TLA65_AllPages

Those Who Deliver | Next Gen Executive | Highway Angels
OFFICIAL PUBLICATION o f t h e Truckload Carriers Association
MARCH/APRIL 2024
Paved with
Good
Intentions | 8
Guaranteeing Overtime
for Truckers Act would
bring unintended
consequences to the
industry
Future
Driven | 18
Autonomous
trucks are closer
to reality but
safety, economy
still in question
SHATTERING
stereotypes
Hillary Scholten is a driving force
for trucking on Capitol Hill | 20

2 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

PRESIDENT’S PURVIEW
See You in Nashville!
As we set the stage for our annual convention in Nashville this March, we’re
poised to delve into a series of impactful discussions, each designed to arm
you with the essential insights and strategies necessary for steering through
the challenges confronting our industry.
This year, we’ll explore the nuanced strategies of carrier operations to the
evolving landscape of cybersecurity and regulatory compliance. Our panels,
which are comprised of esteemed leaders from both large and small carriers
along with young executives and industry experts, will share insights on
navigating today’s economic climate, optimizing performance, and embracing
technological advancements for a sustainable future.
The convention promises to be a rich source of actionable knowledge,
highlighting how strategic decisions in technology, equipment, and
management practices can significantly influence our environmental goals
Jim Ward
President
Truckload Carriers Association
jward@truckload.org
and operational efficiency. Discussions will span the challenges of market adaptability, the importance of
comprehensive policies in cell phone use and cybersecurity, and the crucial role of mentoring in leadership
development. Furthermore, we’ll delve into the critical issues of driver misclassification and the broader
impacts of regulatory changes on our operations, offering guidance on advocating for our industry interests.
In the spirit of the insights and camaraderie we will share, I encourage all members to continue the
dialogue and collaboration beyond the convention. Let’s use the momentum and knowledge gained in
sessions to foster ongoing engagement within our community. The challenges and opportunities we
discuss are not confined to the event; they are part of our continuous journey towards innovation
and excellence in trucking.
Jim Ward
PRESIDENT’S PICKS
Lessons Learned
TCA Chairman Dave Williams shares thoughts
as he prepares to pass the reins to John Culp
Page 22
Those Who Deliver
Nussbaum Transportation flourishes over the
decades by always putting people first
Page 28
Next Gen Executives
Building a cohesive team is key to success,
says Northern Logistics’ Derek VanBlargan
Page 30
TCA MARCH/APRIL 2024 www.Truckload.org | TRUCKLOAD AUTHORITY 3

THE
R
O
AD
March/April 2024
PRESIDENT’S PURVIEW
See You in Nashville! with Jim Ward | 3
LEGISLATIVE UPDATE
Political Debates | 6
Paved with Good Intentions | 8
Capitol Recap | 10
TRACKING THE TRENDS
Be Prepared | 14
Pursuit of a Dream | 16
Future Driven | 18
NATIONAL NEWSMAKER
Shattering Stereotypes | 20
A CHAT WITH THE CHAIRMAN
Lessons Learned with Dave Williams | 22
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
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.
SENIOR VP-SAFETY &
GOVERNMENT AFFAIRS
Dave Heller
dheller@truckload.org
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
MEETINGS COORDINATOR
Amelia Rose
arose@truckload.org
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
The viewpoints and opinions quoted in articles in this
publication are not necessarily those of TCA.
In exclusive partnership with:
M
A
P
TALKING TCA
Those Who Deliver
with Nussbaum Transportation | 28
Next Gen Executives with Derek VanBlargan | 30
Your Voice Matters | 32
Moving Memorial | 34
The Wall That Heals | 36
No Barriers | 38
Everyday Heroes | 40
Highway Angels | 42
New Members | 46
Looking Forward | 46
1123 S. University, Ave., Suite 325, Little Rock, AR 72204
Phone: (501) 666-0500 • www.TheTrucker.com
CHIEF EXECUTIVE OFFICER
Bobby Ralston
bobbyr@thetruckermedia.com
EDITOR EMERITUS
Lyndon Finney
lyndonf@thetruckermedia.com
MANAGING EDITOR
Linda Garner-Bunch
lindag@thetruckermedia.com
WEB NEWS MANAGER
John Worthen
johnw@thetruckermedia.com
STAFF WRITER
Erica N. Guy
ericag@thetruckermedia.com
SPECIAL CORRESPONDENTS
Cliff Abbott
Dwain Hebda
Kris Rutherford
PRODUCTION COORDINATOR
Christie McCluer
christie.mccluer@
thetruckermedia.com
NATIONAL SALES MANAGER
Meg Larcinese
megl@thetruckermedia.com
GENERAL MANAGER
Megan Hicks
meganh@thetruckermedia.com
For advertising opportunities, contact Meg Larcinese at
megl@thetruckermedia.com.
© 2024 Wilshire Classifieds LLC, all rights reserved. Reproduction without written permission prohibited. The
publisher assumes no responsibility for unsolicited material. All advertisements and editorial materials are accepted
and published by Truckload Authority and its exclusive partner, The Trucker Media Group, on the representation
that the advertiser, its advertising company and/or the supplier of editorial materials are authorized to
publish the entire contents and subject matter thereof. The publisher reserves the right to accept or reject any art
from client. Such entities and/or their agents will defend, indemnify and hold Truckload Authority, Truckload Carriers
Association, The Trucker Media Group, and its subsidiaries included, by not limited to, The Trucker Media
Group, harmless from and against any loss, expense, or other trademark infringement and any other claims or
suits for libel, violations of privacy, plagiarism, copyright or trademark infringement and any other claims or suits
that may rise out of publication of such advertisements and/or editorial materials. Press releases are expressly
covered within the definition of editorial materials.
4 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024
.COM

Designed to change everything
Once again, we’re changing the industry - with quantum leaps forward in fuel efficiency, safety, productivity,
connectivity, and uptime. Just what you’d expect from Volvo Trucks, in a totally unexpected way.
THE ALL-NEW VOLVO VNL
volvotrucks.us
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 5

Government affairs
Political Debates
Trucking industry keeping
an eye on key Congressional races
By Kris Rutherford
While this year’s battle for the U.S. presidency will
undoubtedly claim bragging rights as the mostwatched
political race, those in the trucking
industry are keeping an eye on a handful of key
Congressional races.
Several issues are at the forefront of trucking executives’
concerns. From economic uncertainties to shifting demand,
labor regulations, a driver shortage, and increased fuel prices,
the industry faces uncertainty as it attempts to keep supply
chains flowing. In most political races this cycle, concerns
of the trucking industry are not contentious issues,
although many incumbents are highlighting the projects
brought to their states and districts through the bipartisan
Infrastructure Investments and Jobs Act (better known as
the Bipartisan Infrastructure Law, or BIL).
Among the Senate races to watch, Montana tops the list,
according to Missy Edwards of Missy Edwards Strategies
and Richard Sullivan of State Federal Strategies. Edwards
and Sullivan serve as political consultants for the Truckload
Carriers Association (TCA).
Montana’s three-time incumbent Sen. Jon Tester, a
Democrat, faces challenges from political newcomer and
former Navy Seal Tim Sheehy, a Republican, as well as a
possible late run from Republican Congressman Mark
Rosendale. Sheehy’s stance on transportation-related
issues is unclear; however, he has stated he is committed to
America’s independence when it comes to energy. Sheehy
says he will seek to reverse Environmental Protection
Agency (EPA) regulations that are driving up energy costs
and hindering America’s energy independence.
Tester, referred to by many as a champion for the trucking
industry, touts his record in supporting trucker-related
issues. Some of his early support for truckers included the
Troops to Truckers Act in 2012, and he pressed for legislation
to open the trucking industry to younger drivers. He was also
among the leaders calling for the reopening of the border with
Canada as the COVID-19 pandemic began to wane.
More recently, he cosponsored the bipartisan Truck Parking
Safety and Improvement Act, which designates $755 million
over three years to develop safe parking areas for truckers.
“Truckers spend long hours behind the wheel every day
to make sure Montanans have the goods we need on our
shelves,” Tester said. “It’s important we keep truckers safe
and ensure supply chains are running smoothly to cut costs.
I’m proud to have worked with folks on both sides of the
aisle to improve truck parking infrastructure.”
Among Tester’s major accomplishments in the Senate is
his support for the bipartisan Infrastructure Investment and
Jobs Act, a law setting aside $1.2 trillion to improve America’s
infrastructure including roads, bridges, and other transportation
and communications facilities. The act also promised
to create hundreds of thousands of jobs for Americans.
“We’ve all seen the impact that supply chain disruptions
have on consumer prices and small businesses, which is
why we’ve got to make sure our truck drivers have the resources
and infrastructure they need to get goods where
they need to go safely and efficiently,” Tester said.
Currently, Tester is the only Democrat in the Montana
Sponsored by SCALE FUNDING / GETSCALEFUNDING.com / 800.707.4845
6 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

Sponsored by
congressional delegation, but he is considered a moderate
and has an agricultural background that resonates with
many of his state’s voters. However, fellow Montana Sen.
Steve Daines, a Republican, is working with Senate Leader
Mitch McConnell (R-KY) to unseat Tester and claim his seat
for the Republican party.
In another contested Senate race, Ohio’s incumbent Sen.
Sherrod Brown, a Democrat, faces opposition from two Republican
candidates in a state that former President Trump
won by a 53%-45% margin in 2020. Brown has supported
legislation to improve roads and bridges, ensure street
safety, and upgrade airports and public transit. He has been
particularly involved in rail safety since Ohio’s New Palestine
train derailment in February 2023 spilled toxic chemicals
and caused fires that burned for days.
Brown’s chief opponent is Republican Matt Dolan, a state
congressman who has worked to earmark $170 million in
state funding for transportation. He supported an $8 billion
bill to fund construction and maintenance of Ohio’s transportation
system and has pressed for legislation to protect
Ohio’s natural gas and petroleum resources from taxation.
Republican Bernie Moreno is also on the ballot to unseat
Brown. While the 15 points noted on Moreno’s website have
little to do with the transportation industry, he touts himself
as “a conservative, an outsider, and an entrepreneur.”
A loss by either Montana’s Tester or Ohio’s Brown could
flip a seat that’s vital to control of the Senate.
In the House of Representatives, pundits are calling for
those in the trucking industry to keep a close eye on three
races.
In New York’s District 17, encompassing the southeastern
area of the state just north of New York City, incumbent Rep.
Mike Lawler, a Republican, is vying for a second term. Lawler
quickly rose to fame in 2022 after defeating Sean Patrick
Maloney, then chair of the Democratic Congressional
Campaign Committee, marking the first time a congressman
holding the chairmanship has lost an election in 40 years.
Lawler’s opponent in District 17 is former Congressman
Mondaire Jones. Jones, a Democrat, represented the Hudson
Valley in 2020 and was elected by his colleagues as
the youngest member of the House leadership. He also was
named the most legislatively active freshman in Congress.
In terms of transportation, Jones helped negotiate the Infrastructure
and Jobs Act that has brought tens of millions of
dollars to the district he seeks to represent. In 2022, however,
Jones lost in the Democratic primary.
In North Carolina’s First Congressional District, incumbent
Democrat Donald Davis is running for a second term
in this primarily rural district. Davis’ activity in the transportation
sector included his support for the Truck Parking
Safety Improvement Act. His challenger is anticipated to be
Republican Sandy Smith, a self-described “unapologetically
America first, pro-life, pro-gun, pro-military, freedom loving,
pro-Trump fighter.” Smith, the GOP nominee the past
two election cycles, supports America’s energy independence
and is a staunch opponent of the “Green New Deal.”
“Energy independence is critical to safeguarding our national
security,” Smith said. “Closing the Keystone pipeline
killed thousands of good paying jobs and weakened the
United States of America’s energy standing in the world.”
Finally, in America’s northwest, Oregon’s Fifth District
Congressional seat is currently held by Republican Lori
Chavez-DeRemer. She is seeking a second term in her district
that was won by President Joe Biden by 9 points in
2020. She is highlighting millions of dollars brought to her
district by the Infrastructure and Jobs Act as part of her reelection
campaign.
The Democratic opponent expected to face off against
Chavez-DeRemer is Janelle Bynum, a member of the Oregon
House of Representatives. Bynum is a champion of legislation
that made Oregon the “clean energy hub of America.”
Many other races across America will have lasting repercussions
for the transportation industry, and some of those
will eventually impact supply chains, trucker safety, and the
health of the industry.
While TCA and the truckload industry, along with the rest
of the nation, keep a close eye on numerous races, the end
result remains a toss-up until the next Congress is seated.
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 7

