulated, and they’re dangerous; static electricity 

can easily create explosions. 

Later, the trucks deliver the fuel to a central hub, 

where it is sold on the black market. No taxes are collected, 

so the merchant, fleet, driver, and government 

are all subjected to fraud. It’s a complicated network that 

is operated by cartels. 

“The simplest solution — and one that truck stops 

are advocating for — is using digital payment methods 

to pay for fuel,” Barkoff noted. “With no physical card, 

there’s no opportunity for card skimming.” 

This solution can benefit truck stops because they 

don’t have to spend revenue and handle the back-office 

issues created by skimming. 

“Carriers and drivers also benefit, dealing with far 

fewer hassles and saving time and money as a result,” 

Barkoff said. 

“With no card, there’s no magnetic swipe, and thus no 

card skimming,” he continued. “There’s also no opportunity 

for other forms of card fraud, because the digital 

solution relies on one-time payment codes that don’t 

have to be tied to any credit card as a form of payment.” 

Until digital or some other fraud-proof payment system 

gain widespread use, what can the average driver do 

to protect against fraud? 

The TCA recommends that drivers look at the card 

slot on the diesel pump. One that’s been fitted with a 

skimming device will often look different than slots on 

nearby fuel dispensers. Drivers should also take notice 

of broken inspection seals on the fuel dispensers. These 

can mean that the dispenser has been opened, allowing 

someone to attach a skimmer inside the machine. 

In addition, drivers should use the fuel pumps closest 

to the entrance of the truck stop when possible. Skimmers 

are most likely to work the pumps farthest from 

the building, so they won’t be noticed installing their 

devices. Finally, if a driver has repeated problems with a 

transaction or receives error codes, the issue should be 

reported to dispatch immediately. 

As for the future of fuel card skimming, Spencer Barkoff 

says the industry can’t let its guard down anytime 

soon. 

“Criminals are creative, and have found countless 

ways to steal credit card information,” he noted. “Those 

who continue to rely on modes of payment such as 

credit cards, checks, and cash will face more instances 

of card skimming.” 

He believes digital payments are becoming better options 

and that more companies will invest in non-magnetic 

swipe methods of payment in the future. 

“The good news is that many carriers, drivers, and merchants 

are waking up to the issue and have begun to digitally 

transform with digital payment solutions,” Barkoff said. 

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TCA JANUARY/FEBRUARY 2024 21

NATIONAL NEWSMAKER 

mr. 

wonderful 

Behind the scenes with 

Shark Tank’s Kevin O’Leary 

By John Worthen 

there aren’t many successful people who wear more hats than Kevin O’Leary, also known as 

“Mr. Wonderful” on ABC’s award-winning “Shark Tank.” 

In addition to being a well-known TV personality, this Canadian-born, self-made millionaire 

is a go-to expert in both business and financial markets. He’s also a bestselling author and a 

talented chef. 

At his core, though, O’Leary says he’s a passionate advocate for small businesses — and he says that 

the small business “umbrella” covers many levels of the trucking industry. 

“Every truck driver is an entrepreneur,” O’Leary said. “They do it because they love it — otherwise, why 

would they do it? To me, it’s the modern-day American cowboy. If you ask me, you get freedom from it.” 

During Truckload 2024, the Truckload Carriers Association’s annual convention set for March 23-26 

in Nashville, Tennessee, O’Leary will share his no-nonsense wisdom with association members as the 

event’s keynote speaker. 

O’Leary is well-versed in major issues facing the trucking industry, including the electrification of 

heavy-duty transport trucks, which he believes will happen a lot more slowly than some people think. 


“Electric trucking is not efficient yet,” he said. “When 

you are operating a truck, your job is to take care of 

yourself and make sure you are successful. That includes 

contracts, equipment, carriage, etc. If you are going to 

buy into this technology, show me my payback. How fast 

am I getting my investment back?” 

O’Leary says it doesn’t make sense for a trucking 

business to spend more money to purchase electric 

trucks if they aren’t going to get that money back while 

operating the vehicles. 

“You can’t just change like that,” he said. “It’s going 

to take 30 or 40 years before we figure out how to do 

things right. All of the tech that helps you operate more 

productively at a lower cost is what you take advantage 

of now.” 

While O’Leary may be most famous for his appearances 

on “Shark Tank,” the show that brings entrepreneurs 

before a group of wealthy investors for a chance at 

launching their products, 

he has a broad professional 

history. 

Decades ago, O’Leary cofounded 

SoftKey Software 

Products, a technology 

company that sold software 

geared toward family education 

and entertainment. 

During the late 1980s and 

1990s, SoftKey became a 

major consolidator in the 

global educational software 

market, having acquired rival 

companies via hostile 

takeover bids. 

In 2008, O’Leary cofounded 

O’Leary Funds Inc., 

a mutual fund management 

firm focused on global 

yield investing. He is the company’s chairman and lead 

investor, while his brother Shane O’Leary serves as the 

director. 

The fund’s assets under management shot from $400 

million in 2011 to $1.2 billion in 2012, he shared. The 

fund’s primary manager was Stanton Asset Management, 

a firm controlled by the husband-and-wife team of Connor 

O’Brien and Louise Ann Poirier. 

O’Leary is definitely a savvy businessman with a 

dynamic personality. 

But he isn’t all business. His whimsical side comes alive 

when he talks about his passion for preparing good food. 

When the Truckload Authority team asked who he’d 

invite to a fantasy dinner party, O’Leary didn’t hesitate to 

list several names. 

“Napoleon, Otto von Bismarck, Henry Kissinger, Attila 

the Hun, and Cleopatra,” he said. “She was the first 

woman to run the show,” he said of Cleopatra. 

When asked what courses he’d serve to someone like 

Attila the Hun, O’Leary quipped, “A whole lot of beef.” 

On a more serious note, O’Leary says that in his 

personal life he follows a strict routine and diet. 

“When I was younger, I didn’t give a shit about what 

I ate or drank, and I didn’t exercise,” he said. “That’s all 

changed because I have realized, ‘I invest in so many 

things, why not invest in myself?’” 

Why the change? O’Leary says he got a “wake-up call” 

several years ago during a routine doctor’s visit. 

“My doctor said, ‘Wow, you are going to stroke out. 

You are basically gonna die,’” O’Leary said. “My blood 

pressure was at a crazy level. That is when I started 

caring about my diet and watching how much I drink.” 

As a result, O’Leary says, he’s lost 35 pounds and now 

feels better than ever. 

One of the best parts of his new lifestyle is that he can 

still enjoy gourmet food. 

“I do a lot of cooking,” he said. “I try to find ways to 

take classics, like French 

cooking, and swap out the 

Every truck driver is an 

entrepreneur. They do it 

because they love it — 

otherwise, why would they do 

it? To me, it’s the modern-day 

American cowboy. If you ask 

me, you get freedom from it.” 

— Kevin O’Leary 

Businessman, television personality, 

Best-selling author, and chef 

heavy ingredients for something 

healthier.” 

In addition, he greatly reduces 

the amount of sugar 

in his recipes. 

“We use too much sugar 

in North American cooking. 

It kills the taste,” he explained. 

When asked about his 

outlook for the future, 

O’Leary said one thing he’s 

most worried about is the 

state of regional banks as 

megabanks become the 

norm. 

“Right now, you have 

4,100 regional banks,” he 

said. “In five years, that will be down to 2,000 because 

so many of them have really bad portfolios in commercial 

real estate. 

“The cost of running a business has quadrupled in 

terms of interest costs,” he continued. “The Fed rate 

is 5.5%, but that is not the loan book rate. That rate is 

between 9% and 14%.” 

While the world may think of O’Leary as “Mr. Wonderful,” 

he says he bills himself as “Mr. Small Business.” He 

currently supports around 40 entrepreneurs and their 

ventures. 

The bottom line, O’Leary says, is that small businesses 

must succeed — and banks should find ways to help 

them. 

“It’s wrong that there isn’t any money for small 

businesses,” he said. “Sixty percent of jobs come from 

small businesses. Every dollar should be 60% to the 

small guy and 40% to the big guy. That would be money 

well spent.” 



