Truckload Authority - May/June 2025

CHAT WITH THE CHAIRMAN | WHAT’S NEW @TCA? | HIGHWAY ANGELS

OFFICIAL PUBLICATION O F T H E TRUCKLOAD CARRIERS ASSOCIATION

MAY/JUNE 2025

CHAIRMAN

OF THE BOARD

Veriha Trucking’s Karen Smerchek

steps up to lead TCA | 26

GRAND THEFT CARGO | 6

US legislators work to find solutions to

increasingly sophisticated thievery

IIJA: PASSING GRADE? | 10

TCA addresses infrastructure issues

on Capitol Hill

IS YOUR FLEET FUTURE-READY? | 24

Change management helps ensure success as

carriers shift to technology-based decisions

2 TRUCKLOAD AUTHORITY | WWW.TRUCKLOAD.ORG TCA MAY/JUNE 2025

PRESIDENT’S PURVIEW

Trucking Is a Team Effort

I want to thank our truckload community for making TCA’s 87th

Annual Convention in Phoenix such a remarkable success. The

fellowship and thought-provoking discussions showcased our shared

commitment to continuously educating and elevating our industry.

From leadership panels to informal networking, it’s clear that when we

come together, we spark real progress.

It’s always a blessing to celebrate the remarkable achievements of

our members, reminding us that success in trucking is truly a team

effort.

Whether being recognized in the inaugural class of TCA’s Elite

Fleet or celebrating the extraordinary act of kindness and dedication

exemplifi ed by our amazing Professional Drivers of the Year and

Highway Angels of the Year, each accolade honors the unwavering

dedication of individuals and organizations across our community.

Jim Ward

President

Truckload Carriers Association

jward@truckload.org

These moments also serve to highlight the generosity of our sponsors and exhibitors, whose

continued support makes these celebrations possible and allow us to shine a spotlight on the

incredible work being done by our members.

Beyond the annual convention, TCA’s commitment to year-round education remains central to

the value of membership.

Our Online Learning Center, live webinars and classroom instruction ensure that no matter

where you are, you have access to valuable insights on safety, leadership, technology, and more.

We’ve recently revamped and relaunched several specialized offerings to help you educate your

team with programs ranging from Small Carrier University to Fundamentals of Safety Management.

Be sure to check out truckload.org for more details.

Looking ahead, I encourage you to join us at our Safety & Security Meeting this June 8-10 in

Louisville, where we’ll delve deeper into the strategies and regulations that keep our drivers and

fl eets protected.

In July, our Refrigerated Meeting in Colorado Springs will bring together leaders in temperaturecontrolled

freight to discuss cutting-edge advancements and address emerging challenges in this

crucial sector.

Both events promise rich opportunities for networking, learning, and further collaboration —

elements that have long defi ned TCA’s value proposition.

Thank you for your ongoing engagement, and let’s keep building on our collective success.

Jim Ward

President, Truckload Carriers Association

TCA MAY/JUNE 2025 WWW.TRUCKLOAD.ORG | TRUCKLOAD AUTHORITY 3

555 E. Braddock Road

Alexandria, VA 22314

Phone: (703) 838-1950

Fax: (703) 836-6610

www.truckload.org

THE

R

O

AD

M

A

P

MAY/JUNE 2025

PRESIDENT’S PURVIEW

Trucking Is a Team Effort

with Jim Ward | 3

GOVERNMENT AFFAIRS

Grand Theft Cargo | 6

IIJA: Passing Grade? | 10

Capitol Recap | 12

TRACKING THE TRENDS

Transparency Is Key | 18

The Human Factor | 20

Risk Mitigation | 22

Is Your Fleet Future-Ready? | 24

A CHAT WITH THE CHAIRMAN

Taking the Lead

with Karen Smerchek | 26

TALKING TCA

Inside Out: Claire Girard | 32

Truckload 2025: Phoenix-Photos | 34

TCA Highway Angels of the Year | 36

Professional Drivers of the Year | 37

What’s New @TCA | 38

TCA Highway Angels | 44

New Members | 46

CHAIRMAN OF THE BOARD

Karen Smerchek, President, Veriha Trucking Inc.

The viewpoints and opinions quoted in articles in this

publication are not necessarily those of TCA.