Government affairs
PAVED
-With
Good Intentions
Guaranteeing Overtime for
Truckers Act would bring
unintended consequences
to the industry
By Cliff Abbott
The November 9, 2023, introduction of simultaneous
bills in the U.S. House and Senate that would repeal
the section of the Fair Labor Standards Act of 1938
excluding truck drivers from overtime pay generated
considerable noise around the trucking industry.
In the ensuing months, however, there hasn’t been much
to make noise about.
Senate Bill 3273, introduced by Sen. Alex Padilla (D-CA)
and called the “Guaranteeing Overtime for Truckers (GOT)
Act, was referred to the Committee on Health, Education,
Labor and Pensions, where it remains at the time of this
writing. Its counterpart, House Bill 6359, was referred to the
House Committee on Education and the Workforce and has
seen no movement since.
About the Senate bill, Padilla said, “I think it is pretty
simple and straightforward, for the same reason that a lot of
other workers and a lot of other industries get paid overtime
for their time and their work. Truckers deserve the same,
but for reasons I don’t understand, the Fair Labor Standards
Act of 1938 exempted many truckers from overtime protections,
including overtime compensation.”
Those reasons are all too familiar to those familiar with
the inner workings of the trucking 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,” said Dave Williams, chairman
of the Truckload Carriers Association (TCA) and senior vice
president of equipment and government affairs for Knight-
Swift Transportation. He calls the legislation, “a case of
good intentions with unintended consequences.”
Predictably, the International Brotherhood of Teamsters
weighed in to support the bill. General President Sean O’Brien
said, “Truck drivers have been denied overtime protections
for nearly 100 years. The Guaranteeing Overtime for Truckers
Act rights this wrong and would end this inexcusable abuse to
hundreds of thousands of drivers across the country.”
While advocacy groups have made it clear where they
stand, what isn’t clear is how such a law — if passed —
would be implemented across the trucking industry.
TCA Senior Vice President of Safety and Government Affairs
David Heller expressed some thoughts on the issue. Like
Williams, he is concerned about unintended consequences.
“When you start looking at the unintended consequences
of such a bill, the reality is going to be in today’s market,” he
explained. “Does that put carriers into a situation where maybe
they start monitoring those hours and keep them at 40 hours?”
A reduction of driver hours would have an adverse impact
on the supply chain, Heller said. “Where does the cost come
from, especially in today’s freight market?” he asked.
George O’Connor, director of communications and government
affairs for the Owner-Operator Independent Drivers Association
(OOIDA, says it’s a matter of fairness and safety.
“In addition to basic fairness and decency, our roads are
more dangerous because truckers aren’t guaranteed overtime,”
he said. “The system allows shippers and receivers
to excessively detain truckers at loading docks.”
Sponsored by SCALE FUNDING / GETSCALEFUNDING.com / 800.707.4845
8 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

Changes in drivers’ working hours, driver pay structures,
and shipping and receiving procedures would be
only the beginning. The dispatch process would change
as carrier operations adjust schedules from the Federal
Motor Carrier Safety Administration’s Hours-of-Service
parameters to fit eight-hour days and 40-hour workweeks.
Freight rates would have to be adjusted to reflect overtime
pay, and contracts changed to alter transit times.
O’Connor thinks safety would be improved if shippers
and receivers paid more for detaining drivers. “The delays
truckers face when waiting to be loaded or unloaded
is proven to increase safety risks,” he explained. “If a
truck spends just 15 minutes more than usual at a facility,
it increases the accident rate by 6.2%. This results in
over 6,500 more crashes per year.”
But Heller, along with many in the industry, believes the
unintended consequences of the GOT Act would impact
safety in other ways. Limiting drivers to a 40-hour workweek
would add traffic congestion to already crowded roads, increase
the number of drivers looking for scarce parking
spaces, and exacerbate the driver shortage, he explained.
“More trucks, more drivers, and more parking,” he
said. “We already don’t have enough parking spaces.”
Unfortunately, the answers to these critical issues are
not included in the GOT Act. When asked about the implementation
of the legislation he introduced in the Senate,
Padilla admitted, “This bill is not prescriptive onto
how employers will be paying truckers.”
The recent Department of Labor (DOL) announcement
of its Final Rule on classification of independent
contractors further complicates the matter. In the release
announcing the ruling, Acting Secretary of Labor Julie
Su said, “Misclassifying employees as independent contractors
is a serious issue that deprives workers of basic
rights and protections. This rule will help protect workers,
especially those facing the greatest risk of exploitation,
by making sure they are classified properly and that
they receive the wages they’ve earned.”
While the trucking industry wrestles with implementation
of the new rule, it’s clear that independent contractors
now classified as employees would also be subject
to a change in overtime law.
“The DOL ruling, or even AB5 in and of itself, is a threat
to that business model that has been so rewarding, specifically
in the truckload segment,” Heller explained. “The
majority of our industry started because one person had
a dream to own their own business, purchased a truck,
and started hauling freight. It’s that American Dream that
these misclassification-type rules threatens.”
To be clear, those on both sides of the overtime issue
want to make sure drivers are compensated fairly.
“I think it’s worth noting that nobody wants to see drivers
get paid more than the industry itself,” Heller said. “I
think you can look at recent history and see that salaries
have gone up.”
As the GOT bill continues to languish in committee,
its future is questionable, especially this year, with the
presidential races taking the spotlight.
When the road gets rough,
Scale Funding can help.
Drive your cash flow with our custom
invoice factoring programs.
Factoring with Scale Funding Includes:
Month-to-month agreements
Lines from $50,000 to $10MM
Funding in 24 hours or less
High advances, low rates
Unmatched support: your client
team answers the phone
TCA MARCH/APRIL 2024 9
www.getscalefunding.com | (800) 707-4845

CAPITOL recap
A REVIEW OF IMPORTANT NEWS, LEGISLATION, REGULATIONS,
AND OTHER FACTORS IMPACTING THE TRUCKING INDUSTRY
Stories by Cliff Abbott and John Worthen
According to a January webinar presented by the Truckload Carriers Association, truck parking remains one of the top issues facing the industry.
Trucking industry continues
to face numerous issues in 2024
It’s difficult enough to keep track of the myriad regulations
that impact the trucking industry, but monitoring the status
of proposed legislation and rulemakings further complicate
the process.
The Truckload Carriers Association (TCA) works to ensure
its members are equipped with the knowledge needed to
succeed in business while remaining in compliance with
federal regulations.
David Heller, TCA’s senior vice president of government
affairs and safety, provides valuable information about
what’s happening on Capitol Hill and explain the association’s
position on each issue. To kick off 2024, Heller and the TCA
team provided a January webinar outlining a few high-profile
issues facing the trucking industry.
The first topic covered was fatality crashes involving large
trucks, which rose to 5,370 in 2021, the last year for which
data is available. A total of 872 truck drivers were killed in
those crashes.
“It kind of gives us a walk-up call as to where we are and
what we need to do when it comes to improving safety on
our roadways,” Heller said, noting that the Federal Motor
Carrier Safety Administration (FMCSA) is reviewing crash
data.
“Five hundred fifty-five of those drivers were not wearing
their seatbelt,” he added. “It’s one of those situations where
certainly we need to reverse the trend and some of those
talks are going on right now in D.C. as we speak.”
Truck parking has been in the headlines for a while now
and is widely considered one of the industry’s biggest
headaches.
“This is the No. 1 issue the professional truck driver has
out there,” Heller said, displaying a heat map showing trucks
parked in unauthorized locations, such as side streets and
freeway ramps adjacent to truck stops.
Another slide showed an average loss of $5,000 per driver
per year due to time lost finding parking.
“We’ve made some headway recently,” he said. “There is
a bill on Capitol Hill, two bills actually — House Bill 2367
SEE PARKING, PAGE 12
Sponsored by SCALE FUNDING / GETSCALEFUNDING.com / 800.707.4845
10 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

CAPITOL recap
New legislation would require retailers, warehouses, and other businesses to give truckers access to bathroom facilities when they are picking up
cargo or making deliveries.
Supporters speak out in favor
of Trucker Bathroom Access Act
Support for the Trucker Bathroom
Access Act is growing. On February
13, Reps. Brian Babin (R-TX) and
Jefferson Van Drew (R-NJ) said they
were on board with helping to ensure
the measure passes through Congress
and on to the president’s desk for final
approval.
The bipartisan bill, H.R.3869, would
ensure truckers have access to restroom
facilities when they are picking
up or delivering cargo is receiving
strong support from some members of
the industry.
The Owner-Operator Independent
Drivers Association (OOIDA) said it
“strongly supports” the proposal.
“Over 70% of America’s freight
is exclusively carried by trucks, yet
every single day men and women
truck drivers are forced to ‘hold it’
because they aren’t allowed access
to the restroom when picking up or
delivering freight,” said Todd Spencer,
president and CEO of OOIDA. “OOIDA
and our 150,000 members thank
Representatives Nehls and Houlahan
for showing tremendous leadership
on this issue and we look forward to
working with them and our coalition
partners to get this commonsense,
bipartisan legislation signed into law.”
Ellen Voie, founder of the Women In
Trucking Association, is also lending
support.
“As more women enter the trucking
industry, the need for restroom access
increases while access to facilities has
decreased,” she said. “We applaud
Rep. Nehls’ support to require shippers
and receivers to offer our drivers this
very basic need.”
Nehls said he is “proud to reintroduce
legislation that supports our nation’s
truckers.”
“Due to the COVID-19 pandemic,
facilities across the country have
shut down their bathrooms which
have caused essential employees,
like our truckers, not to have access
to use the restroom at work,” Nehls
added. “Truckers are this nation’s
backbone, and we owe them for the
tireless contributions they continue
to make to keep our country moving.
I am glad to once again partner with
Congresswoman Houlahan on this
commonsense legislation to allow our
nation’s truckers access to bathrooms
while they are transporting goods on
the road.”
The legislation would:
• Require retailers, warehouses,
and other businesses to give truckers
access to bathroom facilities when
they are picking up cargo or making
deliveries.
• Not require businesses to construct
new restrooms. It only requires that if
a business has a restroom available to
their customers or employees, truckers
should have the same access.
• Require the operators of ports and
terminals to provide bathroom access
to drayage drivers.
“Our economy depends on truck
SEE RESTROOMS, PAGE 12
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 11

CAPITOL recap
PARKING, FROM PAGE 10
and Senate Bill 1035 — that call for $755 million over three
years to address the issue. Working with our lobbyists on
Capitol Hill, we’re probably about five to six co-sponsors
away from actually getting something moving on truck
parking that would really make a difference.”
The U.S. Department of Transportation recently announced
more than $300 million to address the national truck parking
crisis, so some headway is being made.
Officials in Wisconsin announced in February that they
are spending $8 million of those federal funds to revamp a
rest stop in Sparta to add truck parking spots.
This project increases truck parking capacity from 16 to
approximately 70 spots, adds a staging area for oversizedoverweight
vehicles and leverages technology to proactively
communicate open truck parking spots to commercial
drivers moving along Interstate 90 through Sparta.
Other truck parking projects around the nation include:
• $180 million for the Florida Department of Transportation
to build more than 900 trucking parking spaces along
Interstate 4 in Central Florida along four sites in Volusia,
Seminole and Osceola counties.
• $40 million for a project at Lehigh Valley International
Airport in Pennsylvania, which will include the creation of
a safe truck parking area as an alternative to the current
practice of parking off-site in unauthorized locations nearby.
• $12 million for the Washington State Department of
Transportation to deploy a regional truck parking information
management system at 54 truck parking facilities along the
Interstate 5 corridor in Washington, Oregon, and California
to connect truck drivers with available parking.
• $92 million for the Missouri Department of Transportation
to improve Interstate 70, which includes new truck parking
facilities and truck parking information systems.
Turning to infrastructure spending, the $110 billion
Bipartisan Infrastructure Law passed in 2021 has helped
greatly, but there are still issues.
“What happened between now and when the infrastructure
bill passed is that there was a tremendous increase in the
cost of construction and that increase rose dramatically,”
Heller explained. “The funding that was passed in the
infrastructure bill, doesn’t equate to 2023 prices that it cost
to actually build roads and bridges.”
Supply chain solutions and other trucking bills are still in
the works, according to Heller.
“There are several pieces of legislation that are currently
being talked about on Capitol Hill,” he said. “The Highway
Accident Fairness Act, which is lawsuit abuse, anything
size and weight certainly has crept into the conversation,
autonomous vehicle centric legislation, along with
employee-driver-centered legislation like the license acts or
veterans or truck driver incentive acts. There’s also an antispeed
limiter bill we’re going to talk about.”
Other current bills include a Motor Carrier Safety Selection
Standard Act, a bathroom access bill, and the Workforce
Improvement act.
“The question is: Where does it go after they’re talking
about it?” Heller asked.
He also pointed out that the 2024 November presidential
election could impact legislation as the parties maneuver for
political points.
The Drug and Alcohol Clearinghouse is still an issue,
as the numbers of drivers testing positive for alcohol or
controlled substances and declining the return to duty
process continues to grow, Heller said.
“Marijuana, by far, at 57.2% is the No. 1 substance
identified in these drug tests,” Heller noted. “You do have
to look about where you are in the United States in terms of
legalized recreational use states.”
Oral fluid and hair follicle testing remain active topics. The
U.S. Department of Transportation announced a rulemaking
that allows oral fluid testing but as yet there are no certified
laboratories to test samples. Hair testing has proven
effective but has not been approved.
“It’s one of those situations that we continue to talk about
with the agency hoping that we get some movement in
2024, getting the results of those hair tests and putting it
into the Clearinghouse,” Heller said.
A speed limiter rule has been in the works for some time
now but has now been postponed until at least May.
“A supplemental Notice of Proposed Rulemaking was
supposed to come out Dec. 29, 2023,” Heller said. “It never
came out.”
The initial proposal received over 15,000 comments but,
as yet no final ruling has been issued.
Heller also covered the topics of changes to the
compliance, safety and accountability program, the
carrier fitness determination process, the young driver
apprenticeship program, proposals for trailer side underride
guards, automatic emergency braking, lawsuit abuse and
electric vehicles.
RESTROOMS, FROM PAGE 11
drivers, but we face perpetual challenges with recruitment
and retention. One unique and unnecessary challenge these
drivers face is lack of restroom access at delivery points
while on the road. This is especially difficult for female
drivers, which are a growing demographic of truckers who
helped power our economic recovery from the pandemic,”
said Rep. Chrissy Houlahan (D-PA). “I’m proud to
reintroduce this bipartisan legislation to ensure every truck
driver has the certainty that a restroom is accessible as they
do their jobs. There’s no reason truckers shouldn’t have the
same rights that other employees experience in their own
workplaces.”
Sponsored by SCALE FUNDING / GETSCALEFUNDING.com / 800.707.4845
12 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