Sponsored by by Mcleod software / / McLeodSoftware.com / / 877.362.5363 


Sponsored by 

Setting Goals 

Foreword and Interview by Linda Garner-Bunch 

As we wrap up 2023 and roll into 2024, the trucking industry faces numerous 

challenges — some old, some new. How is the Truckload Carriers Association 

(TCA) working to address the issues faced by motor carriers, service providers, 

and equipment manufacturers, and how can the association help its members 

thrive in uncertain times? The Truckload Authority team recently enjoyed a 

visit with TCA Chairman Dave Williams. In addition to sharing insights about 

regulations and policy impacting the movement of freight, he provided a sneak 

peek at some of the association’s plans for the future. 

u Good morning, Mr. Chairman, and happy New Year! 

As you know, it’s customary to set personal or professional 

goals at the beginning of a new year. What are a few of 

your goals for the Truckload Carriers Association in the 

coming year? For the trucking industry as a whole? 

Earlier this year, we laid out some very ambitious goals. We 

have made progress in laying some of the foundational groundwork 

that we believe will create real value for our members. In fact, we 

have gone so far as shifting staff assignments and changing some 

of our program offerings to align with these goals. As a refresher, 

we stated that our aim is to: 

• Improve highway safety; 

• To do a better job of advocating on behalf of our drivers to 

improve the driving job; 

• To work as an industry to improve the financial viability of 

motor carriers; 

• To guide the truckload industry through the ever-changing 

environmental regulations; and 

• To improve the perception and image of the truckload industry. 

There are no lightweights in that group; too much is at stake 

to think small. Our intent would be to continue along these lines 

and start narrowing our focus on specific objectives that can be 

accomplished through the next year. I truly believe that as we start 

to experience wins in these areas, we will generate momentum 

that will spark more member involvement, and more wins. We are 

really not looking for surface-level wins that we can advertise. We 

want real wins that move the needle in our members’ businesses. 

It is important to note that prioritizing our efforts within the 

framework of these objectives should be driven by the members 

of the association. So please, consider this an open invitation 

to engage in the process! There is a good chance that there are 

some different ideas, and maybe some conflicting ideas, but that’s 

welcome. A good, healthy debate before making a decision will 

almost always produce a better result. 

u TCA’s 2024 convention is set for March 23-36 in 

Nashville, Tennessee. What benefits can TCA members 

gain by attending the convention? 

Our annual convention is really the pinnacle event of the year for 

the TCA. If there is one event to be involved with, it’s this one. The 

convention is a place where our members can really be immersed 

in what TCA is all about. Based on feedback received from carrier 

members and allied members over the past several years, our 

annual conference has experienced a significant makeover. We 

can’t wait to see everyone at Truckload 2024 in Nashville and share 

what we’ve been up to. 

u While most Truckload Authority readers are TCA 

members, there are a few non-members in our audience. 

Why should those readers consider joining TCA? 

SEE CHAT, PAGE 26 


CHAT, FROM PAGE 25 

I have never really been much of a salesman. My belief has 

always been that the goal is to build something that brings value — 

something that people need. It will then sell itself. That is what we 

are continuing to build at TCA. We are building an organization that 

provides timely information, valuable educational material, best-inclass 

advocacy, and can’t-miss networking opportunities. We are 

trying to make a difference by improving the truckload industry’s 

impact on drivers’ families, on motor carriers, on motorists that 

we share the road with, on the environment, and on the nation’s 

supply chain. That is as meaningful as it gets in our industry. For 

those that want to be a part of that, it’s time to get on board and get 

involved. It’s pretty simple: Our strength comes from the collective 

strength of our members and grows with the involvement of the 

people within those companies. 

u As political debates heat up during this presidential 

election year, what issues should motor carriers and other 

trucking industry stakeholders pay particular attention to? 

We have all seen the far-reaching impact government can have 

on our businesses. Sometimes our elected officials find ways to 

help us, and sometimes they make life really challenging for us. 

While each individual will have their own take on social issues, the 

issues that tend to impact our industry the most are associated 

with areas such as tax policy, labor policy, and the ever-growing 

influence of environmental policy. It is important to understand 

how each candidate approaches these important areas, which have 

real implications on our ability to successfully run our businesses. 

We try not to get too tied up on party politics. 

The fact is that no matter which party controls the White 

House — or the House or the Senate — we have to work with 

both sides of the aisle. Our TCA lobbyists are representative of this, 

in that Missy Edwards is a former staff member of a Republican 

senator and Richard Sullivan is a top Democratic fundraiser. Both 

are extremely well connected within the respective parties, and 

both work together to help us navigate the needs of the truckload 

industry in Washington, D.C. 

The best thing our members can do is to educate themselves 

on the issues of the day and let their voice be heard by voting for 

the candidates they feel give their family and their business the 

best chance to succeed. Each month the TCA publishes our Capitol 

Recap email to help our members stay up to date on the issues that 

mean the most to us. If you are not receiving this, please reach out 

to TCA staff. This is an important resource. 

We also need our members to engage at the state and local 

levels, as not every government challenge has a federal solution. 

We have found that issues such as predatory towing, lawsuit abuse, 

and the spending of truck parking funds often have strong local 

ties. As we become aware of local issues, there are often strategies 

that have worked in other areas that we can share and deploy. Our 

strength doesn’t always come from our staff doing the work. Our 

real strength comes from a mobilized and motivated membership. 

u On Page 6 of this edition of Truckload Authority, 

readers will find an insightful story you wrote last fall that 

discusses the relationship between clean air regulations and 

“My belief has always been that the 

goal is to build something that brings 

value — something that people need. 

It will then sell itself. That is what we 

are continuing to build at TCA.” 

the trucking industry. In it, you note that environmentalists 

seem unwilling to acknowledge the strides made to improve 

the efficiency of and reduce the emissions of diesel fuel. 

Why do you believe so many groups are focused on fuel 

sources other than diesel? 

That is a good question. It seems society’s “cancel culture” has 

put petroleum on the dart board and is determined to eliminate it. 

But changing the world’s energy source is going to take more than 

just cancel culture. There is a balance of many factors that need to 

be considered, and some of these factors are more complex than 

you think. These would include energy density, energy cost, energy 

emissions, energy transportation costs, and energy production 

capabilities, among others. 

Replacing petroleum “at any cost” is an extremely dangerous 

proposition. I am not trying to be dramatic, but such an effort 

could destroy our economy and put our country at a competitive 

disadvantage if we are not balanced in our approach. It has taken 

us centuries to develop petroleum-based energy into the resource 

the world is so dependent upon today. Wind or solar energy will 

take perhaps many lifetimes to fully displace petroleum, if that ends 

up happening. Some groups are trying to do this in the next 10 or 

20 years. Rather than “canceling” diesel fuel and petroleum, we 

should continue to improve the use and impacts of diesel fuel — 

and then let these other alternative energy sources mature over a 

natural development cycle. We have made tremendous progress 

with diesel emissions and can make more progress. If it ends up 

that we replace diesel with another form of energy, then so be it. 

But we must do it in the right way, on the right time line. 

u In late November, the American Transportation 

Research Institute (ATRI) released a report examining the 

issue of predatory towing in the trucking industry. How 

prevalent is this practice, and what regulatory steps can be 

taken to prevent it? 

This is a big problem, as indicated by the description “predatory.” 

ATRI’s study states that 30% of crash related towing events are 

overcharged. Like any issue, many of the actors in the towing industry 

are doing the right thing, but there seems to be a growing number of 

bad actors. ATRI outlined some of the problematic practices, which 

include excessive hourly or per pound rates, unwarranted additional 

equipment or labor charges, excessive daily storage rates, vehicle 

release delays, and cargo release delays, among others. 

Some of the situations that I am aware of could very well be 

described as “hostage situations.” In these cases, tow companies 

SEE CHAT, PAGE 28 

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CHAT, FROM PAGE 26 

navigate the nuances of the local laws or local contracts and create 

leverage on the motor carrier. The tow company then demands an 

inflated fee before they release the equipment or the cargo. A growing 

number of cases don’t even involve an accident! More and more 

situations involve a tow company seizing vehicles without cause and 

then racking up gigantic storage charges. Minimal efforts to contact 

the motor carrier are made, and then the motor carrier is left to pay an 

outrageous fee or forfeit the equipment. It’s theft. The key for motor 

carriers is to actively manage every accident, overcommunicate, and 

document everything you do. Waiting for a tow company to send 

you a bill is a recipe for disaster. Motor carriers also need to leverage 

GPS technology to monitor their fleets and keep storage charges 

on vehicle seizures from racking up. The problem is that even if 

a motor carrier does all the right things, they still have exposure. 