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WEB NEWS MANAGER

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STAFF WRITER

Dana Guthrie

danag@thetruckermedia.com

PRESIDENT

Jim Ward — jward@truckload.org

SENIOR VP-SAFETY &

GOVERNMENT AFFAIRS

Dave Heller

dheller@truckload.org

GOVERNMENT AFFAIRS MANAGER

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hbetham@truckload.org

VP-MEMBERSHIP OUTREACH

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zgambill@truckload.org

MEMBERSHIP MANAGER

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MEMBERSHIP COORDINATOR

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shammons@truckload.org

IMMEDIATE PAST CHAIR

John Culp, President

Maverick Transportation

FIRST VICE CHAIR

Jon Coca, President, Diamond

Transportation System Inc.

SECOND VICE CHAIR

Mark Seymour, CEO

Kriska Transportation Group

Adam Blanchard

CEO

Double Diamond Transport

Mike Ludwick

Interim President/CEO

Bison Transport

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TREASURER

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Covenant Transport Services

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MANAGER

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DIRECTOR-EDUCATION &

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Elizabeth Nicholson

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SENIOR DIRECTOR OF MEETINGS

Diane Gleason

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MARKETING COORDINATOR

Claire Girard

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TPP FACILITATOR

Amanda Pearson

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SECRETARY

Ed Nagle, President

Nagle Toledo Inc.

VICE CHAIR TO ATA

Amber Edmondson, President/CEO

Trailiner Corp.

Darrel Hopkins

President

Prime Inc.

Brent Nussbaum, CEO

Nussbaum Transportation

Services Inc.

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GOVERNMENT AFFAIRS

g

TFT

CGO

US LEGISLATORS WORK TO FIND SOLUTIONS

TO INCREASINGLY SOPHISTICATED THIEVERY

It’s an everyday occurrence: A driver pulls into a truck

stop, intent on freshening up with a shower, a meal and a

little shuteye before heading back out onto the road. The

driver exits the truck, gives it a quick once-over to make

sure it’s secure and then heads inside.

When the driver returns to the truck, nothing looks amiss, so

they hop into the cab and continue on to their destination. But

what happens when the doors to the trailer are opened … and

those ready to unload the cargo fi nd the trailer empty?

This scenario has played itself out in many different locations,

as pointed out during a luncheon hosted by the Georgia Motor

Trucking Association in Atlanta in late March.

Cargo theft is a hot-button issue — and it’s getting hotter as

these thieves become increasingly sophisticated in their methods.

It’s no longer simply a matter of training drivers to secure

their loads and to be alert during stops. Brokering scams,

By Bruce Guthrie

fake trucking companies and highly organized theft rings are

becoming increasingly common.

CONGRESSIONAL TESTIMONY

What will it take to stop these freight bandits? If you jokingly

said, “An act of Congress,” you’re not far off the mark. There

looks to be congressional movement on the issue of cargo theft.

In February, the Senate Commerce Committee’s Subcommittee

on Surface Transportation, Freight, Pipelines and Safety held a

hearing to address the rise of cargo theft and other crimes in the

trucking industry. The goal was to evaluate potential solutions,

such as increased coordination and enforcement by federal

agencies like the Federal Motor Carrier Safety Administration

(FMSCA) and the Department of Homeland Security to stop theft

and fraud.

During the hearing, convened by committee chair Sen. Todd


Young (R-Ind.), the committee heard testimonies from

trucking industry stakeholders.

Adam Blanchard, principal and CEO of Texas-based

Tanager Logistics and Double Diamond Transport,

shared that his own company has been targeted by

fraudsters. As he described it, a “bad actor” posed as

Tanager Logistics to steal shipments.

Young asked how these thieves were able to

successfully “impersonate” a legitimate motor carrier.

“They are able to do this now through a whole

multitude of ways,” Blanchard said. “We have experienced

everything … from spoofi ng our emails and otherwise

representing themselves on behalf of our company.

“There are instances out there now where individuals

are out there purchasing MC and DOT numbers on the

black market,” he continued. “That is a major issue

that we have to address, and the FMCSA must do a

more effi cient job, in our opinion, of ensuring that they

go through those companies that are authorized to

transport freight in the United States and remove those

that are illegitimate.”

Lewie Pugh, executive vice president of the Owner-

Operator Independent Drivers Association (OOIDA) also

testifi ed during the hearing.