PREMIER INSURANCE PRODUCTS + SERVICES
No matter where the road takes you, rest easy
knowing Great West Casualty Company is one of the
most trusted providers of commercial trucking insurance
in the nation. For over 65 years, we have made it our
goal to understand and serve our insureds’ needs.
Learn more or request a quote at
GWCCNET.COM
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 13

Tracking the trends
BE
PREPARED
Is your fleet ready for
International Roadcheck?
By Cliff Abbott
Even though the Commercial Vehicle Safety Alliance’s
(CVSA) International Roadcheck inspection and enforcement
initiative is still a couple of months away, it’s not too
early to make sure your fleet is prepared to pass.
The areas being highlighted for this year’s event are Driver Substance
Abuse and Alcohol Possession and Vehicle Tractor Protection
and Anti-Bleed Back Systems.
During the CVSA’s 2023 Roadcheck, 59,429 commercial motor vehicles
(CMVs) were inspected in the U.S., Canada, and Mexico. Vehicles
included trucks of all sizes as well as motorcoaches. A total of 116,669
driver or vehicle violations were identified during the 72-hour event.
That’s an average of nearly two violations for each vehicle inspected.
Inspectors discovered 17,479 out-of-service (OOS) violations in
inspected vehicles, removing 11,270 from service until violations were
corrected. Nineteen percent of the CMVs inspected had at least one
OOS violation; many had multiple violations. Another 5,280 driver OOS
violations were discovered, and 3,256 drivers (5.5%) were placed OOS.
Hours-of-service violations accounted for 41.1% of driver OOS violations
in the 2023 event. Now could be a good time for a refresher
course to prevent drivers in your fleet being placed OOS this year.
During this year’s Roadcheck, scheduled for May 14-16, drivers
will be observed for signs of alcohol or controlled substance use and/
or impairment, according to the CVSA. Vehicles will also be examined
for evidence of alcohol or controlled substance possession. Additionally,
for inspections conducted in the U.S., a query will be made of the
driver’s record in the Federal Motor Carrier Safety Administration’s
Drug and Alcohol Clearinghouse.
Carriers will want to make sure their driver records are accurate
and up-to-date, and that current alcohol and controlled substance
testing adheres to regulatory requirements. Since CDLs and medical
certifications will also be checked, completion of the annual CDL
certification process prior to the Roadcheck event might help identify
issues that might be violations.
14 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

On the vehicle side, drivers will be asked to assist in the brake
inspection process. One task they may be asked to perform is
to remove the gladhands with the system charged to simulate
an air pressure failure. Air must stop leaking from the supply
line with at least 20 psi remaining. The driver will also assist in
the cab by releasing the tractor and trailer protection valves and
by applying service brakes as directed by the inspector.
The inspector will be looking and listening for air leaks in
tractor and trailer, both with brakes released and applied.
Although not specified as a focus area, Level I inspections
also include testing the air loss rate by requesting the driver
hold down the brake pedal and measuring psi over time and
testing of low-pressure warnings by pumping the brakes,
bringing down air pressure until audio and visual warning
devices activate. Brake adjustment is also checked.
Driver communications in the two weeks prior to the
Roadcheck might include a refresher on how to fully test
brakes, or vehicles might be brought in for inspection by a
maintenance technician. Since gladhand seals are a focus
area, drivers might carry extra seals in for a quick repair if a
leak is found prior to or during the inspection, especially if
they frequently pick up dropped trailers.
Brake systems were responsible for more than 25% of
OOS vehicle violations during the 2023 event, with defective
service brakes adding another 14%. Tires accounted
for another 19.3% of vehicle OOS violations. An important
During the CVSA’s 2023
Roadcheck, 59,429 commercial
motor vehicles (CMVs) were
inspected in the U.S., Canada,
and Mexico. Vehicles included
trucks of all sizes as well as
motorcoaches. A total of 116,669
driver or vehicle violations were
identified during the 72-hour
event. That’s an average of
nearly two violations for each
vehicle inspected.
During this year’s Roadcheck,
scheduled for May 14-16, drivers
will be observed for signs of
alcohol or controlled substance
use and/or impairment,
according to the CVSA.
note is that one incident of brakes that are out of adjustment
can count for two violations, both of which can impact CSA
scores. In addition to a brake being out of adjustment, a
violation of an airbrake adjustment system that fails to compensate
for wear can be assessed.
During the 2023 Roadcheck, 60.6% of the inspections performed
(36,021 of 59,429) were Level I, checking the driver’s
operating credentials as well as the condition of the vehicle.
Another 21.4% (12,741 of 59,429) were Level II inspections
that included a walk-around vehicle inspection. Level III inspections,
where driver credentials, HOS and DACH records
are checked, comprised 15.7% of inspections performed.
About 2.2% were vehicle-only Level V inspections.
A goal for those who were inspected is receiving the CVSA
decals indicating a passed inspection. Vehicles bearing such
decals are generally overlooked for further inspections for a
period of three months, unless a violation is detected or a
special inspection is mandated. Last year, only 1,748 decals
were awarded for tractors and another 1,133 for trailers.
More information about Roadcheck 2024, including the
North American Standard Roadside Inspection Vehicle Cheat
Sheet, is available at cvsa.org/programs/internationalroadcheck.
Also available is the North American Standard Inspection
Program procedures that explains what is checked
at each level of inspection, OOS requirements and more.
Even though Roadcheck is an international program, each
jurisdiction allocates its inspection resources to fit its own
agenda. In some states, selection of vehicles might be completely
random while other states might choose vehicles
based on observation or a particular condition, such as
Hazmat placards. Some jurisdictions might concentrate on
specific geographic regions or a particular industry.
Carriers that keep equipment clean and well maintained
and that educate drivers on what to expect can increase their
chances of coming through Roadcheck 2024 with fewer violations
— and more CVSA decals.
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 15

Tracking the trends
Pursuit of a
Dream
Fleet operators striving for
lower costs, lower emissions
now and in the future
By Cliff Abbott
The pursuit of a zero-emissions fleet of transport
vehicles is relentless. Hardly a day goes by without
another government push to further reduce greenhouse
gas (GHG) and other pollutants from the exhaust of
commercial motor vehicles (CMVs).
The “solution” most commonly referenced is electric vehicles (EVs)
— but, if truth be told, the technology is a long way from being viable
for long-haul trucking operations. With that said, the Truckload Carriers
Association (TCA) recognizes the nation’s need for zero-emissions
vehicles in general but believes multiple solutions should be explored.
“It’s not a question of IF we get to zero emissions, but more so
WHEN we get to zero emissions,” explained David Heller, TCA’s senior
vice president of safety and government affairs, during a January
10 webinar.
“I think our history demonstrates that we are more than willing to do
our part in terms of zero-emission vehicles,” he said. “However, it can’t
be rolled out tomorrow because of three magical words: Achievability
in terms of the rules and technology; Affordability in terms of the equipment;
and Reliability of the equipment and the infrastructure.”
Allen Schaeffer, executive director of the Engine Technology Forum,
believes too little credit is given to the trucking industry for the
progress it has made thus far in reducing emissions. What’s more,
he thinks it’s possible to achieve even more reductions in harmful
emissions through the industry’s current internal combustion engine
(ICE) than through moving to an all-electric fleet.
“When you look at the level of reduction (compared to pre-2010
models), we’re talking over 98% reduction in allowable levels of
particulate from heavy duty truck engines,” Schaeffer said. “And
now, in 2010 and later model years, a similar amount of reduction
from NOx emissions.” In fact, the forum refers to current models
“near-zero emissions vehicles.”
Today, the focus is more on reduction of GHG emissions than
NOx or particulates.
“There are tremendous opportunities for reducing carbon emissions
from the existing fleet of internal combustion engines, diesel
vehicles,” Schaeffer said. “One way you can do that is to start using
biodiesel or renewable diesel fuel that has anywhere from 50% to
85% less carbon emissions than traditional petroleum diesel. And
that’s something that any diesel engine can start using today.”
Another way carriers can quickly reduce GHG emissions is to accelerate
the removal of pre-2007 trucks from their fleets.
“The opportunity to accelerate the turnover of the existing fleet and
get more new vehicles out there will go a long way,” Schaeffer said.
“For owners of old equipment, (investing in newer equipment) is going
to make their lives easier in terms of maintenance and safety features.”
According to information on the Engine Technology Forum’s
website, enginetechforum.org, it would take more than 60 of today’s
modern diesel-powered heavy trucks to equal the emissions
of one 1988 model. However, only 57% of registered CMVs today
are 2010 model-year or newer.
“There’s about 65% or so on the road today that have at least a particulate
filter on them,” Schaeffer explained. “That means that there’s
probably 30% of the commercial trucks out there that are pre-2007.”
The Engine Technology Forum performed a study encompassing
trucking in the U.S.’s 10 Northeastern states comparing the benefits
of changing to an all-electric fleet of trucks to the benefits of
removing pre-2007 diesel powered trucks and changing the fleet
to biodiesel over a 10-year period. Schaeffer explained the results.
“The highlight simply is that (this) study showed we could reduce
three times more carbon emissions at 25% of the cost by accelerating
the turnover of the fleet and using the low carbon renewable
biodiesel fuels as compared to electrification,” he said.
Ann Rundle, vice president of electrification and autonomy for
ACT Research, isn’t convinced that diesel engines can be viewed as
a long-term solution.
“There is more renewable diesel sourcing coming into play but
16 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

the question is, where are all these sources
for ‘renewable’ diesel?” she asked.
Rundle pointed to the 2027 round of
EPA mandated emissions standards that
will add additional technology, and cost,
to commercial vehicles
“It’s in the neighborhood of $25,000
to $30,000, especially on a Class 8 truck,
to add after treatment,” she explained.
“And, by the way, it will still happen if
you’re burning biodiesel.”
Rundle thinks ICEs may still be part of
the solution — but not diesel.
“If you look at renewable natural
gas, you’ve even got a better story, because
with renewable natural gas you’re
eliminating emissions of methane and it
doesn’t have to have the same extensive
after treatment that biodiesel or diesel or
even a hydrogen internal combustion engine
would require,” she said. “So, you
start to eliminate those costs.”
Improved emissions from ICEs, however,
may only be a temporary solution.
“You’ve got technology for batteries
still improving, and energy density is
getting better,” she said. “Battery prices
are dropping.”
There may come a point when battery
power is cleaner, cheaper and more reliable
than ICEs, but it isn’t here yet. OEMs, however,
aren’t betting on diesel for the future.
“OEMs have basically said, ‘This is
the last diesel engine we’re developing,’”
Rundle said. “Traton has the universal, I
think, 13-liter, and said that they are not
going to do another ground up engine
development. Daimler came out last year
and said, ‘We’re not doing this either.’”
Regardless of equipment age, improving
a vehicle’s fuel efficiency still reduces
emissions of all types while lowering fuels
costs. There are also products on the market
that can be used to reduce the aerodynamic
drag forces against a tractor-trailer.
Jeff Hunter, executive vice president
of sales and marketing for FlowBelow,
explained how these products can help a
fleet’s bottom line.
“Paramount would be the improved
fuel economy. We do a really good job
of controlling costs, so the ROI is pretty
rapid,” he said, adding that FlowBelow
products are standard on OEM tractor
builds, and the company is looking to do
the same for trailers.
While there are many alternatives in
the works for achieving zero emissions
in the trucking industry, the final solution
remains to be seen.
Let us show you the
Art of Compliance
through our Proactive
compliance services.
Check out CPSuite today.
Visit www.Fleetworthy.com
or call us at 608-230-8200
to schedule a demo.
Truckload Authority 17