Something needs to change here. This is a 

complicated issue that does not appear to 

have a simple solution. 

u In November, identical bills 

were introduced in the U.S. House 

and Senate calling for guaranteed 

overtime pay for commercial drivers. 

The author of the Senate bill told 

Truckload Authority that one goal of 

the legislation is to compensate drivers 

for excessive wait/detention time. 

Most drivers are paid on a cents-permile 

basis, and detention time has 

long been an issue for drivers and 

carriers. Can motor carriers legally 

be held responsible for delays caused 

by shippers and receivers? 

“I believe I can safely 

speak on behalf of the grand 

majority of TCA members 

and state that no one 

wants to see professional 

truck drivers be paid more 

appropriately than the motor 

carriers that the drivers 

work for. Our drivers work 

hard; they are the lifeblood 

of the supply chain.” 

This is a potentially touchy issue, and 

a classic case of “gotcha!” in politics. Who 

would possibly argue against drivers being 

paid more, right? I believe I can safely speak 

on behalf of the grand majority of TCA members and state that no 

one wants to see professional truck drivers be paid more appropriately 

than the motor carriers that the drivers work for. Our drivers work 

hard; they are the lifeblood of the supply chain. But just because we 

want something doesn’t automatically make it happen. There are 

checks and balances throughout the free-market system that require 

carriers to make tough decisions on how much they can pay in some 

areas of the business and still have enough left over to pay the bills. 

The truckload industry is extremely competitive, and sometimes not 

very rational. Our deep economic cycles reward and punish carriers 

on a regular basis. One significant miscalculation can put a multigenerational 

business at risk. 

On top of that, this is an industry that has largely been 

commoditized. The supply chain rarely accepts higher freight rates 

that are not tied to supply and demand imbalances. Raising rates 

in order to offset higher driver compensation or any other cost, 

simply as a result of an increase in that cost, has proven to be a 

difficult thing to do consistently in this industry. 

The proposed overtime bill would force additional costs on the carrier, 

and hope the carrier finds a way to pass on those costs to the 

shipper. The problem is that in a market cycle like the one we are in 

right now, the motor carrier would likely be expected to absorb that 

cost, which would likely force the carrier to manage its drivers’ time 

and not allow them to work past 40 hours (a week). This then becomes 

a case of “good intentions with unintended consequences.” Currently, 

our drivers have the freedom within the hours-of-service rules to work 

harder when they can and rest when they need to. Managing drivers in 

a 40-hour week would, in my opinion, not yield the result the authors 

of this bill are looking for. It could potentially cause the opposite result. 

As for detention, this is a problem that has existed for decades. The 

question becomes this: Do we solve the issue through the market, or 

do we try to have the government solve the problem? As for the market, 

we seem to only make progress when the cycle swings toward the 

motor carriers. But as soon as the market 

turns towards the shipper, we seem to lose 

much of that progress. This is a common 

theme on many fronts that has plagued the 

truckload industry for many decades. 

As for a government solution, there is 

always a risk of “over-engineering.” The 

“keep it simple” approach would be my 

preference. Perhaps setting a universal 

standard around acceptable detention periods, 

with the shipper/receiver compensating 

for any time above that (i.e. any time 

greater than one or two hours of waiting) 

would be appropriate. Government intervention 

beyond something simple like that 

leaves the possibility of more unintended 

consequences. I firmly believe the market 

should solve the majority of its own problems. 

We just have not been able to make 

lasting progress on this one. 

u Speaking of issues regarding 

driver pay, in your experience, what 

factors other than the amount of a paycheck can impact the 

relationship between a driver and motor carrier? 

Pay is rightfully one of the most important factors that 

drivers consider when they choose who to work for. You cannot 

underestimate the impact of pay. At the same time, we have seen 

that drivers will often change jobs for an issue unrelated to pay. 

What makes this difficult is that each driver values the elements of 

a relationship in different ways. Some place a higher value on time 

at home, some really want to be respected, others place a high 

value on the “family feel” they get within a company — and the 

list goes on. I believe most drivers want to be part of something; 

they want to make a difference. They want a reason to get up in the 

morning, and they want to contribute in a meaningful way. They 

want to develop relationships that enrich their lives and grow into 

friendships. Pay is important, but there is more to it. The human 

side of the relationship goes well beyond dollars and cents. Finding 

the right balance of tangible pay and intangible benefits is both an 

art and a science. We will need to keep working on it until we get 

it right! 

Sponsored by Mcleod software / McLeodSoftware.com / 877.362.5363 


u While electric Class 8 tractors have not yet been 

proven feasible for over-the-road, long-haul routes, they are 

becoming more common for first- and last-mile runs as well as 

for drayage at the nation’s ports. In fact, California’s Port of 

Long Beach is planning to build charging infrastructure that 

promises “high-speed” (90 minute) charging for 200 trucks a 

day. In real-world applications for a motor carrier, is an hour 

and a half a reasonable time for refueling/recharging? 

Before I answer this question, I will have to repeat that I would love 

to see zero-emissions vehicles succeed. As an industry, we all want 

clean air and clean water. The challenge is that we keep seeing what I 

will call “misleading headlines” that make it seem that regulations such 

as California’s Advanced Clean Fleet Regulation are reasonable. 

I have learned repeatedly throughout my career, sometimes 

through hard experience: 1) Things need to be kept in perspective, 

and 2) the details are important. Let’s talk about perspective first. The 

California Air Resources Board website states that “approximately 

33,500 drayage trucks service California’s seaports and railyards 

annually.” A charging station that could accommodate 200 trucks 

would be, by far the largest charging site that I am aware of. But 

using some simple math, this would represent an infrastructure 

solution for less than 1% of the trucks that operate as drayage trucks 

in California. 

The power needs and infrastructure accommodations needed 

to meet the demands of the Advanced Clean Fleet regulation are 

enormous. We would need hundreds of these facilities, and a 

significant number of new power plants would have to be built. Also 

note that the Port of Long Beach is “planning” to build this. Some 

of the other charging facilities that have been announced do not 

have completion dates for several years. This regulation begins on 

January 1, 2024. A company can only add a zero-emission (electric) 

truck to the drayage registry after January 1, 2024. If the cart hadn’t 

been put in front of the horse on this regulation, these charging 

facilities should have been in the planning stages years ago to meet 

the regulation requirement that is now on top of us. 

As for the details, let’s talk about a 90-minute charging time. In all 

fairness, most manufacturers can only give an average charging time. 

There are so many factors to consider, such as the size of the battery, 

how much charge is left on the battery when you begin charging, the 

ambient temperature, and the age of the battery, to name a few. For 

“high-speed” charging scenarios, the standard disclaimer is that you 

can’t get to a 100% battery charge on a “high-speed” charger; normally 

you will only get to 80% of the available battery capacity. The 

remaining 20% normally takes significantly longer to charge than the 

first 80%. Elon Musk described this using a parking lot analogy: It’s 

easy to find a parking spot in an empty lot, but when the lot is full, 

it takes substantially longer to find a spot. In any case, this makes 

an already limited tractor range even more limited. The bottom line 

is that if you have a Class 8 truck and assume that you can get to a 

100% charge in 90 minutes, you are likely to be disappointed. 

As an industry, we really need to get past the flashy headlines and 

have some transparent dialogue about what this technology can really 

do and what it can’t do. For those of us that want to see zero-emissions 

vehicles succeed, that is the only way we are going to make progress. Because 

as soon as we solve the infrastructure and power generation problem, 

we are going to need to address the cost, the weight, and the range 

issues. Sounds like a good time, right? As I stated earlier, there is a lot at 

stake here. We need everyone to engage as this is not going to go away. 

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

forward to our next conversation. 

 

 

 

 

 

 

 

 

 

 

 

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1 


TALKING TCA 

Those Who Deliver 

with Western Flyer Xpress 


Steady growth is the key to — and a sign of — 

success in any company. Since 1996, steady 

growth is exactly what Oklahoma City-based 

Western Flyer Xpress (WFX) has experienced in 

the trucking industry. 

“We started with four trucks and four reefers,” said Randy 

Timms, CEO of WFX, in reference to the family-owned business 

he began with his parents over a quarter century ago. 

“We hauled broker loads west from Oklahoma, and returned 

with loads of produce for Oklahoma, Arkansas, Missouri, 

and Kansas.” 

That was just the beginning. 