“Cargo theft and freight fraud are so incredibly easy

to commit it doesn’t even take a savvy or experienced

criminal to pull it off,” Pugh said. “Everyone — from

shippers, receivers, motor carriers and brokers — are

vulnerable targets.

“Often, the perpetrators of these crimes are based

internationally, far beyond the reach of American

enforcement agencies,” he continued. “While there are

certainly cases of physical theft occurring within our

industry, most of the problems small business truckers

face involves being scammed by fraudsters or swindled

by unscrupulous brokers.”

According to Pugh, these illegal activities “exploded” in

recent years, increasing by 600% over the course of just

fi ve months between 2022 and 2023. Estimates indicate

these crimes cost the industry roughly $1 billion each

year. In 2019, loss values averaged $77,000. By 2024,

that fi gure had more than doubled, reaching $161,000.

While cargo theft takes place across the nation, there

are fi ve “hotbed” states, where cargo theft is most

prevalent. California, Texas, Florida, Illinois and Georgia

have all been in the unenviable position of “Top 5”

locations prone to cargo theft. Though the bottom three of

those states have varied over the past six years, California

and Texas have constantly appeared in the top two slots.

CHANGE AT STATE LEVEL

Action to stop cargo theft is also being taken by some

state legislatures.

Earlier this year, the Arkansas Trucking Association

applauded the Arkansas Legislature for passing a

comprehensive package of bills targeting organized

retail crime, including Act 322, which signifi cantly

strengthens penalties for cargo theft across the state.

“The industry saw unprecedented levels of cargo

theft last year, up 27% from the previous year and a

1,500% increase since 2001,” said Shannon Newton,

president of the Arkansas Trucking Association.

“These laws demonstrate that Arkansas lawmakers

understand the economic threat organized retail crime

and cargo theft pose to our industry and all consumers,”

she continued. “The success of this organized retail

crime package demonstrates what can be achieved

when policymakers, industry stakeholders and offi cials

… work together.”

TYPES OF CARGO THEFT

According to the FBI there are four different types of

cargo theft:

• Straight cargo theft: Cargo is physically stolen from

its current location. Cargo thieves often look for items

they can steal and sell quickly. This often occurs at truck

stops, parking lots, roadside parking, drop lots, rail yards

and other situations where cargo is left unattended.

• Strategic cargo theft: Thieves incorporate deceptive

tactics to commit theft. This type of cargo theft involves

the use of fraud to trick shippers, brokers and carriers into

handing loads over to thieves instead of the legitimate

carrier. Other current strategic cargo theft trends include

identity theft, fi ctitious pick-ups, account takeovers,

double brokering scams and fraudulent carriers as well

as the implementation of a combination of these methods.

• Cyber cargo theft: Basic types of cyberattacks

are used to aid in committing cargo theft. The attacks

include phishing emails that install Trojan horse

malware granting access to a company’s systems for

thieves to retrieve sensitive data. Thieves then use this

information to print out copies of legitimate shipping

paperwork they can use to commit fi ctitious pick-ups.

• Pilferage cargo theft: Criminals alter the bill of

lading and pilfer small amounts off the truck.

RESOURCES FOR TCA MEMBERS

“One benefi t of membership in the Truckload Carriers

Association (TCA) is access to the online learning

center, which offers education and training to help

motor carriers arm themselves against cargo thieves

and other predators,” said Elizabeth Nicholson, TCA’s

director of education and training.

She recommends “Tactics for Preventing Cargo

Theft,” led by Keith Lewis, vice president of operations

for CargoNet. The course is free for TCA members and

will help participants understand the current landscape of

cargo theft, including emerging trends, targeted hotspots

and evolving tactics of thieves. The course also presents

real-world cases and examples of cargo theft and the

strategies that have been successful in preventing losses.

For more information about cargo theft — and what

actions to take in the event your company falls victim to

unscrupulous players — see Pages 8-9.


8 Truckload Authority | www.truckload.org TCA MAY/JUNE 2025

TCA MAY/JUNE 2025 www.truckload.org | Truckload Authority 9

TRUCKING INDUSTRY PRIORITIES

In a conversation with Truckload Authority, David Heller,

senior vice president of safety and government affairs for the

Truckload Carriers Association (TCA), shared the association’s

Top 3 priorities for the near future.