Tracking the trends
Future Driven
Autonomous trucks are closer to reality
but safety, economy still in question
By Cliff Abbott
There is little doubt that the implementation of
autonomous trucks will increase the efficiency of
freight operations once the technology is widely
available and legal to operate in enough areas.
According to proponents, autonomous vehicles address
too many issues in the trucking industry to be ignored.
“I think that the supply chain crisis and the progress
on the technology have convinced a lot of the key voices
in the trucking industry that this technology is here and
more to the point, this technology is really necessary,” said
Dan Goff, director of external affairs at Kodiak Robotics.
“There’s really nothing else coming down the pike that can
solve some of the issues that the trucking industry faces,
particularly around driver recruiting and retention.”
Ann Rundle, vice president of electrification and autonomy
for ACT Research, points to the overall industry
efficiency that can be afforded by automation.
“You would never have a factory designed to run one
shift, right? A Class A tractor is just that,” she explained. “It
is a factory, and it’s running one shift. But what if you could
have that factory, i.e., that truck, running three shifts?”
Carriers and truck makers have partnered with autonomous
truck developers to bring the technology to
real-world applications, hauling freight in several Southern
states under the watchful eye of drivers who, while capable
of taking control as needed, also provide valuable feedback
about vehicle performance to developers.
The past year, however, has seen the falling away of
some key players in the race to integrate autonomy in the
trucking industry. Pittsburgh-based Locomation laid off its
workforce and shuttered operations. San Francisco-based
Embark Trucks was acquired by Applied Intuition. Google’s
WAYMO ceased its autonomous truck program in July.
Also last year, TuSimple announced it was ceasing its
U.S. based operations to focus on its China structure. The
company is currently under investigation by the FBI and
the U.S. Securities and Exchange Commission for its failure
to disclose ties with Hydron, a Chinese tech company.
However, there are other autonomous truck developers
still going strong — Kodiak Robotics, Aurora and its
partnership with Continental and Torc Robotics, along with
Volvo Autonomous Solutions.
“I think 2024 is really gonna be the key year,” Goff said.
“I think this year is the first year where we’re going to see
some kind of real driverless trucking happening on the
road. It’s going to be limited, but I think this is the year
that we really show that this is going to happen.”
As the technology gets closer to widespread use, legislators
are weighing in on the operation of autonomous
vehicles, particularly commercial trucks, within the boundaries
of their jurisdictions.
“People are worried about a heavy truck without a driver,
run by a computer,” Rundle said. “They’re more worried
about that than about the driver who is distracted or
drowsy or whatever. They’re more worried about no driver
than a driver that shouldn’t be driving.”
In Indiana, Senate Bill 57 would require that a human operator
licensed to operate an autonomous vehicle be physically
present and able to take control, if necessary. In New
York, Senate Bill S.7758 would require a “natural person
holding a valid license” be present inside an automated commercial
vehicle. The California legislature passed Assembly
Bill 316, requiring human operators in commercial vehicles,
only to see it vetoed at the desk of Gov. Gavin Newsom.
18 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

While safety is often cited as a reason for demanding the
presence of qualified drivers in autonomous trucks, other
motives are often in play. The International Brotherhood of
Teamsters, for example, has a vested interest in legal mandates
for employees they can organize. Some legislators
have talked of preserving jobs and saving communities.
But, just as safety is currently an argument used against
driverless trucks, safety will also be an argument used to
make them mainstream.
“(The autonomous system is) looking 360, and it’s looking
forward,” Rundle explained. “It’s actually able to see better
than any good truck driver would and then also, there is
no such thing as a blind spot anymore, right?”
Even the best of drivers can’t concentrate on the view
ahead, behind and along both sides plus gauges all at the
same time, she noted. “But a computer CAN do that, because
the computer is five different sets of eyes,” she said.
The drawback to autonomous technology, according to
Goff, has been redundancy.
“You basically have a set of computers talking to a set of
actuators,” he explained. “Those actuators are pretty reliable
— but nothing in life is 100% reliable, and it’s a lot of risk to
put responsibility for an 80,000-pound truck on say, a single
steering actuator.”
Without a driver present to override the system, redundancy
provides autonomous equipment with a failsafe that
prevents accidents.
“Last week, we actually were the first company to unveil a
fully redundant driverless ready hardware,” Goff told Truckload
Authority in late January. “That’s going to be the platform that
we use for our first driverless runs later this year, and that’s
really one of the prerequisites to driverless operations at scale.”
At ACT Research, Rundle’s team monitors the progress
of autonomous trucking technology and has forecasted its
acceptance in the trucking industry.
“In our forecast, we looked primarily at Class A tractors,
we looked a little bit medium duty,” she said. “We see it
coming as a very measured deployment, starting in Texas
and then moving out where regulations allow.”
The ACT team predicts that 10% to 14% of the tractor
population will be driverless by the year 2040. Forecasts will
change, of course, with further technology development and
new regulations put in place, and forecasters will be revising
predictions accordingly. Rundle pointed out that some
segments of trucking that require driver attendance, such as
flatbed and livestock, may never be automated.
Goff remains committed to progress.
“We need this technology. We do not have enough people
to keep our supply chains moving,” he said. “Your readers
are well aware that the driver shortage is real — it’s growing.
It’s a massive economic threat.”
While many newer tractors are equipped with autonomous
features, such as lane-departure alerts, automatic
emergency braking, and more, the widespread use of completely
autonomous rigs remains on the horizon.
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 19

NATIONAL NEWSMAKER
Shattering Stereotypes
Hillary Scholten is a driving force
for trucking on Capitol Hill
By Dwain Hebda
In some ways, U.S. Rep. Hillary J. Scholten (D-MI) is the
exact opposite of a legislator you’d expect to champion
the trucking industry. Her peerage as a Department of
Justice attorney and first-term Democrat don’t exactly
align with the blue-collar, working-class, and generally
conservative trucking industry.
In all the ways that count, however, Scholten is exactly the
type of ally the industry needs most on Capitol Hill.
Describing herself as an advocate for her constituents —
many of whom make their living behind the wheel and under
the hood — the plain-spoken representative told Truckload
Authority that she’s translated her affinity for trucking in her
home state to a wider national agenda.
“Michigan put the world on wheels, and we are continuing
to move it forward,” she said. “A large part of that is
not only the invention and manufacturing of the automobile
itself, but the trucking industry.
“We have a lot of trucking in my district,” she continued.
“We’ve got trucking across the state that not only moves
those great auto parts across the country, but so many other
goods as well. You can’t grow up in a place like Michigan
and not be exposed to the trucking industry.”
Scholten says her understanding of the importance of
transportation and infrastructure issues is what led her to
seek a seat on the House Transportation and Infrastructure
Committee. That role led to an appearance as a speaker during
the Truckload Carriers Association’s Call on Washington
last fall, where she brought down the house.
“There are major issues facing the trucking industry right
now, from lack of available parking spaces to driver-aided
technology, autonomous vehicle technology, that is developing
without the appropriate oversight from Congress,”
she said. “These are nonpartisan issues that require bipartisan
solutions — for people to work together. From my perspective,
even though I’m a Democrat, these are not issues
that only face Democrats.
“We don’t have people coming together to talk about the
issues as much as we should in this country,” she said. “Far
too often, we see people retreat to their various corners instead
of coming together to just make government work for
people and industries.”
In short, what’s needed is the ability to see past party lines
for the betterment of the industry.
“That is what we need more of in Washington,” she said.
20 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

“Our truckers are counting on it, people are counting on it,
and the future and safety of the trucking industry is dependent
on it.”
A look at Scholten’s background suggests she’s not unfamiliar
with standing apart from the norm. The first woman
and mother ever to represent Michigan’s Third District in
Congress, she says one of the toughest debates she ever
faced was in her own household over her party affiliation.
“I was not born and raised in a Democratic household. I think
one of the things that really resonated with people is my ability
to connect with people on both sides of the aisle,” she said.
“It’s not just a talking point or something that I feel like I
have to do for political reasons. It’s personal,” she continued.
“I had to have a very real come-to-Jesus talk with my
father when I chose to run as a Democrat.”
Since arriving on Capitol Hill, Scholten has pushed legislation
on behalf of the trucking industry — only to discover, like
many before her, how leaden the wheels of lawmaking can be.
“We passed HR 2367, the Truck Parking Improvement
Act, out of the T&I Committee, (which is) overwhelmingly
bipartisan,” she said. “But when it comes to the larger
House, the House has refused to take it up for a vote.”
She believes that if the bill could be put on suspension
— a mechanism where a bill doesn’t go through for amendments
that can often politicize a bipartisan bill and requires
a two-thirds vote to pass — it would pass.
“But they’re not bringing it to the floor,” she said. “Instead,
we’re having impeachment hearings and voting on
whether to impeach or censure a political rival. Both sides
are doing that — Democrats and Republicans.”
Asked if such situations come as a result of ignorance on
the part of fellow lawmakers about the importance of the
trucking industry, Scholten didn’t go that far.
“One of the things that gives me a lot of hope is that the
issues around the trucking industry — issues around transportation,
more generally — are incredibly bipartisan,” she
said. “I think a lot of that comes from recognizing that this is
an essential issue that impacts every area of our lives.
“But what I don’t think they understand is the urgency,”
she continued. “When a restaurant is waiting for their fresh
vegetables every day, they don’t care how many censure
resolutions Congress has brought; they care about whether
the trucks can park where they need to park.”
Scholten says that while she continues to work to bring
the parking bill to the light of day, she’s also delved into the
problem of workforce shortages.
“One of the very first bills that I cosponsored, a bipartisan
bill with one of my fellow Republicans on T&I, Marc Molinaro,
is the Honoring Vocational Education Act,” she said.
“The bill changes the way the United States Census tracks
higher education. Currently, you can only check that box if
you are getting a four-year college degree.”
Currently, she says, the Census Bureau has no category
under educational attainment for apprenticeships, technical
certifications, and other skilled trades. Scholten wants to
change that.
“The more we continue to track and understand the wonderful
benefits of this type of education in our community,
I think we start to change the culture around that and get
folks to consider all of the benefits of a career in industry,
like trucking,” she said.
Above all else, Scholten said, she wants bipartisan cooperation
to help move such solutions through the legislative
process as quickly as possible.
“I think the way we push past a lot of the dysfunction is by
being a part of the solution ourselves,” she explained. “It’s
far too easy to throw your hands up and just do an angry
Tweet. It’s much harder, but much more essential that we
have people willing to put all that aside and just get down to
work to solve problems.”
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 21

A CHAT WITH THE CHAIRMAN
Sponsored by by Mcleod software / / McLeodSoftware.com / / 877.362.5363
22 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

Sponsored by
Lessons Learned
Foreword and Interview by Linda Garner-Bunch
When Dave Williams stepped into the role of chairman of the
Truckload Carriers Association last year, he immediately set to
work addressing issues faced by the industry and amplifying
the voice of truckload on Capitol Hill. Over the past 12 months,
he has worked to increase TCA members’ involvement in the
creation of policies impacting the industry at both the federal
and state levels. He is now preparing to pass the reins to TCA’s
next chairman during Truckload 2024: Nashville in March.
Recently, we had a chance visit with Williams about his tenure as
chairman. During the conversation, he was quick say he believes
it’s more important to look back at lessons learned than to point
out achievements. Read on as Williams shares words of wisdom,
along with his hopes and goals for the future of trucking.
u Mr. Chairman, thank you for joining us for the
last of your Chat with the Chairman interviews. As
usual, it has been an eventful year for the trucking
industry. What stands out most in your mind?
There have been a considerable number of good and
positive things that stand out in my mind over the past
year. It has truly been an honor to represent the TCA and
its members. I am really excited about the direction we are
headed as an association.
Maybe it’s a flaw of mine, but when I reflect on the
past, I tend to gravitate toward lessons learned rather than
celebrating accomplishments. One of the things that stands
out in my mind this past year is how difficult an industry
that this can be. Over the past year, we have endured — and
are still enduring — one of the most challenging truckload
cycles that we have ever experienced. We went from the
highest of highs to some very tough trucking. We saw
general rates drop to pre-pandemic levels while costs in
just about every area went through the roof. Some fleets
prepared for this difficult cycle by building a strong balance
sheet while others found ways to insulate and differentiate
their service offerings to survive the storm. I am hopeful we
will see some daylight at the end of this tunnel sometime
soon.
I think this just highlights how important it is for
companies to be actively engaged members of the TCA.
This is the place to learn and implement best practices
by interacting with other fleets and experts. This is also
the place to understand and take action on what needs to
be done to ensure the long-term financial viability of our
industry.
SEE CHAT, PAGE 24
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 23