“Somehow along the way, we ended up with a dry van,” 

Timms said. “I had to figure out how to load it and use it 

efficiently. Again, we looked for broker loads.” 

The WFX team quickly discovered new opportunities in 

the dry load business. 

“We’d work with pre-loaded trailers — drop one off and 

pick another up” Timms said. “We couldn’t do that with reefers, 

which were live load and unload. We started to understand 

how to become more operationally efficient.” 

After getting their feet wet in the dry load business, the 

WFX crew started to work with a small shipper in Oklahoma 

City and bought about 10 dry van trailers. The results were 

so good that WFX steadily added five to 10 dry vans to its 

fleet each year, until the dry van business actually overtook 

the refrigerated side. 

Eventually, dry van operation became such a better fit 

operationally that WFX actually exited the refrigerated business, 

Timms said. All the while, the company continued to 

grow, with a new focus on dry loads. 

“We never had a year when we didn’t produce more revenue 

than the previous year,” Timms said. 

Despite the success with dry vans, Timms didn’t rest on 

his laurels and grow complacent. 

“We had a dispatcher who said he could bring in some 

good business if we had reefers,” he said. So, on a whim, 

he shared, WFX purchased 10 refrigerated trailers. Just like 

that, WFX was back to hauling both dry loads and temperature-controlled 

cargo. 

Along the way, more opportunities to transport refrigerated 

loads came forward. In 2019, WFX acquired a small 

refrigerated company, pushing its refrigerated capacity to 

350 reefer trucks. 

The company continued to grow organically, both in dry 

and refrigerated cargo. Then, in January 2023, WFX joined 

forces with Indiana Western Express (IWX), a 250-unit reefer 

carrier. At that point, the combined companies owned a 

total of 4,000 trailers (a combination of reefers and vans) 

and a fleet of 800 reefer trucks and 675 dry van trucks. 

Because the market was in a bit of a decline at that time, 

Timms said the timing of the decision to begin working with 

IWX probably wasn’t the best — but it has actually worked 

out well. 

“(The combination of) WFX and IWX brought synergy to 

the table. We broker freight to them, and they broker freight 

to us — whatever produces the best synergies between the 

two companies,” Timms said. 

In addition to WFX’s 1,100 or so drivers and IWX’s 250 

or so drivers, the company employs another 350 people. 

Timms believes each member of the team is important. 

“A company is a group of people,” he explained. “Between 

our drivers, contractors, techs working in the shop, and our 

operations and administration teams, we have an excellent 

group of people, and that has helped us succeed.” 

Even so, as it is at any trucking business, employee turnover 

can sometimes become an issue that needs to be addressed. 

“We aren’t any different than anyone else out there,” 

Timms said, adding that many drivers leave carriers for reasons 

other than dissatisfaction with policy or pay. 

“Driver turnover is often the result of a life change,” he 

shared. “When your average guy on the street has a life 

change, he usually stays in the same job, because he or 

she is home every night and can deal with personal issues 

as well as maintain their career. When truckers have life 


changes, it upends their professional 

lives as well, because they can’t be away 

from home and deal with life changes.” 

Timms also notes that WFX is competing 

for the same talent pool as all the 

other carriers in the industry. A lack of 

qualified company drivers in the U.S. 

has resulted in some carriers promising 

tempting benefits and bonuses to lure 

drivers away from their current jobs. 

“We have some drivers who have been 

around 10 or 15 years, though,” he said. 

When it comes to what sets WFX apart 

from other carriers, Timms stresses the 

organization’s diversity, both in people 

and in cargo. The company’s trailer fleet 

includes a “good blend of dry van and 

reefers,” he noted, which provides added 

flexibility in terms of types of cargo they 

can haul, along with creating operational 

efficiencies between the two trailer types. 

In addition, WFX has a varied customer 

base, so the company isn’t dependent 

on any one product segment. 

“No single customer makes up more 

than 10% of our business,” he said. 

WFX has taken the concept of diversity 

beyond employees, customers, 

equipment, and cargo and expanded it 

to dedicated and end-route markets. 

Because of this mind set, WFX has 

expanded to serve customers across 

the nation. That’s quite a jump from the 

modest Midwest to West Coast routes 

his family originally envisioned when 

founding the company back in 1996. 

Today, WFX has terminals in Oklahoma, 

Texas, Nebraska, Missouri, and Arizona, 

along with drop yards in Georgia, 

Tennessee, Kansas, New Jersey, Colorado, 

Washington, Illinois, North Carolina, 

Florida, and California. The company offers 

local, regional, dedicated, and OTR 

lanes for both solo and team drivers. 

“Our diversity opens us to opportunities,” 

Timms said — and opportunity is 

yet another key ingredient for success 

at WFX. 

Leadership Team 

Randy Timms 

Chief Executive Officer 

John Story 

Chief Operations Officer 

Gilbert Aspeitia 

Chief Commercial Officer 

Jeremy Stowe 

Chief Financial Officer 

Tim Hutchings 

Vice President of Safety & 

Compliance 

By the Numbers 

DRIVERS 

1,435 

TRUCKS 

1,475 

TRAILERS 

4,000 

TOTAL EMPLOYEES 

1,808 

Opposite page: Based in Oklahoma 

City, Western Flyer Xpress employs 

more than 1,800 people. In addition 

to embracing diversity on its staff, the 

carrier prides itself on offering diverse 

services and transporting a variety 

of cargo. 

This page, top: Western Xpress 

CEO Randy Timms, right, visits with 

driver Jim Gates. 

This page, right: Members of 

the company’s fleet management 

team work with more than 1,400 

professional drivers. 


TALKING TCA 

Next Gen Executives 

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

Matt Richardson 

KRTS’s Matt 

Richardson takes 

the trucking 

industry to school 

By Dwain Hebda 

When it comes to comprehensive educational 

offerings for the trucking and construction 

industries, Kim Richardson Transportation 

Specialists, Inc. — better known simply as 

KRTS — stands out as a leader. The Caledonia, 

Ontario, Canada-based training company serves a client 

network of more than 400 companies and offers a dazzling 

array of training curriculum, technology, and equipment. 

In fact, the firm’s reputation has brought in clients from not 

only North America, but also Australia, the Bahamas, and more. 

Spend some time around Matt Richardson, KRTS’s vice 

president, and you’ll quickly understand what has made the 

firm so successful and what will keep it a major player for 

years to come — the bonds of family, the benefits of hard 

work, and an eye on what’s next. 

“My parents, Kim and Lisa, started the company in 1989 

out of their house, with Kim as the trainer and the education 

provider and Lisa doing all of the office duties basically from 

a bedside table,” Richardson said. “They basically had one 

corporate customer, and that’s what paid the bills for the 

first little while along with some of the student training. 

“Back in the ’80s and early ’90s, you didn’t have to worry 

about being a registered private vocational school,” he 

continued. “They evolved into that over the years, as well 

as (developing) the corporate side of our business, which is 

what we’re really known for — growing and expanding into 

what it is today.” 

Richardson chuckles over the fact he joined his parents’ 

venture at age 4, helping wash trucks that were used for 

driver education. It was a gig that would extend over the next 

decade to include other “child-of-entrepreneur” responsibilities 

such as cutting the grass and handling odd jobs. 

By the time he enrolled in University of Guelph to play 

football, the seed had been planted in Richardson’s heart to 

return home, armed with an education, and help KRTS grow. 

“I always had a keen interest in listening to Mom and Dad 

discuss business, but it probably wasn’t until high school 

and into university that I got to meet some of the people 

they were doing business with. That really brought out that 

passion in me,” he said. “This industry is full of so many 

amazing people. I got a glimpse of that at an early age.” 

During his college years, Richardson worked to learn his 

parents’ business from the ground up. 

“Every year while I was away at school, I was put into a 

different aspect of the business each summer,” he recalled. 

“One summer I was in scheduling, the next summer I was in 

customer service, and the next summer I shadowed different 

managers. While doing that, I was participating in different 

training and educational programs that we offer. 

“While I was working during my summers off, I started 


to understand business more through my education, seeing 

where some of the opportunities were for KRTS and how I 

could help drive it forward,” he continued. 

After graduating from college, Richardson actually passed 

up an opportunity to play football in Europe. Instead, he returned 

home and continued his daily education into the workings 

of the company. Eventually, he began introducing changes 

to help KRTS reach a wider audience both in serving individual 

students and providing education to corporate clients. 