“Truck parking, that’s fi rst and foremost. It’s going to be a

problem until those parking spots can be increased,” he said.

Next on Heller’s list is hair follicle testing for drugs and

alcohol.

“This fi rst appeared in the FAST Act that was released in

December 2015. The language is almost 10 years old,” he said.

Finally, he pointed to the need for funding of the Highway

Trust Fund, suggesting that an increase of federal and state fuel

taxes is the most effi cient method.

“Think of the administrative costs that go with fuel tax,” he

said. “It’s 1%, so for every dollar you’re paying into the Trust

Fund, 99 cents are going directly to improve our roads and

bridges.”

TESTIMONY ON CAPITOL HILL

Shortly after this conversation, John Elliott, CEO of Load One

Transportation and former TCA chairman, testifi ed at a hearing

conducted by the House Committee on Transportation and

Infrastructure in Washington.

Elliott hit the ground running in his opening remarks.

“There may not be a better time to incorporate that model

that exists today, bearing the fuel tax increase at a time when

(the price of) fuel — both gasoline and diesel — are projected

to continue falling,” he said.

While calling for a fuel tax increase, Elliott said that it’s time

to eliminate some other taxes on trucking.

“Now is the time to create a funding mechanism that

removes tangible and outdated taxes, such as the federal excise

tax (FET),” he said.

Truck parking was another topic raised by Elliott, who touted

the Truck Parking Safety Improvement Act (HR 1659) introduced

by Representative Mike Bost (R-IL).

“This legislation must be considered, must have language

towards the future of our highways to increase the number

of parking spaces from one spot to every 11 drivers for more

opportunities for places to rest when these drivers are trying to

comply with federal hours of service,” he said.

Next, Elliott addressed drug testing.

“The FAST Act, signed into law December 4, 2015, included

language allowing motor carriers to use hair follicle testing as

an acceptable alternative to urine-based testing for its drug

testing protocols,” he said. “Personally, it is a travesty to me

that the federal agency can block the directions of Congress for

almost a decade while allowing known drug users to operate

commercial vehicles on our roadways.”

While some TCA member carriers are using hair follicle

testing — more accurately known as “hair strand testing”

— current DOT regulations prohibit sharing of test results

through the FMCSA’s Drug & Alcohol Clearinghouse.

“Hair follicle testing detects drug use 11 times more

effectively than urine,” Elliott said. Pointing to TCA carrier

members and a study involving drug testing of over 88,000

drivers, he continued, “Seven large motor carriers found that

4,362 drivers failed the hair test, with only 403 of them failing

the urine test.”

Elliott noted that the inability of carriers to submit those

positive results to the Drug & Alcohol Clearinghouse is “allowing

these drivers to work immediately for other carriers who only

use urine testing.”

The issue of the reclassifi cation of marijuana to a Schedule

3 narcotic, he explained, will only cause the problem to grow.

“We lack current technology comparable to a breathalyzer.

So, I think the number of incidents or things that are involved

with marijuana is much greater than what anyone realizes,”

Elliott responded when asked by Rep. David Rouzer (R-NC),

committee chair, if more states moving to legalize marijuana

will cause a bigger problem.

“If we want to make the road safer, we need to quit talking

about it. We need to move forward. It’s been 10 years,” Elliott

said.

Rep. Mike Collins (R-GA), who founded and owns Jackson,

Georgia-based Collins Trucking Company, addressed driver

complaints of malfunctioning Advanced Emergency Braking

(AEB) systems that “ghost,” or apply hard braking without cause.

Explaining that he has personally experienced the problem in

his car, Elliott responded, “I would not buy a new truck without

AEB, when I look at the great overall benefi t.”

Rep. David Taylor (R-TX) discussed the Biden administration’s

requirement for zero-emissions heavy-duty vehicles to become

a growing part of the trucking fl eet, calling it “a de facto electric

truck mandate.” He asked Elliott how the rule, if left unchanged,

would impact trucking.

“Quite simply, it would be devastating,” Elliott said. “The

technology is not there. As an industry, we support clean

technology, but we want it to come on a timeline that is

fi nancially viable for our companies and our customers, and

something that is proven and safe.”

Elliott was one of fi ve trucking industry witnesses called by

the committee.