A CHAT WITH THE CHAIRMAN
From left: TCA President Jim Ward, Chairman Dave Williams, and immediate Past Chairman John Elliott enjoy a game of golf.
We are working toward
improving the driving
job, improving highway safety,
helping fleets become more
financially sustainable, charting
an appropriate environmental
course, and improving the
image of this industry.”
— Dave Williams
TCA Chairman
CHAT, FROM PAGE 23
u It’s also been a busy 12 months for TCA. What growth have
you noticed in the association during your chairmanship?
There is a statement I’ve heard from one of my mentors on many
occasions: “I am not here to make you happy; I am here to help you
succeed.” Associations can sometimes get caught up in chasing a lot of
the activities they think members might enjoy. While there’s nothing wrong
with having a good time, I don’t think that’s why our members join TCA. At
the end of the day, we have an obligation to help our members survive —
and then thrive. That is where we create value. This doesn’t mean we won’t
continue to provide many of the fun things that associations can provide,
including important networking opportunities. It means that our focus
has shifted toward elevating activities that bring genuine business value,
such as timely information sharing, real-world education that results in
better business decisions, industry-leading benchmarking opportunities,
effective government advocacy, and access to a variety of industry experts,
to name a few. We have always provided these things at some level, but we
are really stepping up our game in strengthening each of these important
areas. We are focusing our energy on activities that pay valuable dividends
and show up in the actual results for our members. I really believe we are
making significant progress here. We have a tremendous opportunity to
really do some good, and it’s starting to show. Very exciting!
u TCA has a mission to give the truckload segment a clear voice
on Capitol Hill. What topics have been the main focus of that
voice during the past year, and what progress have you seen?
Giving the truckload industry a voice on Capitol Hill is a process that
started several years ago and has been building every year. For many of
our larger fleets, the function of government advocacy is the most valuable
benefit of being part of an association, whether it’s at the state level or
the national level. During the first few years of Capitol Hill visits with the
TCA, we had to spend a good amount of time familiarizing members of
Congress and the Federal Regulatory Agencies with the TCA. There was
not a general knowledge about TCA because we had not actively lobbied
for several decades. Now they know who we are. They are asking for our
input on issues. They are listening to our concerns. I am really grateful for
the TCA members and staff who have invested time and resources to put
us in this position. We will continue to build on this and create more value
for the industry.
We have also been consciously moving away from having to play
defense all the time. For much of my career, every year felt like a superhero
movie. Most of our efforts went into getting the industry all worked up
about bad ideas coming out of Washington that might lead to the “end of
the world” for our industry. If we defeated a bad idea, it was considered a
great success. However, that was only half of the equation. We needed to
develop a different approach, and we did. This past year, we furthered that
effort by articulating a focused understanding of what we’re actually trying
to accomplish. Specifically, we are working toward improving the driving
job, improving highway safety, helping fleets become more financially
sustainable, charting an appropriate environmental course, and improving
the image of this industry. This has given us a foundation to start playing
more offense and push for ideas and legislation that will help us to become
a stronger industry. It is a different mindset that I believe will continue to
change the way we operate from an advocacy perspective.
u During our first conversation last March, when you assumed
chairmanship of TCA, you were asked to share your thoughts
on the most important issue facing trucking. At that time, you
expressed a desire for the industry to move from “survival mode”
into a pattern of growth and success, with leaders looking ahead
to address and overcome challenges. How has the industry
progressed since then?
In short, we still have a lot of work to do. If anything, we have fallen into
a deeper downcycle over the past 12 months. The inevitable result of that
will be many fleet bankruptcies. It’s a cruel market.
But this also highlights the need to really understand how various
policies impact our industry. One of the most basic principles our industry
has a really hard time grasping is the economic law of supply and demand.
Even if demand remains constant, when supply increases then prices fall.
When supply decreases then prices rise. It’s very simple. We saw that play
out through the pandemic and after the pandemic. We’ve seen this play out
every couple of years for the last three-plus decades.
Supply in this case is a form of tractor capacity. That capacity can be
impacted by a number of factors, including the availability of tractors, the
availability of drivers, the availability of hours of service, and equipment
size and weight, to name a few. Ideally, cycles would be caused by demand
— meaning how much freight needs to be moved in a time period based
on consumer buying, manufacturing output, business investment, etc. But
through time, it seems the majority of truckload cycles (especially this
SEE CHAT, PAGE 26
Sponsored by Mcleod software / McLeodSoftware.com / 877.362.5363
24 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

THE POWER
®
TO GROW
®
®
The Right System Will Help You Grow
Your TMS investment should position you for growth.
You need high levels of process automation, insightful decision
support, and optimized planning & execution tools.
The most complete TMS is the most productive TMS. McLeod
Software gives trucking companies an unfair advantage.
Grow your business with McLeod.
877.362.5363 | McLeodSoftware.com
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 25

A CHAT WITH THE CHAIRMAN
Trucking is not a Republican
or a Democrat priority; it is
an American priority. Trucking is
critical to the continued economic
success of this country.”
— Dave Williams
TCA Chairman
CHAT, FROM PAGE 24
one) are primarily driven on the supply side — the side we have the most
impact on. When things get really good, the industry’s “eyes” tend to get
bigger than those of a football player at an all-you-can-eat buffet line, and
it organically grows, leading to an overbuy of tractors.
On top of that, there are groups within the industry that often push for
policies that compound the issue. Examples of this might include:
• More hours-of-service or hours-of-service flexibility. This is a doubled
edged sword. We want to help our drivers out, but are we exchanging
more work for less pay?
• Lowering the barriers to entry. Programs like the younger driver
program can actually hurt the pay of a veteran driver by not allowing the
full impact of supply and demand to run its course.
• Higher weight or length limits. More often than not, the efficiencies
gained through size and weight are not fully compensated through the
truckload market, especially when that efficiency becomes the norm.
So, while many of these things feel good in the short term — especially
when things are tough — they can actually be quite harmful in the long
term. As long as the greater portion of the industry remains in survival
mode, we will continue to think short-term and struggle to make longterm
progress. When you look at the LTL industry, it’s an industry that
has generally figured this out. Among the public LTL companies and their
truckload counterparts, the LTL companies have substantially higher priceto-earnings
ratios (meaning that they are worth more even if they are the
same size). The LTL rate environment is also much more stable and less
susceptible to volatile cycles. It’s as clear as day, but we keep making
the same mistakes. Hopefully, at some point, our industry will begin to
understand the correlations.
u As political parties and candidates move into high gear during
this presidential election year, how do you see political agendas
impacting the trucking industry?
Despite all the bipartisan battles and all the bickering that occurs, the
structure of the government in this country is really a beautiful thing.
Checks and balances are a beautiful thing. Sometimes those checks and
balances work for you and sometimes they work against you, but in the
end everything should even out.
What has really changed in my opinion over the past decade or so is
the increasing role of presidential executive orders and activist regulatory
agencies. These shifts have placed a greater emphasis on the influence
of the White House. In the grand scheme of things, I strongly believe
TCA supports numerous outreach efforts in North America, including Wreaths Across America.
Chairman Dave Williams’ company, Knight-Swift Transportation, is one of many member carriers
that helps deliver wreaths to veterans’ cemetery each year.
Congress should make the rules and the agencies should enforce the rules.
A balanced government usually results in a better government. We are
seeing the impact from these executive orders and agency moves more
and more in the areas of environmental and labor law. This is where nearterm
elections will likely play the biggest role. Outside of environment and
labor, the other significant area to watch is tax policy.
I don’t think it is our place as an association to align ourselves with a
certain party — but we can align with candidates who will help preserve
our ability to operate our businesses successfully. The most direct
impact an individual can make is through their vote. But there are also
opportunities to educate and advocate. Trucking is not a Republican or
a Democrat priority; it is an American priority. Trucking is critical to the
continued economic success of this country. We need to keep reminding
our elected officials of that.
u The race to achieve zero emissions in every sector, including
trucking, is always a topic of hot debate. In a sea of changing
legislation, regulations, and deadlines, what would you point to
as the most important piece of information for motor carriers?
This has been a very confusing journey for fleets. Regional rules, state
rules, and national rules with different requirements and timelines have
created a jumbled mess. To make things even more challenging, some of
the regional and state rules in California have not followed the requirements
of the Clean Air Act, which gives the industry adequate time to prepare for
compliance. In the case of California, changes and tweaks to the rules are
being made right up until the deadline for compliance. This has been a
source of great frustration for the industry.
The most important thing a motor carrier can do is stay informed. This
is a difficult task, especially for smaller carriers that don’t have the extra
resources. But you cannot claim you didn’t know — that is not a good
strategy. The federal rules are generally easier to follow and typically only
apply to new equipment going forward.
Many of the California rules are much more complex and have some
element that applies to existing fleets. In California, there are several rules
that were implemented on January 1, 2024 (i.e., the Advanced Clean Fleet
Rule, the Drayage registry changes, the Transport Refrigeration Unit Rule,
and the new warehouse rule to name a few) that require some sort of
Sponsored by Mcleod software / McLeodSoftware.com / 877.362.5363
26 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

eporting requirement fleets must file with the state. If you are unsure
whether you need to report, I would err on the side of caution. In some
cases, the California rules then progress towards prohibiting certain types
or age bands of equipment from operating in the state. As other states
consider implementing various portions of the California rules, it creates
nothing but confusion.
As an association we have called upon the EPA to stand up and lead.
We do not need a new rule every time you cross a state line. We need a
national standard that allows for the efficient flow of interstate commerce.
Whether the federal government has the means or the will to accomplish
that will remain to be seen.
u As work continues on the accuracy and safety of autonomous
systems, from basic driver-assistance software to self-driving
trucks, how do you see this technology impacting motor carriers?
There have been some really interesting advancements in the world of
equipment technology taking place over the past eight or 10 years. While
progress has not materialized for autonomous truck developers as many
had thought, we have learned some valuable lessons and insights. To truly
implement autonomous technology, I believe a few things need to happen:
• Developers need to create greater technical stability — creating more
durable sensors that can survive harsh environments, making the software
systems more robust, etc.
• Developers need to expand the functional capabilities of the
technology. Ramp-to-ramp or hub-to-hub technology in the truckload
sector leaves a lot to be desired. The drayage moves required at both ends
of the move make it very difficult operationally. Door-to-door functionality
is really what needs to happen in order to create value for our industry.
• Developers need to achieve some sort of regulatory and societal
acceptance of autonomous tech in large trucks. Legislation proposed
in California, New York, and Indiana to ban this technology is an early
indication this is not going to be easy.
• Developers need to create an economic model that is sustainable for
themselves and for fleets. That is an entire conversation in and of itself.
In the meantime, what I see the biggest benefit from this whole
experience is the potential of implementing various portions of the
technology in today’s trucks to help our drivers. We can use lane-centering
technology today to improve safety and reduce fatigue. We can use the
learnings from the additional sensors and computer logic to improve the
accident mitigation or active braking systems. Part of this will require
developers to invest some time in scaling down their vision of driverless
trucks and focusing on what we can do today for our drivers. Overcoming
the four issues I listed above is not insurmountable, but it will take time —
and a lot more financial investment. With many of the developers running
out of funding, we hope to salvage the lessons learned so far and put a
portion of that technology to work.
u Of course, a shortage of safe, available truck parking remains
a concern for both drivers and carriers. During last fall’s annual
Call on Washington, TCA members and staff gained additional
sponsors in the House and Senate for the Truck Parking
Improvement Act bills. Currently, TCA is helping legislators
identify closed rest areas across the U.S. (turn to Page 32 for
details). What are other steps motor carriers can take to help
effect change?
Recently the U.S. Department of Transportation announced $292
million in grants to go toward truck parking. This is a win for the industry,
and confirmation that our efforts are making a difference. We have much
more to accomplish though, as these grants are concentrated in only a half
dozen states, with some of the money going towards information systems
rather than additional capacity.
Dave Williams addresses attendees during the Truckload Carriers Association’s 2023 annual
convention, held in Orlando last March.
We also need to recognize that this issue is more complex than just
getting federal funds. We need to convince state, regional, and local
planners to take truck parking into consideration when planning the future.
We will never catch up if we’re constantly building new projects without
consideration of truck parking.
As an example, one of the big challenges comes in the building of new
warehouse space. Most of these projects are built on a plot of land that
maximizes the footprint of the warehouse. Then, many of these builders will
post “No Truck Parking” signs on the streets surrounding the warehouse.
This shifts the burden of the impact of that building onto the truck driver
and the surrounding community as the driver tries to find a place to park
until the delivery appointment. It’s not right. Every warehouse should have
an obligation to accommodate the impact of its existence by providing some
amount of on-site truck parking. That can be done locally or regionally
through zoning laws. That is going to require us to engage local lawmakers
— which will require our members to build support in their communities.
TCA has also been working to gather information on shuttered rest
stops across the country. As an industry, we can put pressure on the
states and counties that operate these rest stops to open them and provide
immediate relief. This is an issue with many layers. There is a lot to be
done, and this will require all of our best efforts.
u Traditionally, we ask the outgoing chairman to give advice to
the incoming chairman each year. What would be your advice to
John Culp of Maverick Transportation, who will soon be stepping
into your shoes?
I am really excited for our incoming chairman. John Culp is an extremely
capable leader and has my full support. I consider John a friend and am
looking forward to seeing him continue to influence the direction of the
TCA. If anything, I would seek advice from him rather than the other way
around. If he ever needs my help, I will always be there for him.
u Thank you, Mr. Chairman. It has truly been a pleasure
working with you over the past 12 months.
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 27