“On the corporate side, a lot of what I’ve done is expand 

the number of services we provide and how we are able 

to customize and package our services together for our 

customers,” he said. 

“On the student side, I was heavily involved with 

expanding the number of programs that we have registered 

and offered to the general public,” he continued. “When I 

came on board, I think we had three, maybe four registered 

programs. We’re now in the seven- to eight-program range.” 

Richardson, who became vice president of the company 

in 2021, has also played a major role in incorporating 

technology into KRTS’ educational programs. 

“In the past couple of years, we’ve delved heavily into 

simulation training,” he said. “That was an initiative and a 

business plan that I had put together for KRTS — for us to get 

full-motion truck simulators to our facility. This allows us to 

train and educate our customers, as well as become a reseller 

of those simulators on the training rep side of our business.” 

At same time, Richardson is quick to point out that 

technology only goes so far in the company’s specific brand 

of educational programming. 

“On the theory side of training, we are able to service some 

of our customers more easily now when it comes to virtual 

classes,” he said. “Prior to COVID, that really wasn’t a thing, 

but once COVID hit we adjusted with the times and introduced 

virtual classes, which opened up some opportunities. 

“With the full-motion simulators, we can train people, and 

they’re comfortable because they know they can’t cause any 

real damage,” he said. “However, one thing that won’t ever 

change is the hands-on, behind-the-wheel, or in-the-cab 

stuff. When it comes to the actual operation of trucks or 

heavy equipment. That’s a type of training you can’t teach 

through an iPad.” 

Richardson points out that the same can be said of the 

company’s brand of customer service. Technology might 

make a salesperson or customer representative appear more 

productive on paper, but personal relationships are what build 

customer loyalty for life. KRTS’ reputation for expertise and 

white-glove service is one of the things that’s led to partnerships 

with trucking companies to handle curriculum and instruction 

for the carriers’ internal driver’s education programs. 

“What we’ve been doing lately, and what I see us continuing, 

is carrier-based school partnerships,” Richardson 

said. “We have partnerships with two carriers here in Ontario, 

Challenger Motor Freight and Zavcor, which have good 

finishing programs in place. They’re offering that entry-level 

training, which helps them get high-quality drivers in their 

fleets but also provides a service for the general public.” 

Richardson hasn’t stopped there. 

“We’ve also partnered with a number of insurance 

companies that are in transportation and construction, 

which provides a great opportunity for their insureds to 

participate, get quality education and training with programs 

that are recognized by insurance,” he said. “Our insurance 

industry partnerships are huge for us.” 

But always, at the heart of the company, he says, are good 

old-fashioned family values. 


TALKING TCA 

Werner Enterprises transports 

‘The People’s Tree’ to US Capitol 

By Dwain Hebda 

It wasn’t a sleigh full of toys pulled by eight tiny reindeer, 

but a pair of tractor-trailers, navigated by four Werner 

Enterprises drivers, generated holiday cheer throughout 

their journey from West Virginia’s Monongahela National 

Forest to the West Lawn of the U.S. Capitol Building in 

Washington, D.C. 

The trucks were loaded with precious cargo — the 2023 

U.S. Capitol Christmas Tree, also known as “The People’s 

Tree,” as well as handmade ornaments and nearly 100 

smaller trees. 

Harvested Nov. 1, the 63-foot Norway Spruce made its 

way to the nation’s capital aboard a Kenworth 100th Anniversary 

T680 Signature Edition, under the capable handling 

of Werner drivers Jesus Davila and Tim Dean. Davila, 

a resident of San Antonio, has been driving for more than six 

years, while Dean, who lives in Iowa, has more than three 

decades — and 5 million miles — under his belt. 

The two drivers were chosen from among Werner’s 

14,000 associates. 

“When we were told we were driving, I told Tim I was the 

senior driver, because he still drives a manual and I drive 

an auto,” Davila joked (the T680 used for the journey is 

equipped with an automatic transmission). “Technically, I’ve 

got more auto miles than he does so that made me the lead 

driver of the truck.” 

Joining the convoy was a second Werner truck, which delivered 

thousands of handmade ornaments crafted by West 

Virginians, with which to adorn the Capitol Christmas Tree. 

In addition, the truck carried 84 smaller trees bound for military 

families stationed at Maryland’s Joint Base Andrews. 

This rig was piloted by the husband-wife team of Steve and 

Gina Jones of Peoria, Arizona. 

“We were kind of dumbfounded [to be selected],” Steve 

said. “We actually had a small vacation scheduled, going 

down to Puerto Penasco, Mexico, but without hesitation, 

both of us looked at each other and said, ‘Yeah, we’re canceling.’” 

The decision to cancel their trip was an easy one. 

“We can always take a vacation, but we can’t always do 

the U.S. Capitol Christmas tree project with our other two 

professional drivers,” Gina said. “We were humbled and 

grateful that they selected us out of all the Werner drivers.” 


A second team of Werner drivers, Steve 

and Gina Jones, hauled a separate trailer 

containing several smaller trees and thousands 

of handmade ornaments. 

Even with a large pool of drivers 

from which to choose, selecting 

Davila, Dean, and the Joneses 

was not difficult, according to Brad 

White, Werner’s director of safety. 

“We have no shortage of outstanding 

professional drivers in 

our fleet to choose from. Those 

four names kept coming to the 

top,” White said. “All four of them 

represent Werner on our internal 

Werner Road Team. It just made 

the selection process really easy 

for us. They do a great job of representing 

not only Werner, but the 

industry as a whole.” 

This was the Omaha-based 

company’s first time hauling the U.S. Capitol tree, named 

“wa’feem’tekwi,” or “bright tree” in Shawnee (phonetically, 

it’s pronounced “wa-thame-tech-we”). 

“We expressed our interest (in transporting the tree) in 

the middle of summer, or early summer,” White said. “They 

had somebody they thought was going to do it — and then 

quickly pivoted over to us. It was not the typical selection 

process, but we were happy to take on the challenge. 

“We’re always looking to find out how we can participate 

in moves like this,” he continued. “We want to bring additional 

recognition to the company, and we really want to 

participate in special events like this. It’s a huge thing for the 

community, representing not only Werner Enterprises but 

the entire trucking industry as a whole.” 

One of the largest providers of transportation services in 

North America, Werner operates nearly 8,300 trucks and 

30,000 trailers. 

Davila and Dean, who drove the T680 Signature Edition 

donated by Kenworth, said the tractor handled the 

mountain roads with ease as they traversed the tour route, 

which included stops at a dozen community celebrations. 

The truck is equipped with a 76-inch sleeper, the PACCAR 

Powertrain featuring the PACCAR MX-13 engine rated at 

455 horsepower, the PACCAR TX-12 automated transmission, 

and PACCAR DX-40 tandem rear axles. 

Showcasing the theme of Endlessly Wild & Wonderful, 

the T680 was custom wrapped with the message prominently 

displayed on the truck’s driver and passenger sides. 

The design also featured the U.S. Capitol, the U.S. Capitol 

Christmas tree, and an image of the sunset overlooking the 

Monongahela National Forest. 

“I once saw a clip about people hauling The People’s 

Christmas tree, and in the back of my mind I was like, 

‘That’s kinda cool,’” Dean said. 

“The adventure of it was more 

than one can imagine.” 

A couple of weeks after the 

tree’s Nov. 17 delivery, the four 

drivers returned to the nation’s 

capital to witness the lighting 

ceremony. White says the entire 

Werner team shared in the drivers’ 

sense of pride and excitement 

about the project. 

“In trucking there’s not a whole 

lot of opportunities where you 

get to move freight and point to a 

single item and say, ‘We did that.’ 

This is one of those items that is 

significant for us within our company,” 

White said. “To be able to 

participate — and knowing that 

there’s a lot of other carriers out 

there that also want to be involved 

Werner drivers Tim Dean, left, and Jesus Davila 

were tasked with transporting the 2023 Capitol 

Christmas Tree to Washington, D.C. 

with a move like this — it was rewarding 

to be able to put our name 

and our stamp on the move.” 