IIJA FUNDING: ‘WAIT AND SEE

As for changes to IIJA funding and its eventual replacement,

“It’s a wait and see, without a doubt,” said Heller. “They’re

making promising noises about eliminating some of the problem

areas, but until they actually propose something, we don’t

know.”

With the help of David Heller and John Elliott, at least the

powers that be in DC know where TCA stands on the issues.


CAPITOL RECAP

A REVIEW OF IMPORTANT NEWS, LEGISLATION, REGULATIONS,

AND OTHER FACTORS IMPACTING THE TRUCKING INDUSTRY

A bill that would repeal the federal excise tax on heavy-duty trucks and equipment has been introduced in Congress.

LEGISLATION TO ELIMINATE THE FET

REINTRODUCED IN CONGRESS

By Linda Garner-Bunch

In late March, HR -2424, dubbed the Modern, Clean, and Safe

Trucks Act of 2025, was introduced in the House by a bipartisan

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

Darin LaHood (R-IL), Salud Carbajal (D-CA), and Max Miller (R-OH).

The bill, which was quickly referred to the House Ways and

Means Committee, echoes HR-1440, the Modern, Clean, and

Safe Trucks Act of 2023. The 2023 version stalled in committee.

HR-2424 would repeal the federal excise tax (FET) of 12% on

trucks and trailers — an action long supported by the Truckload

Carriers Association (TCA) and others in the trucking industry.

“The FET is an antiquated and discriminatory tax, initially adopted

over 100 years ago to help pay for World War I, wherein it

fi rst applied to all vehicles but today is only imposed on heavyduty

trucks,” TCA noted in an offi cial statement on its website.

Since the FET was implemented, the tax on new heavy-duty

trucks and trailers has steadily risen and now stands at 12%.

This tax drives up the cost of new heavy-duty trucks and trailers

by an average of more than $20,000.

TRUCKING INDUSTRY SUPPORT

The American Trucking Associations (ATA) has voiced support

of for HR-2424.

“Keeping this antiquated tax on the books imposes an enormous

hardship, particularly for the small fl eets, family businesses, and

independent truckers who make up the overwhelming majority of

SEE FET, PAGE 17


CAPITOL RECAP

New research from the American Transportation Research Institute highlights the nation’s need for safe, secure truck parking.

NEW RESEARCH FOCUSES ON TRUCK

PARKING AT PUBLIC REST AREAS

By Dana Guthrie

The American Transportation Research Institute (ATRI) has

released research highlighting insights and strategies for

expanding truck parking at public rest areas. The research

was a collaborative effort between ATRI and the American

Association of State Highway and Transportation Offi cials

(AASHTO).

“State DOTs strive to deliver the most safe, effective, and

effi cient transportation network possible; as a result, they

continue to pursue a wide range of investments that enhance

the nation’s multimodal freight system,” said Shayne Gill,

program director for multimodal transportation at AASHTO.

“Addressing truck parking needs across the country is one

of those investments crucial to ensuring we maximize the

benefi ts our highway system provides, he continued. “American

quality of life and economic mobility depend in large part on

the quality and vibrancy of our transportation infrastructure to

connect people as well as goods to their destinations safely

— and adequate truck parking is key to ensuring we achieve

those goals.”

NOT ENOUGH SPACE

The lack of available truck parking has long been an

issue, and now it’s receiving increased attention at the state

and federal levels. It is estimated that there is just one truck

parking space nationally for every 11 truck drivers.

The research included a joint ATRI/AASHTO survey of the

50 state DOTs to understand the costs and components of

state provision of public truck parking spaces. In addition to

creating an inventory of truck parking spaces, the research

collected data on issues and costs associated with land

acquisition, parking space construction, maintenance budgets

and amenities offered to truck drivers.

Nationally, the average rest area has 19 truck parking

spaces, with states in the South having an average of 25 truck

parking spaces per rest area while states in the Northeast have

an average of 15 per rest area.

OTHER RESEARCH AREAS

The new research also features select case studies on

truck parking topics of interest, and which states are going

above and beyond in their provision of truck parking, with

accompanying feedback on those efforts from a truck driver

survey of over 500 drivers. Case study topics include truck

parking information systems, repurposing state-owned

facilities for truck parking, and truck parking provision in the

event of severe weather conditions.