TALKING TCA
Those Who Deliver
with Nussbaum Transportation
By Dwain Hebda
It’s not a particularly novel thing for a company executive to
say investing in people is their company’s primary strategy
for success — but relatively few back up those platitudes
with real action.
That’s not the case at Illinois-based Nussbaum Transportation.
This company has earned a reputation for putting serving
people at the top of the company’s priorities both internally and
externally.
“I don’t want to sound cliché when I say this, but our focus
is really on people, and it shows,” said Brent Nussbaum, second-generation
CEO. “I think if you focus your attention on your
people, your people take care of your customers — and your
customers recognize that, and they bring you more business.”
Nussbaum, who took over as CEO in 2000, says keeping people
foremost in the running of the business has paid off on several important
metrics, not all of which show up directly on a balance sheet.
The company’s turnover rate is low, and morale is high, in part
due to the lengths management goes to communicate regularly
and effectively with the front lines. That behavior is in turn modeled
by employees to the outside world.
“Constant communication with your customer sounds fairly normal,
but you have to evolve your driver into that role,” Nussbaum
said. “You can’t just say, ‘Our people in operations take care of that.’
“Our drivers need to feel like they’re a part of that process,” he explained.
“One of the ways that we keep our people informed — and
this drives everything else — is presence. Every quarter, we’re sharing
our finances with all of our employees, including our drivers.”
Nussbaum encourages employees at all levels to ask questions
and provide valuable feedback.
“We do what we call ‘Dashboard Radio,’” he said. “Every two
weeks, we’ve got a Dashboard Radio program. It might involve
somebody in operations, somebody in maintenance, somebody
in human resources or safety, somebody in recruiting.”
These programs do more than just provide information.
“Drivers are allowed to call in, if they’re sitting still, and be
a part of the conversation and ask questions,” Nussbaum explained.
“That keeps them informed. I’m convinced that an informed
driver wants to do better for their employer.”
This kind of all-for-one buy-in has helped the 79-year-old company
remain nimble in changing times, one of the most existential
examples of which happened when Nussbaum took the reins.
“We grew up in LTL. Up until 2001, LTL was two-thirds of our
business, and the other third was full truckload,” he said. “We
recognized the market was shifting away from LTL toward full
truckload as big-box stores were coming into play back in the late
’90s. When they ordered, they ordered in truckload quantities.
“The one thing that we were always really good at was servicing
our customers on the LTL side — but we realized we couldn’t
survive long-term as a niche LTL carrier,” he continued. “So, we
exited LTL in 2001, downsized the fleet, started over again with a
small truckload fleet, and grew it. Along the way, instead of just
hauling irregular route loads, we began dedicated operations. Today,
about a third of our business is dedicated and a third of our
business is irregular route.”
During the strategy’s build-back phase, company leadership
spotted opportunities that fell between LTL and truckload categories.
They capitalized on those opportunities using logistical
innovation and creative strategy.
“Our focus is going to be on manufacturers that need dedicated
service between their plants,” Nussbaum said. “Sometimes
we found manufacturers or distributors that don’t have
dedicated operations and combined them into what I would call a
semi-dedicated-type operation, where you’re using two one-way
moves (and combining them) into a dedicated-type operation
from two different customers.”
The carrier also hasn’t shied away from adopting new technologies
to help boost efficiencies and streamline operations.
Nussbaum describes these new advancements as one of the biggest
secret weapons in the company’s toolbox.
“I would say the biggest change in transportation today has
been in the growth in information technology,” he said. “Business
analytics have transformed our business to drive more informed,
quicker decisions, which drives greater productivity and efficiency.
“We’ve got a huge IT department, and we build a lot of our own
solutions. We are constantly using the data to help us to drill down
into our costs and that’s another big piece,” he continued. “The
28 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

setup of a data warehouse has put very detailed
information into the hands of everyone
from managers to frontline people and
this helps push decisions to the frontline
who can make decisions for the business
rather than having to wait for a manager.”
Nussbaum says the company’s experiences
of the past two decades have illustrated
the absolute necessity for technological
know-how as a critical component
of future success.
“I would say that this industry is going
to become more data-driven than ever before
and I think the carriers that are able
to do that will not only survive, but they’re
going to thrive,” he said. “The people that
are trying to run their companies by the
seat of their pants, which is typically the
way things have always been, are not.”
These strategic and operational elements
have combined to deliver great success.
The company’s head count is up to
715,515 of whom are drivers moving 550
trucks and more than 1,500 trailers, the
vast majority of it dry van.
The spot market represents 10% of
business volume at most, which helped insulate
the firm from the recent slowdown
in that sector, volatility that Nussbaum
leadership rightly predicted.
“We stayed in full truckload and just focused
on manufacturers that were in the
Midwest — and we’ve got a large number
of them that allow us to keep our lanes
static and allow us to build density,” Nussbaum
said. “We actually had a pretty good
year last year.”
Nussbaum Transportation was founded
by Brent Nussbaum’s father, the late Alden
Nussbaum, in 1945. The younger Nussbaum
grew up working for the family business, taking
on miscellaneous tasks at age 13.
“I started at the bottom — literally at the
bottom — cleaning bathrooms and whatnot,”
he said with a laugh. “I’m not embarrassed
to say that.”
In the years to come, Brent Nussbaum
would serve in a variety of roles, graduating
to be a driver after high school. After
that, he spent 15 years in operations before
stepping away from the company for
a while. During this time, he earned undergraduate
degrees in international management
and business management, as well
as a master’s in international management,
before coming home to resume his career
at the head of the family business.
Nussbaum gives the lion’s share of credit
for the positive momentum Nussbaum
Transportation enjoys today to his leadership
team and the company’s employees.
Asked what separates consistency from
complacency, Nussbaum, predictably,
circled back to the importance of people.
“(It) really comes down to, ‘Are your people
really engaged in your business?” he
said. “We literally just finished an employee
engagement survey here, and for the second
year in a row we have succeeded. This
year we got 93% of all of our people to be
a part of that survey. When we saw the results,
88% showed as completely engaged.
When you’ve got that kind of engagement,
that’s just absolutely best in class.
“I think you’ve got to figure out a way
to engage your people — and it isn’t just
how well you execute externally,” he continued.
“We are a faith-based organization.
We call ourselves a ministry that happens
to be in trucking. Our goal is to positively
impact those we come into contact with.
We do that not only with the way we treat
our people but also through the programs
we use to help a driver be not just a driver,
but to give him a prayer path. I would say I
think we do a pretty good job at it.”
Leadership Team
Brent Nussbaum
Chief Executive Officer
Bill Wettstein
President &
Chief Financial Officer
Douglas Knepp
Chief Information Officer
Doug Bradle
Chief Operations Officer
Jeremy Stickling
Chief Administrative Officer
Chris Aranda
Vice President of Sales &
Business Analytics
By the Numbers
DRIVERS
515
TRUCKS
550
TRAILERS
1,500+
TOTAL EMPLOYEES
715
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 29

TALKING TCA
Next Gen Executives
TCA’s young leaders take the spotlight, drive the future of trucking
Derek VanBlargan
Building a cohesive
team is key to
success, says
Northern Logistics
president Derek
VanBlargan
By Kris Rutherford
When a teenage Derek VanBlargan took a job
delivering furniture following high school, he
probably had no idea he was taking a big step
toward a career firmly rooted in trucking.
Today, as president of Michigan-based
Northern Logistics, however, he can look back and see how
his route steadily progressed beginning even earlier in life.
“I grew up around heavy equipment through my
grandfather’s logging business,” said VanBlargan, who
holds a bachelor’s in marketing and logistics degree from
Central Michigan University.
“I had plans of working on the marketing side of my
degree, until I realized I would have to move to a larger city
to make that happen,” he continued. “I have always enjoyed
Northern Michigan, so staying around the area weighed
heavily in my decisions.”
The road to Northern Logistics was a direct one.
“I met the owner of Northern Logistics at a networking
night in 2007 and worked out an internship opportunity in
2008. I was hired full-time in the fall of 2008 to do sales,” he
said. “I am still heavily involved in and enjoy the sales side
of our business, but I’ve worked in operations for most of
the last 10 years.”
VanBlargan says he enjoys the fast pace of operations, the
internal and external relationships he has built, and Northern
Logistics company culture.
“They have kept me interested to this day,” he said.
In his role as president of the carrier, VanBlargan works
in all facets of the trucking industry, including safety, sales,
and operations. Northern Logistics currently has 300 trucks
dispersed at eight locations in Michigan. But it wasn’t always
that way.
The company started in the early 1980s as an air expedite
company, VanBlargan says. In the 1990s and early 2000s,
it moved into cargo expediting, operating 15 tractors, four
box trucks, and two vans. At that point, the company was
moving into less than truckload (LTL) and dedicated hauling.
A 3PL division followed in 2010, and in 2013, Northern
Logistics purchased a flatbed division.
“Through the next 10 years, we acquired and opened
additional terminals throughout Michigan, helping grow to
where we are today,” he said.
As for VanBlargan, he’s grown with the company, helping
train, hire, and build a cohesive team of employees to
complement management. In 2023, he moved into his
current role of company president.
30 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

“Before (becoming president), I worked in nearly all levels
of our business, outside of driving and working on the
trucks,” he said. “Here at Northern, we do not necessarily
practice the traditional ‘corporate ladder’ or common
infrastructure. We operate more laterally and in peer groups.
“We truly do have some of the best in the business on
our team throughout every level,” he continued. “I say it a
lot, but the level of accountability and ownership from top to
bottom is something to be jealous of, even in my role. I give
a lot of credit to our great leadership, hard work ethic, and a
never give up attitude to my success.”
According to VanBlargan, Northern Logistics operates
with the attitude that they’ll haul “anything that fits in their
trucks,” but being in Michigan, auto parts make up a sizable
portion of their business. The company’s 300 trucks log
a total of 25 million miles annually delivering throughout
the U.S. and Canada. The Midwest is the carrier’s primary
business area, and 15 million of those 25 million miles are
traversed within Michigan’s state lines.
“We have a strong presence in Michigan and a passion for
the state,” VanBlargan said.
When asked what advice he’d offer other young executives,
he points to a few character traits that are needed to succeed
in the trucking industry.
“Communication is always going to be the first, the
foremost, and the hardest,” he said. He also lists patience,
self-motivation, and ownership of issues as important for
someone in his (or any) position.
“You can’t play the blame game in this industry,” he said.
“You have to work through the problems as they come
and learn from them for the next time around.
As it relates to his company’s success, VanBlargan
places the most emphasis on customer service and
driver relations.
“Building a solid network of drivers, an operations
team, and customers is the key. You can lean on each
other through the good times and the bad,” he said.
“I have been able to be a part of and watch our
growth,” he continued. “When I started in 2008, we
had an operations team of five, with 25 trucks in two
locations running 1.75 million miles. We now have
an operations team of nearly 50, 300 trucks, and 8
locations.”
VanBlargan is quick to point out that his success is
directly related to members of the Northern Logistics
team.
“Having an engaged operations team that takes
ownership in the business every day is definitely our
driving factor,” he said. “We also have an owner who
is fully supportive and engaged. Every day is a new
day. The fast-paced environment keeps you on your
toes.”
While VanBlargan enjoys his job, it does come with
its challenges.
“The growing market fluctuations are what I like
least about the industry,” he said. “It seems like the
separation between the shipper and the trucking
company continues to grow. Continuing to build
relationships directly with the shippers and having good
partners will be something I think will separate companies
in the foreseeable future for growth and success.”
Assuming that the goal of a logistics business is delivering
product to its final destination, VanBlargan says the front
office staff plays a major role.
“Support your drivers,” he advises. “Give them as
much shipment information, good equipment, and good
communication as possible. We are continually investing
in technology and time/operations to help make sure our
drivers have as much clear and clean direction as possible
to succeed.”
In addition, he says, it’s vital that a company — from the
leadership down every last employee — should treat its
customers, co-workers, and community with respect.
“It will help you survive almost any situation,” he said.
While VanBlargan is dedicated to his work at Northern
Logistics, he says that spending time with his wife, Kelli,
and their children, 11-year-old daughter Jordan and 7-yearold
son Jarett, is what truly motivates him.
He and the family enjoy upper Michigan and spend
a lot of summers and winters there at one of their two
cabins. As might be expected for the area, he does a lot
of snowmobiling, but the summers are kept busy by his
daughter’s traveling softball team.
Derek VanBlargan is a highly successful businessman
who has learned to strike a work-family balance – something
a successful carrier like Northern Logistics encourages for
all its employees.
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 31