TALKING TCA 

On the road with the 

2023 Capitol Christmas Tree 

Every year, a different national forest is selected to provide a tree to appear on the West Lawn of 

the U.S. Capitol for the holiday season. For 2023, West Virginia’s Monongahela National Forest, 

provided a 63-foot Norway Spruce. The Shawnee tribe, which had the honor of naming this 

year’s evergreen, dubbed the tree wa’feem’tekwi, or “bright tree.” After harvesting, the tree made 

more than a dozen “whistle stops” along its tour before being placed on the West Lawn of the 

U.S. Capitol in Washington, D.C., November 17. Since 2012, the Truckload Carriers Association 

(TCA) has proudly sponsored the U.S. Capitol Christmas Tree. On November 15, 

TCA hosted the evergreen’s tour stop in Harpers Ferry, West Virginia. 

1 2 3 

4 5 6 

1. The 2023 U.S. Capitol Christmas Tree was harvested from Monongahela National Forest in West Virginia on November 1. 2. After harvesting the 63-foot Norway Spruce, 

members of the U.S. National Forest Service spent three days preparing the tree for its journey to Washington, D.C. 3. Ethan Reese, a fourth grader from Beverly Elementary 

School in West Virginia, was the winner of the 2023 U.S. Capitol Christmas Tree essay contest. 4. Along the tree’s journey, visitors at the various tour stops had a chance to sign 

a banner displayed on the side of the trailer carrying the tree. 5. The tree’s tour kicked off November 4 in Elkins, West Virginia. 6. The tractor-trailer transporting the U.S. Capitol 

Christmas Tree, piloted by drivers from Werner Enterprises, was greeted by throngs of visitors. Tour stops featured educational opportunities, activities for children, and more. 


7 

10 

8 9 

11 

12 

14 

13 

7. During the tree’s stop at the West Virginia State Capitol in Charleston, visitors enjoyed an ice rink on the capitol grounds. 8. Members of the U.S. Forest Service Honor Guard 

accompanied the tree on its journey. 9. TCA President Jim Ward, far right, and FMCSA Deputy Administrator Earl Adams, second from left, visit with Werner drivers Jesus Davila, 

Steve and Gina Jones, and Tim Dean . 10. Students from the West Virginia Schools for the Deaf and the Blind made a presentation for the audience in Romney. 11. High school 

band members wait to welcome the tree. 12. Onlookers stand by as the tree is positioned at the U.S. Capitol November 17. 13. TCA staffers Hunter Livesay, from left, Eric 

Rivard and wife Carrie, Jim and Starla Ward, and Zander Gambill attended the Tree Lighting Reception November 28. 14. The tree is displayed on the West Lawn of the Capitol. 


TALKING TCA 

Bridging Border Barriers 

More than 200 industry leaders gathered in Mississauga, Ontario, Canada to share 

thoughts about issues facing the trucking industry in both Canada and the U.S. during 

the Truckload Carriers Association’s sixth annual Bridging Border Barriers event, held 

November 8, 2023. View additional photos at truckload.org/Flickr. 

1 

3 

4 

2 

5 

1. More than 200 people joined TCA for the 2023 event. 2. Left Lane Associates’ Pete Stefanovich moderates a Workforce Development panel with Bison’s Linda Young, Kriska’s Heather 

Mewhinney, and Challenger Motor Freight’s Geoff Topping. 3. TCA staff and association members Trevor Kurtz, Wendell Erb, Mark Seymour, along with 2023 Driver of the Year Daniel Clark 

joined Bob Costello, chief economist for the American Trucking Associations, and Kaitlyn Holmecki, senior manager of international trade and security policy, for dinner preceding the event. 

4. TCA Officer Trevor Kurtz speaks with Trans-West Logistics’ Juan Sebastian Vargas and Deloitte’s Ruby Williams during a networking break. 5. TruckRight’s Tabitha Roberts, Angelica Ciocanu, 

and Natalie Edwards pose for a photo with DRC’s Dafne Palamino. 


There’s no place like 

JOIN US IN MARCH FOR TRUCKLOAD 2024 

he Truckload Carriers Association (TCA) 2024 convention, slated for March 23-26 at the Gaylord Opryland Resort 

in Nashville, Tennessee, promises to be one for the record books as more than 1,400 industry professionals gather 

to make new connections, explore the latest technology and service offerings, and learn about the newest trends 

in trucking. 

In addition, attendees will enjoy keynote speaker Kevin O’Leary of ABC’s Shark Tank and featured speaker, demographer 

Ken Gronbach, along with a special appearance by musical guest Gavin DeGraw. 

Visit tcaconvention.com to find out more and register for the event. 

This year’s convention offers four leadership panel discussions that are sure to 

pique your interest, foster growth, and help your company’s bottom line. 

Large Carriers Panel: Outlook 2024 and Beyond 

Large truck carriers are a vital part of the logistics and 

transportation industry and play a crucial role in moving 

goods across the country and even internationally. 

Join this panel to hear large carrier executives discuss 

the challenges they face in their operations and business 

environments to include rising operating costs, competition, 

driver shortages, along with constant regulations 

and compliance updates. 

Moderator: Joey Hogan, president of Covenant Logistics 

Group, Inc. 

Panelists: Mark Rourke, president and CEO of Schneider 

National, Inc.; Murray Mullen, chair, senior executive 

officer and president of the Mullen Group; and Jim Richards, 

president and CEO of KLLM Transport Services, LLC. 

Trucking in 2024: 

Politics, Trends and Election — A Washington Update 

With the 2024 presidential elections right around the 

corner, TCA’s Capitol Hill lobbyists will discuss their legislative 

viewpoints from both sides of the aisle and the 

potential impacts that it could have on trucking. 

Partisan issues continue to persist, and this panel will 

address the effects of the election on labor regulations, 

economic growth along with the top issues, trends and 

events that are currently shaping our political environment. 

Moderator: Dave Heller, senior vice president of safety 

and government affairs for TCA. 

Panelists: Missy Edwards, strategic advisor on government 

affairs for MME Strategies, and Richard Sullivan, 

partner at State Federal Strategies. 

Small Carriers Panel: Outlook 2024 and Beyond 

What does the road ahead look like for small carriers? 

It’s no secret that small truck carriers face unique challenges 

in the industry, including fierce competition, fluctuating 

fuel prices, limited financial resources, regulatory compliance, 

and the need to maintain a reliable customer base. 

Tune in as small carrier CEOs discuss crucial components 

of maintaining a business, along with trends and 

future demands. 

Moderator: Jon Coca, president of Diamond Transportation 

System, Inc. 

Panelists: Dave Gallano, president of Gallano Trucking, 

Inc.; Peter Jenkins, general manager of TransPro Freight 

Systems; and Adam Blanchard, co-founder and CEO of 

Double Diamond Transport, Inc. 

Young Trucking Executives (YTE) Discussion 

Join the discussion with TCA’s young trucking executives 

as they discuss their current and future impact on 

the industry, as well as mentorship, business succession 

planning, learning, and development, along with cultivating 

leadership principles. 

Participate in the conversation to see how you and your 

organization can get involved and develop future association 

trailblazers. 

Moderator: Lindsey Trent, president and co-founder of 

Next Gen Trucking. 

Panelists: Ashley Kordish, CEO of Ralph Moyle, Inc.; 

Lucas Subler, president of Classic Carriers, Inc.; and 

Lance Votroubek, vice president and general manager of 

the van division for Warren Transport, Inc. 


TALKING TCA 

Doing what he loves 


TCA Driver of the Year still having ‘a great 

time’ after three decades on the road 

“ 

Iguess I won’t retire until it stops being fun,” Thomas 

Sholar, 69, says after more than 30 years behind the 

wheel of a big rig. 

Because of his accomplishments both on and off 

the road, Sholar has been recognized as one of five 2023 

Drivers of the Year by the Truckload Carriers Association (TCA). 

His journey began back in 1992, when Sholar was working 

in iron construction in the Houston area. 

“I got kind of tired of working until a project was finished, 

then being laid off,” he said. “My girlfriend told me that her 

ex-husband was a truck driver. She said, ‘You don’t get dirty 

driving a truck,’ so I went for it.” 

After earning his CDL, Sholar hit the road, working for 

carriers in Alabama and Oklahoma before finding his niche 

at Maverick Transportation, a flatbed hauler based in North 

Little Rock, Arkansas, 26 years ago. He’s been there ever 

since, and now resides in Doddridge, Arkansas, just a few 

miles north of the Louisiana border. 

Sholar chuckled as he told Truckload Authority that the 

promise of not getting dirty doesn’t apply when hauling flatbed 

cargo. 

In three decades as a driver, Sholar has seen a lot behind the 

wheel. Today, he says the biggest recognizable change from 

his early years as a driver is the amount of traffic on the roads. 