ATRI used fi ndings from the state DOT survey to generate

a public truck parking dashboard that features each state’s

public truck parking capacity and breadth of amenities and

safety features at rest areas. The metrics evaluated in the

dashboard consider differences in state size, road mileage

and proximity to major freight routes. Parking data from the

47 participating state DOTS are available through an online

dashboard on ATRI’s website.

“ATRI’s research underscores the importance of public

sector truck parking and provides multiple tools for states to

evaluate their progress in meeting this critical industry need,”

said Alix Miller, president and CEO of the Florida Trucking

Association.

A copy of the full report and state truck parking assessment

dashboard is available on ATRI’s website, truckingresearch.

org.


CAPITOL RECAP

CVSA’S INTERNATIONAL ROADCHECK SET FOR MAY 13-15

By Dana Guthrie

The Commercial Vehicle Safety Alliance’s (CVSA) International

Roadcheck is set for May 13-15 in the U.S., Canada and Mexico.

Will your fl eet pass muster?

During this high-visibility, high-volume inspection and compliance

enforcement event, law enforcement personnel will inspect

commercial motor vehicles (CMVs) and drivers at weigh/

inspection stations, temporary sites and mobile patrols to verify

regulatory compliance.

Each year, International Roadcheck places special emphasis

on a driver violation category and a vehicle violation category.

During International Roadcheck, inspectors will primarily conduct

the North American Standard Level I Inspection

The check is a 37-step procedure that includes an examination

of driver operating requirements and vehicle mechanical

fi tness. While all 37 steps will be completed, inspectors will also

pay close attention to the driver’s record of duty status (RODS)

and the vehicle’s tires.

DRIVER FOCUS

During this year’s Roadcheck, the driver focus will be hours

of service (HOS) compliance and record of duty status (RODS).

To ensure compliance with HOS regulations, drivers must accurately

refl ect their times and duty statuses in their RODS.

During this year’s International Roadcheck, the vehicle portion of the

inspection will focus on tires.

During the driver portion of an inspection, inspectors will

check the driver’s documents, license or commercial driver’s

license, medical examiner’s certifi cate and skill performance

certifi cate (if applicable), record of duty status, Drug and Alcohol

Clearinghouse status (in the U.S.), seat belt usage, and alcohol

and/or drug impairment. If an inspector identifi es driver out-of-

SEE ROADCHECK, PAGE 17


CAPITOL RECAP

A total of 15 changes have been made to the Commercial Vehicle Safety Alliance’s 2025 out-of-service criteria.

CVSA’S 2025 OUT-OF-SERVICE CRITERIA NOW IN EFFECT

By Dana Guthrie

The Commercial Vehicle Safety Alliance’s (CVSA) 2025 North

American Standard Out-of-Service Criteria went into effect April

1. The voting members of CVSA approved 15 changes to the outof-service

(OOS) criteria.

The following changes were made to the criteria this year:

• “Part I, Item 2. Operator’s/Chauffeur’s License or Permit

(Non-CDL), B. Endorsements and Restrictions” and “Part I,

Item 3. Commercial Driver’s License, c. Endorsements and

Restrictions” were amended to provide clarity regarding

Canada’s Transportation of Dangerous Goods Certifi cate.

• “Part I, Item 3. Commercial Driver’s License, b. Commercial

Learner’s Permit (1)” was amended to clarify that the

accompanying driver of a driver with a commercial learner’s

permit cannot be unauthorized to drive for any reason.

• In “Part I, Item 4. Driver Medical/Physical Requirements,

b. Medical Certifi cate (3)” was amended to include passengercarrying

and property-carrying vehicles in the same out-ofservice

condition. In turn, property-carrying vehicles was deleted

from (4).

• An out-of-service condition for inoperative brakes due to an

unplugged electrical cable was added to “Part II, Item 1. Brake

Systems, A. Defective Brakes, (7) Hydraulic and Electric Brakes,

(H)” and a note was added to “Part II, Item 9. Lighting Devices

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

Flags on Projecting Loads).”

• An out-of-service condition for inoperative brakes due to

a disconnected service gladhand was added to “Part II, Item 1.

Brake Systems, h. Air Brake Hose/Tubing.”

• Hoses and tubing that are crimped in such a manner as

to restrict air fl ow was removed from “Part II, Item 1. Brake

Systems, h. Air Brake Hose/Tubing, (5).”