TALKING TCA
Your Voice Matters
TCA members can Help
ensure safe parking for
America’s truck drivers
As a result of the Truckload Carriers Association’s Call on
Washington last fall, the industry gained three co-sponsors
of S.1034 and two co-sponsors of H.R. 2367, both known as
The Truck Parking Improvement Act. However, there is still
more to do to help ensure the nation’s drivers have access to
safe, affordable parking. Our legislators have asked TCA and
its membership to identify closed rest areas across the U.S.
By doing so, we are helping to ensure these rest stops can be
reopened, making truck parking more accessible. To complete
the brief survey, visit https://fs19.formsite.com/CfZ-
BRO/k0p9fdsdnv/index or simply scan the QR code at right.
TCA REST AREA SURVEY
32 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

2024 Upcoming TCA Events
March
23 - 26
TCA’s Annual Convention - Truckload 2024
Nashville, TN
Truckload 2024: Nashville is the premier event for truckload
professionals looking to make new connections and
educate themselves on the latest trends in the industry.
June
2 -4
Safety & Security Meeting
Indianapolis, IN
TCA’s annual Safety & Security Meeting has consistently
brought truckload carrier safety professionals together to
discuss problems, share ideas, and seek solutions to make
their businesses and our roads safer.
July
15 -17
Refrigerated Meeting
Stowe, VT
The premier event for truckload professionals operating
temperature-controlled equipment.
Sept.
11 - 12
Nov.
20
Fall Business Meetings & Call on Washington
Washington, D.C.
Participate in TCA’s committee and board of directors’
meetings and join us for the annual Call on Washington to
meet with regulators and legislaters to tell truckload’s story.
Bridging Border Barriers
Mississauga, ON
Join us in Mississauga as we spend a day discussing
cros-border issues with the experts.
Learn more at www.truckload.org/events
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 33

TALKING TCA
Moving
Memorial
Maverick takes pride in
transporting The Wall
That Heals
By Linda Garner-Bunch
Since the Vietnam Veterans Memorial was dedicated November 13,
1982, it has become the most-visited site on the National Mall in
Washington, drawing more than 5 million people per year. Even
so, the vast majority of Americans, including many veterans of
the infamous war, will never have the opportunity to view the
memorial in person.
To help honor and preserve the legacy of those who served in Vietnam,
and educate current and future generations about the impact of
the war, the Vietnam Veterans Memorial Fund (VVMF) constructed The
Wall That Heals — a three-quarter scale replica, complete with engravings
of the more than 58,000 names recorded on the original structure.
Each year, this replica travels thousands of miles, making stops in communities
throughout the U.S. In 2024, for the first time, The Wall traveled
to Hawaii, making stops in Hilo in January and Wailuku in February.
The 375-foot-long, 7.5-foot tall, chevron-shaped replica is transported
in a 53-foot trailer that transforms into a mobile education center.
The exterior of the trailer features a timeline of “The War and The Wall,”
drawing the eyes of passersby on the highway.
Transporting The Wall along its annual tour is no small feat, and members
of the trucking industry have stepped up to help. Since 2015, the
Truckload Carriers Association (TCA) has sponsored The Wall’s mission.
“TCA is proud to continue our partnership with VVMF to help bring The
Wall That Heals to communities across our nation and support the mission
of honoring veterans and educating all generations about the impact
34 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

of the Vietnam War,” said TCA President Jim Ward. “This is a great
opportunity for our members and their drivers to get involved and
bring this special memorial to their communities.”
For TCA’s member carriers, hauling The Wall is an honor and
privilege, and there is no shortage of drivers, many of them military
veterans themselves, waiting in line for a chance to take part.
North Little Rock, Arkansas-based Maverick Transportation has
been moving the memorial since 2021.
Supporting the nation’s military has always been a vital part of
the company’s culture, according to John Coppens, vice president
of operations for Maverick. In the early 2010s, when the carrier was
approved for the GI Bill on-the-job Training program, Maverick’s investment
in hiring military veterans accelerated.
“We first started talking about the idea of getting involved in
2018, and then with the emergence of our Military Veteran wrapped
trucks — nicknamed ‘Salute’ — in 2019, we really wanted to be part
of the program,” Coppens said. “We were scheduled for an event in
2020, but COVID-19 canceled it, so our first move was in 2021.”
Of course, many motor carriers participate each year in transporting
The Wall along each leg of its journey. Coppens told Truckload
Authority that Maverick is responsible for at least one move each
year, occasionally more as the need arises.
“We have a total of five Salute veteran tribute trucks, and we’re
always open to doing more with The Wall That Heals,” he said. “It’s
a popular program and a great one for those carriers that wish to
recognize their veterans and the programs thy have built to support
them and their families.
“It’s a big honor and many drivers with military roots, specifically
those with connections to veterans of the Vietnam War, find
the privilege of transporting the wall more emotional and personally
gratifying than they ever expected” he continued.
The process of selecting drivers to haul The Wall varies from
carrier to carrier. At Maverick, Coppens said, drivers who are interested
in piloting the memorial rig undergo an interview process
that helps leadership better understand each one’s military experience
and interest in the program.
Once selected for the honor, the drivers face more challenges.
“One of the main hurdles is overcoming the attention driving a
Salute truck brings, specifically when hauling The Wall or being
part of a parade or other charitable events,” Coppens explained.
“The extra attention is great, but it can also be exhausting.”
For the company’s inaugural tour in 2021, Eric Curlett, a
20-year Marine Corps veteran who’s driven for Maverick for nearly
a decade, piloted the Salute tractor-trailer containing The Wall and
mobile education unit.
“I was very proud to haul The Wall,” Curlett said. “It was an
honor. I am a veteran of a foreign war, and to see something like
this that honors the people who fought — it was a top honor of
my life.”
The following year, in 2022, Curlett helped with the setup of The
Wall during its visit to Cabot, Arkansas. He says that experience
allowed him to meet many visitors and hear their stories.
“I met and witnessed a Vietnam veteran who was able to receive
an award for serving while The Wall was set up in Cabot. That was
such an honor,” he shared, adding that he was also touched by
one of the volunteers who was helping set up the exhibit.
“Toward the end of the setup, she carried a piece of The Wall
that had her father’s name listed on it,” he said. “That really stood
out to me.”
The Maverick team is proud to support The Wall That Heals, the
nation’s military veterans, and the company’s drivers.
“We love and respect our Salute drivers for all they have done
and continue to do to represent their service men and women as
well as Maverick,” Coppens said.
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 35

TALKING TCA
THE WALL THAT HEALS
Since 2015, the Truckload Carriers Association (TCA)
has partnered with the Vietnam Veterans Memorial Fund
to transport The Wall That Heals to tour stops across
the United States. This gallery showcases a few drivers
from TCA-member companies who had the privilege of
transporting the wall during the 2023 national tour.
36 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

2024 Tour Dates
January 24-28: Hilo, Hawaii
February 9-13: Wailuku, Hawaii
March 14-17: Baldwin Park, California
March 21-24: El Cajon, California
March 28-31: Merced, California
April 4-7: Gardena, California
April 11-14: Peoria, Arizona
May 2-5: Frisco, Texas
May 9-12: Robertsdale, Alabama
May 16-19: Waynesville, Missouri
May 24-27: West Dundee, Illinois
May 30-June 2: Hartland, Wisconsin
June 6-9: Russellville, Kentucky
June 20-23: Asheboro, North Carolina
July 4-7: Scotia, New York
July 11-14: Quincy, Massachusetts
July 18-21: Biddeford, Maine
July 25-28: Devens, Massachusetts
August 8-11: Penn Yan, New York
August 15-18: Martinsville, Indiana
August 22-25: Hutchinson, Minnesota
August 29-September 1: Butte, Montana
September 12-15: Delaware, Ohio
September 19-22: Manchester, Connecticut
September 26-29: Bridgeport, Connecticut
October 3-6: Covington, Virginia
October 17-20: Ridgeville, South Carolina
October 24-27: Hinesville, Georgia
October 31-November 3: Dahlonega, Georgia
November 8-11: Liberty, South Carolina
November 14-17: Panama City, Florida
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 37

TALKING TCA
No Barriers
Knight-Swift driver Richard Boehrer soars
above challenges to drive big rig
By Kris Rutherford
When Richard Boehrer, one of the Truckload
Carriers Association’s (TCA) five 2023 Drivers
of the Year, was a youngster, he dreamed of
someday becoming a truck driver.
For many years, however, it seemed that dream would remain
unfulfilled. Even Boehrer’s uncle, who was a professional
driver, couldn’t offer encouragement to the aspiring driver.
“Impossible,” he told his nephew when asked about the
possibility of driving a truck for a living.
You see, Boehrer is deaf, and in those days, Federal Motor
Carrier Safety Administration regulations required that all drivers
be able to hear. Eventually, those restrictions were loosened,
requiring the hearing impaired to pass a “whisper test.”
Even this concession did Boehrer no good, because he is
completely deaf.
So, one might ask: How did Richard Boehrer become a
TCA Driver of the Year?
In 2011, Deaf Truckers United was formed, and the organization
went to bat for people like Boehrer. Its argument
was that the technology involved in trucking made concerns
about deaf drivers immaterial. Their argument did not fall on
deaf ears, so to speak.
Two years later, the FMCSA created exemptions to the
hearing portion of the CDL test, paving the way for Boehrer
and others to prove their skills and become commercial
drivers.
Today, Deaf Truckers United has grown to an organization
of over 1,000 drivers.
Communication on the job requires a small adjustment,
according to Boehrer, who says his carrier, Knight-Swift
Transportation, has been quick to offer assistance.
“My terminal manager and I communicate through a video
relay service,” he said. “Another way we communicate is
by texting.”
But what about the nuances of driving a truck that one
would think would require hearing?
“I can’t hear air leaks,” Boehrer said. “I use a spray bottle
to see if there’s any bubbles. If there’s a blowout, I can feel
the vibration on the road.”
Boehrer explained that when there is a problem, something
just feels different in the truck. That “feeling” is something
many people who are deaf describe. It’s a way the
body compensates for lacking the sense of hearing.
“My body can feel in a way I don’t think hearing people
38 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

can,” Boehrer said. “Deaf people can feel things and know
that something is wrong.”
One area the FMSCA doesn’t give deaf drivers a pass
on is safety. Deaf drivers must be just as safe as any
other driver on the road. Boehrer says that he, like any
other driver, is expected to follow regulations and conduct
thorough pre-trip checks.
“We have a lot of responsibility to take care of our
trucks and to check everything and make sure everything
is safe,” he said. “Safety is the most important
thing.”
In addition to support from his carrier, Boehrer says
he is appreciative of the community provided by other
drivers, as well as the support of Deaf Truckers United.
“There are a lot of truckers with the Deaf Truckers
United organization,” he said. “We’re focused on teamwork
and communication and helping each other learn.
Deaf Truckers United has a deaf truck show where we
get together twice a year.”
Unlike his uncle, Boehrer is able to encourage deaf
people to reach for their goals.
“I would like to let deaf people know that they can get
involved,” he said. “They can become truck drivers. It
just depends on people. You can’t discriminate against
people. You have to let people do what they can do. The
most important thing we need to do is work together,
the deaf and the hearing. Communication is what it takes
to have successful teamwork.”
Boehrer adds that everyone faces different challenges.
“There’s different kinds of challenges that hearing and
deaf people who work this job have,” he said. “They can’t
make any mistakes. I used to drive dry vans, but now
that I drive reefers, I have more responsibility. There’s
food, frozen goods, and meats. It’s a bigger responsibility
to take care of the product for the customer.”
Boehrer also said that driving reefers carries him
across the country.
“It keeps me going to different states,” he said. “I’ve
been to 48 states and Canada. I’ve been working with
Knight Transportation for 10 years.”
As for the accolades he receives for a job well done,
Boehrer is especially proud of achieving one goal in particular.
“I was really happy to become a million miler,” he
said. “And I’m just gonna keep going. I’m not gonna
stop. I’m gonna keep going until I retire.”
Boehrer is also glad to have added TCA Driver of the
Year to his resume.
“I feel really inspired to be a TCA professional driver
of the year,” he said. “I’m real happy about that.”
During the 2023 TCA Driver of the Year awards ceremony,
held in Orlando, Florida, last March, Boehrer
drew a standing ovation from the audience, complete
with thunderous applause that he undoubtedly could
feel through the planks of the banquet hall stage.
“What I really enjoy is I get to go everywhere,” he
said. That’s quite an accomplishment for someone who
overcame the “impossible.”
Guaranteed
Accurate.
Drivers get guaranteed, accurate
weights on their phone or in-cab
tablet saving significant time.
You know your drivers can trust CAT Scale
for guaranteed accurate weights.
They can get those same
guaranteed weights even faster
by using the Weigh My Truck app.
Your drivers will spend less time weighing,
so they can spend more time on the road.
1-877-CAT-SCALE (228-7225)
catscale.com | weighmytruck.com
TCA MARCH/APRIL 2024 39