“(There’s) a lot more,” he said. “Trucks are also a lot more 

sophisticated, and they are easier to drive. Of course, DOT 

always adds more rules, but I’m not complaining.” 

Unlike many drivers, who see electronic logging devices, 

or ELDs, as an unnecessary intrusion into their work, Sholar 

has a different mindset: “I get the same mileage, it improves 

my work ethic, and I get a lot more rest,” he explained. 

Like many drivers, early in his career, Sholar’s favorite 

part of being a truck driver was traveling and seeing the 

country. Now, after all his years on the road, he says he has 

a different view of the job. 

“(Now,) one of my favorite things about driving is that I 

get to go to shippers and receivers and see what they do 

with the product I’m hauling. I’ve always found that fascinating,” 

he said. 

When discussing the challenges he’s seen and overcome 

on the road, Sholar is quick to point to traffic. 

“There are so many trucks and cars and other vehicles on 

the road these days, it makes it harder to get where you are going,” 

he said. “And most of the businesses work regular hours. 

I may get there at an odd hour and have to wait for the business 

to open to unload my truck. It makes for a lot of wasted time.” 

Being honored as a TCA Driver of the Year is not the only 

accolade Sholar has received during his driving career. In 

2016, he was recognized as Maverick’s Driver of the Month, 

and most recently, he was a finalist for Maverick’s Trainer of 

the Year Award. Lou Shoults, a fleet manager for Maverick, 

praised Sholar’s skills as a driver trainer. 

“Tom is an excellent trainer,” Shoults said of Sholar’s accomplishments 

when he was nominated for the honor. “Tom 


has trained 74 total students since he started training and 

has had great retention with the 19 who are still at Maverick. 

He shows the trainees how to work hard and do things the 

Maverick Way.” 

During the COVID-19 pandemic, Sholar says, he stepped 

away from his work as a trainer. 

“But I love teaching. I love showing people how to do 

things easier and right,” he said. 

Sholar has served on Maverick’s Drivers Advisory Council 

as an advocate for road trainers. In doing so, he has been 

influential and essential in shaping the training program and 

helping drivers have a good experience with Maverick. 

“Tom is a true driving professional,” said Callie Heathscott, 

an advertising manager for Maverick. 

“I’ve had drivers I trained who are trainers now themselves,” 

Sholar said. “I don’t think I had so much to do with 

turning them into good drivers. I just had a lot of good guys 

training under me.” 

Five of Sholar’s trainees have gone on to be honored as 

Maverick Drivers of the Month. 

As far as the advice he has given to his trainees — the same 

advice he offers to all young drivers — Sholar says the best 

path to success and safety is to focus on dedication to the job, 

do the best you can do, and — most of all — avoid shortcuts. 

“(Driving is) a lifestyle, not a 9-5 job. It won’t make you a 

millionaire, but you’ll make a good living,” he said. “Driving 

is a job you can start and work until you don’t want to work 

anymore.” 

These days, Sholar generally drives a dedicated route; 

however, when he visited with Truckload Authority for this 

story, he was traveling to New York to make a special delivery. 

When asked about his experience as a 2023 TCA Driver of 

the Year, Sholar remains modest, recalling that the Maverick 

team created a video about his career with the company and 

nominated him for the honor. 

“Sometime later, they called and said I had won. I 

thought they were playing with me!” he said. “I don’t really 

know why I won. I’m nothing special. I do my job the best 

I can. I’ve always said, if you’re going to do something, do 

it well.” 

Since being named a TCA Driver of the Year, Sholar has 

had an opportunity to attend numerous association events, 

where people at all levels of the industry have thanked him 

for his service. His response? 

“I’m just doing what I’m supposed to do,” he said, adding 

that he’s enjoyed being a part of TCA. 

“They are some of the nicest people I’ve come into contact 

with,” he said. “It’s been a great experience.” 

Sholar is very appreciative of the team at Maverick Transportation. 

As an example, he shared this experience: A few 

years ago, he underwent treatment for cancer; once the 

treatment was complete, he underwent surgery to repair the 

damage caused by the treatment. 

All the while, Maverick was “unbelievably patient,” he 

said. “I don’t consider Maverick to be people I work for or 

with. They’re my friends.” 

As far as his future is concerned, Sholar says he’ll keep 

driving until he doesn’t enjoy it anymore. He points to the 

old adage, “If you find a job you’ll enjoy, you’ll never work a 

day in your life.” 

“I don’t feel like I’m working,” he said. “I’m having a great 

time. I can’t imagine not doing what I’m doing.” 

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TALKING TCA 

TCA Highway Angels 

The Truckload Carriers Association (TCA) has recognized professional truck drivers 

Christopher Blount, John Hamilton, Tony Doughty, David Norman, Daniel Dolf, Daniel Wells, 

and Gannon Sanders as TCA Highway Angels because of 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 program began 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. 

Christopher Blount 

Melton Truck Lines — Tulsa, Oklahoma 

John Hamilton 


Christopher Blount 

of Sulphur, Louisiana, 

has been named a TCA 

Highway Angel for 

stopping to extinguish 

a car fire on the 

highway. Blount drives 

for Melton Truck Lines 

out of Tulsa, Oklahoma. 

On October 2, 2023, Christopher Blount 

Blount was driving 

along Interstate 10 on the outskirts of Houston, 

when he spotted a burning car on the side of 

the road. The driver, a man, was talking on his 

cellphone and watching in dismay. Other vehicles 

were passing by the spectacle without stopping, 

and no emergency responders had arrived. 

“I wanted to stop and help him out and try to 

put out the fire, because the fire looked like it was 

starting to get worse,” Blount said. “The fire was 

starting to go from gray smoke to black smoke, 

and I was concerned about it getting to the gas 

tank.” 

Blount immediately pulled over and grabbed 

his fire extinguisher. Once he confirmed no one 

was in the burning car or in need of medical 

assistance, Blount began spraying the car 

engine. He was able to extinguish most of the 

fire and prevent it from spreading even further. 

“The driver was very thankful,” Blount said. 

“As soon as I actually got the fire out, the fire 

trucks got there.” 

Driver John Hamilton of 

Hot Springs, Arkansas, has 

been named a TCA Highway 

Angel for assisting rescue 

personnel at the scene of an 

accident. 

On August 25, 2023, 

around 3:30 p.m., Hamilton 

was driving home along US 

70 in Hot Springs, Arkansas, John Hamilton 

when he came upon a twovehicle 

accident. He says the accident likely occurred 

just a minute or so before he arrived on the scene. 

He immediately maneuvered his truck to redirect 

traffic and got out to render aid if needed. He 

had previously been trained in combat life-saving 

procedures in the Army, and learned to administer 

first aid as a corrections officer. 

“I hopped out to provide any assistance I could. I 

tried to divert traffic into a single lane,” he said. 

Once he determined there were only minor injuries, 

Hamilton proceeded to set out his traffic triangles and 

began directing traffic until first responders could 

arrive. Once crews arrived, he continued to assist the 

fire department and state police by directing traffic as 

needed until the scene was clear. Hamilton believes 

his military and first aid training are contributing 

factors as to why he stopped to try to help. 

“We don’t just ignore situations; we go in when we 

need to,” he said. “You’ve got to help.” 

Hamilton drives for Melton Truck Lines out of Tulsa, 

Oklahoma. 


Presenting Sponsor: 

SUPPORTING Sponsor: 

Truck driver Tony Doughty of Greenville, 

Texas, has been honored as a TCA Highway 

Angel for his heroism in two separate 

events. 

At about 11 a.m. on November 8, 2023, 

Doughty was driving on Interstate 280 near 

Toledo, Ohio, when he witnessed a singlevehicle 

accident: A red Lincoln SUV hit a 

concrete barrier and spun 360 degrees onto 

the I-280 southbound entrance ramp. 

“It happened right in front of me,” 

Doughty said. “He lost control on that curve and was in 

the middle of the highway, totally disabled.” 

Doughty, who is a volunteer firefighter, pulled over 

and blocked the left lane to prevent any more accidents. 

Meanwhile, his wife, Alison, dialed 911 to alert fire and 

police personnel. 

Doughty helped get the driver, whose injuries were not 

life-threatening, out of the vehicle. Once the Toledo Fire 

Department arrived, Doughty continued to block traffic 

to assist the emergency personnel until the accident 

scene was cleared. 