• Language was added to “Part II, Item 1. Brake Systems,

h. Air Brake Hose/Tubing” and “Part II, Item 1. Brake Systems,

o. Hydraulic Brakes (3)” for a brake hose or line that is marked

for another application other than the applicable brake system.

• “Part II, Item 1. Brake Systems, l. Tractor Protection System”

was amended to require the primary and secondary system to

both be below 20 psi rather than either system.

• Clarifying language was added to “Part II, Item 2. Cargo

Securement, a. General Securement” for the violation of 392.9(a)

(2).

• A section specifi c to projecting load lamps was added to

“Part II, Item 9. Lighting Devices (Headlamps, Tail Lamps, Stop

Lamps, Turn Signals and Lamps/Flags on Projecting Loads), b. At

Any Time – Day or Night.”

• “Part II, Item 11. Suspensions, a. Axle Parts/Members (1)”

was amended to add clarity regarding U-bolt bottom plates.

• A clarifying note was added to “Part II, Item 11. Suspensions,

d. Suspension Connecting Rod and Tracking Component

Assembly (2)” and the diagram was updated.

• A note was added to both sections of “Part II, Item 12. Tires,

a. Any Tire on Any Front Steering Axle(s) of a Power Unit, (8)”

and “b. All Tires Other Than Those Found on the Front Steering

Axle(s) of a Power Unit (4)” regarding rubber mud fl aps.

• In “Part II, Item 12. Tires, b. All Tires Other Than Those Found

on the Front Steering Axle(s) of a Power Unit,” 12.b.(1) was

modifi ed to indicate that a tire without an automatic tire infl ation

system (ATIS) is out of service when it has a noticeable leak in

the tread area. 12.b.(2) remains unchanged, addressing a tire

that is equipped with an ATIS that has a leak in the tread area.

12.b.(3) was added to address leaks in the tire sidewall being

out of service regardless of whether or not the tire is equipped

with an ATIS.

• “Part II, Item 12. Tires, b. All Tires Other Than Those Found

on the Front Steering Axle(s) of a Power Unit, (6)-(7), (8)-(9)” was

amended to remove the different out-of-service condition for

radial and bias tires and combine them into one section.

A full copy of the 2025 OOS criteria can be purchased on the

CVSA website, cvsa.org.


CAPITOL RECAP

According to a fi nal report from the National Highway Traffi c Safety Administration, traffi c fatalities in crashes involving large trucks dropped by

8.3% in 2023 compared to 2022.

NHTSA: TRAFFIC FATALITIES DROP 3.8% IN 2024

By Dana Guthrie

According to early estimates from the National Highway

Traffi c Safety Administration (NHTSA), 39,345 people were

killed in traffi c crashes during 2024. That’s down 3.8% from

the 40,901 fatalities reported for 2023. It also marks the fi rst

time since 2020 that the number of traffi c fatalities fell below

40,000.

“It’s encouraging to see that traffi c fatalities are continuing to

fall from their COVID pandemic highs,” said Peter Simshauser,

chief counsel for NHTSA.

“Total road fatalities, however, remain signifi cantly higher

than a decade ago, and America’s traffi c fatality rate remains

high relative to many peer nations,” he continued. “To reduce

fatalities further, USDOT is working closely to partner with the

law enforcement community to enhance traffi c enforcement

on our roads, including speeding, impairment, distraction, and

lack of seat belt use.”

The quarterly fatality declines that began in the second

quarter of 2022 also continued, with the fourth quarter of 2024

marking the 11th consecutive quarterly decrease in traffi c

fatalities.

The 2024 early estimates show trends in line with 2023, with

Americans driving more miles while fatality rates continued

to decrease. Preliminary data from the Federal Highway

Administration shows vehicle miles traveled increased by 1%,

while the fatality rate for 2024 decreased to 1.20 fatalities per

100 million vehicle miles traveled — the lowest since 2019,

It’s encouraging to see

that traffi c fatalities are

continuing to fall from

their COVID pandemic highs.””

— Peter Simshauser

CHIEF COUNSEL

NATIONAL HIGHWAY TRANSPORTATION SAFETY ADMINISTRATION

but still above the average rate of 1.13 in the seven years

before COVID.

NHTSA estimates that fatalities decreased in 35 states and

Puerto Rico in 2024, while increases are projected in 14 states

and the District of Columbia, as compared to 2023. One state

remained unchanged.