TALKING TCA
Everyday Heroes
2023 TCA Highway Angels of the Year
Since 1997, the Truckload Carriers Association (TCA) has recognized
professional truck drivers who demonstrate exemplary courtesy and courage
as they travel the highways of North America. Each year, dozens of deserving
drivers are showcased as TCA Highway Angels. From those drivers, one is
selected for top honors as the TCA Highway Angel of the Year.
This year, for the first time, TCA, along with presenting sponsor EpicVue and
supporting sponsors DriverFacts and Northland Insurance, will honor not just
one, but three TCA Highway Angels during the association’s annual convention,
March 23-26, 2024, in Nashville, Tennessee.
Here are the six finalists for this year’s awards, along with their stories.
ANTHONY BLUNNIE
Knight Transportation — Phoenix
Anthony Blunnie, a driver and trainer for Phoenix-based Knight
Transportation rescued a woman following a fiery crash. On
February 15, Blunnie was training a driver on Interstate 20 in
Jackson, Mississippi, when he saw a vehicle blow a tire, veer off
the road, flip and catch fire. Blunnie instructed the driver trainee
to safely pull over; then he grabbed the truck’s fire extinguisher
and rushed to rescue the driver. By the time he reached the
vehicle’s driver’s-side door, the flames were inside the vehicle
and frighteningly close to the injured driver, a woman. Blunnie,
with the help of another passerby, had to break the vehicle’s
windows to pull the woman to safety. Ten seconds later, Blunnie
said, the woman’s vehicle was completely engulfed in flames.
Ebern Wiley
Melton Truck Lines — Tulsa
Ebern Wiley, a veteran of the U.S. Marine Corps and the U.S.
Army who drives for Tulsa-based Melton Truck Lines, rescued a
driver after his SUV crashed. On February 2, Ebern was driving
along a Wyoming highway when an SUV ahead of him, which
was hauling a trailer, lost control on black ice and flipped. Ebern
pulled over and, realizing that the other driver could be trapped,
grabbed a crowbar before going to help. The driver of the SUV
was trying unsuccessfully to break out the windshield from the
inside. Ebern warned the driver to stay clear and then used the
crowbar to smash the glass. He then helped the driver out of
the SUV and sheltered him in his truck while they waited for
emergency personnel to arrive.
40 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

Mariusz “Mario” Tyszuk
Bison Transport — Winnipeg, Manitoba, Canada
Mario Tyszuk, a driver for Winnipeg, Manitoba-based Bison
Transport who is originally from Poland, stopped to help a couple
following an interstate crash in Texas. On July 19, Tyszuk
was driving south on Interstate 35 near Denton, Texas, when
the driver of an SUV in the northbound lanes lost control. The
vehicle became airborne and rolled, coming to a stop on the
passenger’s side. Tyszuk stopped to help, and discovered the
occupants were trapped in the vehicle. He was able to punch
through a corner of the windshield, remove it, and help the male
driver out. He then extricated the female passenger, who had a
deep cut in one leg. Tyszuk applied a tourniquet and kept pressure
on the wound until emergency personnel arrived.
Dawna Jacobsen
Erb Transport — New Hamburg, Ontario, Canada
Dawna Jacobsen, a driver for Erb Transport in New Hamburg,
Ontario, was instrumental in rescuing a 12-year-old boy who
was hit by a car. On December 22, she was driving along Highway
11 in Northern Ontario, just west of Kapuskasing, when
she saw something in the road ahead. She slowed as she approached
the object, which turned out to be a snowmobile, and
saw a boy lying in the road, his legs mangled. Jacobsen was
the first person at the scene; she called 911; then angled her rig
to prevent other vehicles from hitting the boy. Other passersby
stopped to help, tending to the boy while Jacobsen relayed information
to emergency personnel. She later discovered the boy
had attempted to cross the highway and was struck by a car.
Jesse Felton
Buchheit Logistics — Jackson, Missouri
Jesse Felton, a driver for Missouri-based Buchheit Logistics,
rescued a seriously injured trucker after a horrific crash. On
February 22, Felton was driving south on Interstate 55 in Cape
Girardeau County, Missouri, when a crash occurred. A northbound
red CMV lost control and crossed the median, striking
a southbound white CMV. Both vehicles sustained extensive
damage. Felton was the first on the scene. He safely stopped;
then raced through the wreckage and diesel fuel littering the
highway to help. One driver was OK, but the other was severely
injured. Felton applied a tourniquet to what appeared to be the
most serious wound, and applied pressure to control the bleeding
until first responders arrived.
Terry Reavis
Maverick Transportation — North Little Rock, Arkansas
Terry Reavis, who drives for Arkansas-based Maverick Transportation,
came to the aid of a crash victim who was ejected through the
windshield of her vehicle. On February 19, Reavis was on Interstate
95 in Brunswick, Georgia, when he saw a pickup truck traveling
backwards along the shoulder; the truck then angled to cross three
lanes of traffic and was T-boned by an SUV. The car behind the
SUV struck it hard enough to wedge itself beneath the SUV, and
the woman driving the SUV was ejected through the windshield.
Reavis, who is a trained first responder, hit the record button on
his dashboard camera and pulled over to help. He removed three
children from the SUV and then worked to control the woman’s
bleeding and keep her calm until emergency personnel arrived.
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 41

TALKING TCA
TCA Highway Angels
The Truckload Carriers Association (TCA) has recognized
professional truck drivers Paul Lamoureux , Keith Rahn, Tim
Olden, and Jason Corino 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 TCA’s Highway Angels 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
sponsors DriverFacts and Northland Insurance. To nominate
a driver or read more about these and other Highway Angel
award recipients, visit highwayangel.org.
SPECIAL THANKS TO
Presenting Sponsor
AND
Supporting Sponsors
42 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

Paul Lamoureux
Bison Freight — Winnipeg, Manitoba, Canada
Paul Lamoureux of Sherwood Park,
Alberta, Canada, is recognized as a TCA
Highway Angel for stopping to help a
woman and her son following after
their car crashed in the wee hours of
the morning.
At about 2:15 a.m. on August 25,
2023, Lamoureux was traveling along
Highway 200 near Circle, Montana.
A car pulled past him and continued
along the highway. When the car was
Paul Lamoureux
the crest of the hill, they nailed him.”
The driver of the car, Jamie Price,
said she and her 18-year-old son were
returning home from vacation to Fairchild,
Wisconsin. When the car struck
the cow, she said, it flew over the vehicle.
“You don’t think livestock is gonna be
in the middle of the road,” said Price. “I
can’t believe my son and I are alive.”
While she and her son sustained extensive
about a mile ahead of him, he saw the lights of the
car suddenly swerve and then disappear over a hill.
As Lamoureux crested the hill, he saw a cow
in the road and realized the car had gone into the
ditch. He pulled over to help.
“I passed the animal that they hit, and I knew it
was gonna be bad,” said Lamoureux, who has driven
for Bison Freight since 2015.
“They hit a large cow that had somehow got out
of its fenced off area, he said. “As they came over
cuts and abrasions, they suffered no major
injuries in the crash.
At the scene, Lamoureux invited the crash victims
into his truck while they waited for state troopers
to arrive. He also provided them with wipes and
bandages to help clean the cuts and remove the
glass from their wounds.
“I’m so blessed and thankful that he was there,”
said Price. “I don’t know what we would’ve done.
He kept me safe.”
Keith Rahn
WEL Companies — De Pere, Wisconsin
Keith Rahn of Radford, Virginia, has
form that was submitted by Jessica
been honored as a TCA Highway Angel
Lynn Daniels, the woman in the car, she
after coming to the aid of a woman and
was traveling with her two infants and
her three children who were stranded
7-year-old child in the car when she
on the highway. This is Rahn’s second
lost power. She did not have a phone
set of angel wings; he was previously
with her, and she was frantically trying
recognized for preventing a drunk
to catch the attention of other passing
driver from leaving the scene following
motorists for help.
an accident in August 2023.
“Thankfully he was observant in the
On September 29, 2023, at about Keith Rahn heavy fog and was able to stop and
9:20 p.m., Rahn was driving in dense
help push my car off the roadway and
fog on eastbound Interstate 80 in Ohio when he onto the shoulder before I was struck by another
came upon a car stopped in the lane ahead of him. car,” Daniels wrote. “Nobody was stopping until
“Thankfully I saw her,” Rahn said. “She was this driver came and helped. He gave me all of his
actually in traffic. She had lost power, and she didn’t information, called the Ohio State Troopers, and
have power even for the lights on her car. She was stayed with me until they arrived to assist. I really
dead stopped.”
am grateful for this driver, and I am sure that he
According to the TCA Highway Angel nomination saved our lives. God bless him!”
SEE HIGHWAY ANGELS, PAGE 44
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 43

TALKING TCA
HIGHWAY ANGELS, FROM PAGE 43
Timothy Olden
Decker Truck Line — Fort Dodge, Iowa
Timothy Olden of North Chesterfield,
Virginia, earned a set of TCA Highway
Angel wings after helping a fellow truck
driver who fell asleep at the wheel and
crashed.
The incident occurred on December
22, 2023, at about 2:30 a.m. Olden
was driving on Interstate 40 through
Crossville, Tennessee, when he saw an
accident. A driver ahead of him, who
was pulling a flatbed trailer, veered off
Timothy Olden
have only minor cuts and bruises.
“He rolled his truck,” said Olden,
who drives for Decker Truck Line. “He
admitted to me and to the cops that he
fell asleep.”
Olden remained with the other driver
until law enforcement arrived.
He says he also shared a bit of advice
with the other driver — the “threeyawn
rule” when it comes to drowsing
driving.
the off ramp and crashed.
Olden immediately pulled over safely, called 911
and went to help the other driver, who appeared to
“If you yawn three times in a row, get to a truck
stop and rest,” Olden said. “Go stretch out in the
back of the truck.”
Jason Corino
Melton Truck Lines — Tulsa
Jason Corino of Deltona, Florida,
is honored as a TCA Highway Angel
because of his actions during a
roadside shooting that prevented other
motorists from being injured.
On November 29, 2023, at about
11:30 a.m., Corino was traveling on
US 491 in Cortez, Colorado, when he
noticed a car being driven abnormally,
preventing him from merging.
The car passed Corino, along with
Name
brakes right there to stop traffic behind
me.”
Within seconds, Jason witnessed
a deadly shoot-out erupt between
the suspect, Jason Campbell, and the
law enforcement officer, Cortez Police
Department Sergeant Michael Moran.
Fortunately, Corino was able to turn on
his truck’s dash camera and capture
the entire incident in a recording, which
was later submitted to police.
three pickup trucks; then a police car passed,
evidently in pursuit of the car. Corino later
discovered the vehicle was involved in a “road rage”
incident with the three trucks, and that police had
been called for assistance.
A few miles down the road, law enforcement
pulled the car over right in front of Corino. There
was not a proper shoulder on which to park, so the
stopped cars partially blocked the right line. Corino
slowed and attempted to pass in the left lane.
“It’s just me, and the officer’s car in front of me
and the suspect’s car in front of him, and I’ve got
traffic behind me,” Corino said.“I got about 100 feet
away and the kid got out of the car; then I heard
the first two rounds (of gunfire). I slammed on my
“I could see the bullets bouncing off the ground,”
Corino said. “I stopped right there to protect the
people behind me.”
Reports show that Moran died as a result of
injuries sustained during the incident. According
to the Colorado Bureau of Investigation, Campbell,
along with a passenger in the vehicle, were later
contacted on private property at 7500 US Highway
160, where a member of the Montezuma County
Sheriff’s Office and a member of the Cortez Police
Department engaged him, resulting in an officerinvolved
fatal shooting of the fugitive.
Corino was a key witness regarding the roadside
incident, and his camera footage was used in law
enforcement’s investigation.
44 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

We Find
Mechanics
You heard that right.
Let us help you find those
in-demand diesel mechanics.
PROGRAM INCLUDES:
+ Custom landing page
+ Defined hiring radius surrounding locations
+ Applications sent in real time
NOTE:
+ Digital campaigns require a minimum 3-month commitment.
For more information, contact Meg Larcinese, National Sales Manager
megl@thetruckermedia.com | 678.938.2067
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 45

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
December 2023 and January 2024.
Boon
DataDis
Doran Logistics Services LLC
Emerge Diagnostics
Galloway Johnson Tompkins Burr & Smith
Haul
Link Labs
Magnolia Logistics, Inc.
Ocean State Job Lot
Priority Messenger Service
Recruit-Hire-Retain
RoadFlex
Ryan Turner Specialty Transportation
Smart Eye AB
Storyboard
TKO Transportation, Inc.
Upland Specialty Insurance Co.
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 Photo
U.S. Rep. Hillary Scholten
Additional photography/Graphics
Derek VanBlargan: 3, 30, 31
iStock: 4, 6-7, 8-9, 10, 11, 14-15, 16,
32, 37-37, 40-41, 42-43, 44, 46
Kodiak Robotics: 18-19
Maverick Transportation: 34, 35
Nussbaum Transportation: 3, 28, 29
Truckload Carriers Association: 3, 22-23,
24, 26, 27, 36, 37, 38, 40, 41, 43
U.S. Rep. Hillary Van Scholten: 20, 21
46 Truckload Authority | www.Truckload.org TCA MARCH/APRIL 2024

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
TCA MARCH/APRIL 2024 www.Truckload.org | Truckload Authority 47