“Me being a volunteer firefighter — if I can stop to 

render aid, I will stop to render aid. It was just in my 

Tony Doughty 

Woody Bogler Trucking — Gerald, Missouri 

Tony and Alison Doughty 

nature to stop and see if he was OK,” 

Doughty said about the crash victim. 

Less than a week later, on November 

12, Doughty was traveling westbound on 

Interstate 12 near Albany, Louisiana, when 

traffic ahead slowed. Doughty spotted a 

grass fire on the side of the highway that 

was getting dangerously close to some 

homes. Doughty says a police officer was 

on the scene, but had no way to fight the 

fire, which spread between a half-acre and 

an acre. 

“I told the cop, ‘I’m a volunteer firefighter; I know how 

to handle a grass fire,’” Doughty said. “When I showed 

up, the fire was raging, so I just jumped out and went to 

work. I grabbed my fire extinguisher, and I grabbed my 

leaf blower, and had the fire 95% put out before the fire 

department showed up.” 

Asked why he made such a magnanimous effort, 

Doughty humbly replied, “I could’ve just drove on, but I 

can’t do that — that’s not me. I was just doing what I’m 

trained to do.” 

Doughty drives for Woody Bogler Trucking out of 

Gerald, Missouri. 

David Norman and Daniel Doff 


On September 7, 2023, 

professional driver David 

Norman of Wichita Falls, 

Texas, and his trainee, Daniel 

Dolf of Carrollton, Georgia, 

were driving on Interstate 45 

outside of Dallas when the two 

noticed smoke ahead. 

As they approached, they 

discovered that a female driver David Norman 

had lost control of her vehicle 

and crashed into the center median. 

Immediately, Norman, who formerly served as a 

registered first responder and volunteer firefighter, 

grabbed the truck’s fire extinguisher and got out to 

contain the fire. 

“I grabbed the fire extinguisher to keep the fire from 

spreading — I was putting the fire out around the car,” 

Norman said, adding that Dolf parked the truck and ran 

to help. He added that his trainee, Dolf, parked the truck 

and came running over to 

help. 

“When he (Dolf) got back 

over there, he hopped in the 

back of the fire truck when 

it showed up, and he helped 

too,” Norman shared. 

Luckily, no one was injured 

Daniel Doff in the unfortunate incident, 

and Norman and Dolf were 

able to keep the fire from 

spreading. Three fire companies arrived at the scene and 

made sure the fire was completely out. 

“Old habits kick back in. Twenty years ago, I was a 

registered first responder here in Texas,” Norman said, 

explaining why he went to the lengths he did. 

Because of their actions, Norman and Dolf, who drive 

for Melton Truck Lines out of Tulsa, Oklahoma, are 

recognized as TCA Highway Angels. 

SEE HIGHWAY ANGELS, PAGE 44 


HIGHWAY ANGELS, FROM PAGE 43 

Daniel Wells 


Daniel Wells of Saginaw, Michigan 

adding, “the cab was ripped off the frame.” 

earned the title of TCA Highway Angel 

The driver was still in the vehicle, but 

after stopping to help a fellow truck 

Wells didn’t want to move him in because 

driver following a horrific crash. At about 

of the risk of causing additional injuries. 

10:30 a.m. on October 11, 2023, Wells 

Instead, he kept the driver calm and made 

was traveling east on Interstate 44 near 

sure he wasn’t in shock. Emergency 

Springfield, Missouri. As he crested a hill, 

medical responders soon arrived, and 

he watched as another semi-truck crashed 

Wells helped load the injured driver onto a 

and rolled ahead of him. 

stretcher so they could render aid. 

“I saw debris flying through the air,” Daniel Wells When the fire department arrived at the 

Wells said. “I pulled my truck over to the 

scene, Wells stepped aside and let the 

shoulder of the road.” 

professionals take over. 

Immediately Wells grabbed his fire extinguisher, “I’ve had training. I didn’t even think about it — my 

gloves, and winch bar and ran to the accident to see how training just kicked in,” Wells said. “Besides, if I were 

he could help. As he ran, he called 911 and explained ever in that position, I would hope somebody would do 

the situation. Luckily, Wells had previous emergency that for me.” 

response training, which helped him jump into action. Wells drives for Melton Truck Lines out of Tulsa, 

“His truck was completely totaled,” Wells recalled, Oklahoma. 

Gannon Sanders 

Lew Thompson & Son/Covenant Logistics — Huntsville, Arkansas 

Gannon Sanders, a trucker from 

Shelbyville, Tennessee, gained his TCA 

Highway Angel wings after saving the life 

of a farm employee. 

On October 18, 2023, at about 3 p.m., 

Sanders was at a farm in Shelbyville, 

Tennessee, picking up a load of live chickens 

for delivery. While the farm’s catch crew 

— team members who round up live fowl 

to be loaded into cages — was working, 

one of the team members experienced a 

medical emergency and stopped breathing. 

Sanders said there were multiple people on the farm 

who were nearby when the incident occurred, but that 

almost everyone froze in fear when their teammate hit 

the ground, not breathing. 

“I jumped right in and started doing what I had to do. 

He was unresponsive, and he turned blue and cold,” he 

said. “I ran over there and was on the phone with 911. 

Gannon Sanders 

(They) walked me through CPR, which I 

did on him for seven to eight minutes until 

the paramedics arrived on the scene.” 

Sanders’ actions kept the man alive. At 

first the man had no pulse, but eventually, 

Sanders said, he detected a weak pulse 

and shallow breathing. 

“It was very scary. I ain’t gonna sit 

here and tell you it was a walk in the park, 

because it wasn’t,” Sanders said. 

“In that situation, I was scared — I was 

fearing for his life,” he continued. 

The man has since recovered, and he thanked 

Sanders for what he did to save his life that day. 

“It’s nothing on my end. It’s the glory of God that 

gave me the strength to do that,” Sanders said. 

Sanders drives for Lew Thompson & Son - A 

Covenant Logistics Company, out of Huntsville, 

Arkansas. 

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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, 

and visit truckload.org/events for updates. 

March 23-36 

2024 Annual Convention 

Nashville, Tennessee 

Truckload 2024: Nashville will be held at the Gaylord Opryland 

Resort and Convention Center in Nashville, Tennessee. 

June 2-4 

The Truckload Carriers Association welcomes 

companies that joined the association in 

October and November 2023. 

Altendorf Trucking 

Ard Trucking 

Arka Express 

Bison Transport USA 

Black Marlin Transport LLC 

Central Coop Non Stock Transport Co. 

CJ Logistics 

Double Nickel 

EKA Solutions 

Globalstar 

Guardian I.T. 

Northern Logistics 

Palomar Insurance Corp. 

Shaker Transport 

TGI-Connect 

Transtex LLC 

Verra Mobility 

2024 Safety & Security Meeting 

Indianapolis 

This annual meeting, which brings truckload carrier safety 

professionals together to discuss problems, share ideas, and 

seek solutions to make their businesses and our roads safer, 

will be held at the Westin Indianapolis. 

July 15-17 

2024 Refrigerated Meeting 

Stowe, Vermont 

Designed for truckload professionals operating temperaturecontrolled 

equipment, this annual event offers workshops, 

networking opportunities, insightful speakers, and more. 

Cover Photos 

Nashville, Tennessee, skyline: iStock 

Inset Photo: Kevin O’Leary 

Additional photography/Graphics 

Daimler Truck North America: 10, 11 

Fueled Photograph: 36. 

iStock: 5, 6-7, 8, 12, 14-15, 16-17, 18-19, 

20, 34-35, 39, 42-43, 44, 46. 

Kevin O’Leary: 22. 

Matt Richardson: 33,34 

Paul Feenstra: 37. 

Truckload Carriers Association: 3, 24-25, 

37, 38, 40, 42, 43, 44. 

U.S. Forest Service: 36, 37 

Werner Enterprises: 34, 35. 

Western Flyer Xpress: 30, 31. 


Join 1,400+ attendees at Truckload 2024 Nashville for: 

• educational content made by truckload professionals for truckload professionals 

• collaboration through topic-focused discussion forums 

• panel discussions with some of the industry’s most well-respected executives 

• networking with industry leaders 

• thought-provoking keynote addresses 

• help steer association policy at committee meetings 

• celebrate with industry awards presentations 

• 120 exhibitors showcasing the latest technology and services 

www.TCAConvention.com 

March 23 - 26, 2024 

Gaylord Opryland Resort 


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