2023 FATALITY ANALYSIS

NHTSA also released its fi nal 2023 Fatality Analysis

Reporting System and Crash Reporting Sampling System crash

traffi c data.

According to that report, there were 1,820 fewer people

killed in motor vehicle traffi c crashes on U.S. roads during

2023 (down from 42,721 in 2022 to 40,901 in 2023).

In addition, the number of people killed in crashes involving

large trucks — commercial and noncommercial — dropped

by 8.3%.


CAPITOL RECAP

FET, FROM PAGE 12

trucking,” said Chris Spear, president and CEO of ATA.

“Removing this burden will allow motor carriers to replace

their trucks with modern, safer and cleaner equipment, which

will in turn provide a boost to manufacturing jobs,” he continued.

In many cases, the additional cost incurred due to the FET

makes it diffi cult for many trucking companies to upgrade their

fl eets to newer, more effi cient equipment.

TCA supports the repeal of the FET — with a caveat. The revenue

generated by the FET for the highway trust fund should be

replaced by either general revenue transfers or an appropriate

increase in federal fuel tax, or a combination of both.

ROADCHECK, FROM PAGE 14

service violations, they place the driver out of service, restricting

that driver from operating their vehicle.

VEHICLE FOCUS

Tires will be this year’s vehicle focus area, according to the CVSA.

“The importance of proper tire maintenance cannot be

overstated,” the CVSA said. “Tire failure while in transit is a

hazard to all motorists. It is also far more expensive and time

consuming for motor carriers to repair an in-transit tire failure

versus proactively maintaining tire health and addressing tire

issues before the vehicle is on the road.”

Inspectors will check tires’ tread depth and proper inflation. They

will also be on the lookout for tire damage, such as air leaks, tread

separation, cuts, bulges, sidewall damage and improper repairs.

A vehicle that successfully passes a Level I or V Inspection

without any critical vehicle inspection item violations may receive

a CVSA decal, which is valid for up to three months. If

out-of-service violations are found during an inspection, as

outlined in the North American Standard Out-of-Service Criteria,

the vehicle is restricted from operating until all out-of-service

violations have been properly addressed.

INTERESTED IN JOINING TCA?

Visit truckload.org to fi nd out how

Association membership can benefi t your company.


TRACKING THE TRENDS

Transparency

EVOLVING AI AND SHIFTING REGULATIONS ARE

CHANGING THE DEFINITION OF ‘DRIVER PRIVACY’

By Dana Guthrie

F

rom revealing who’s at fault in a crash to helping

identify risky driver behavior, dash cameras have

proven to be valuable tools for motor carriers.

While most company drivers have become used

to the idea of outward-facing cameras, particularly when those

cameras can help exonerate them in case of an accident, driverfacing

video is often viewed as an invasion of privacy.

During a webinar hosted by the Truckload Carriers Association,

Michael Campos, vice president of data privacy, and Adam Khan,

transportation technologist at Netradyne, shared their thoughts

about driver privacy and AI fl eet video.

SOPHISTICATED DASH CAMS

Since the fi rst dash cams were created and implemented,

the technology has grown by leaps and bounds. The result?

Sophisticated systems that use AI to automatically activate

recording when specifi c events, such as hard braking or an

impact, are detected.

“One of the things we’re seeing is that there’s greater impact

in terms of risk reduction because the systems are starting to

almost ‘shadow’ the driver every minute of driving,” Khan said.

“Information is generated very quickly, and guidance and

coaching and recognition are provided to the driver very quickly,”

he continued. “The camera has a strong history of exonerating

drivers during accidents.”

While touting the benefi ts of dash cameras, such as lowering

distracted driving rates and increasing seat belt usage, Khan

also stressed that driver privacy is paramount.

DRIVER PRIVACY

“People think about who’s looking at them: ‘Are you able

to see my sleeper compartment?’” Campos said. “That’s

one version of driver privacy. Then there are the legal terms

and defi nitions. One data type that’s very commonly thrown

around — and people don’t always know what it means — is

biometrics.”

Biometric information is personal data related to a person’s

unique physical, physiological or behavioral characteristics.

Drivers aren’t the only ones concerned with privacy and the

data collected through AI devices. Legislation has been enacted

in some states to limit the collection and use of information,

particularly biometric data.

In 2008, the Illinois Biometric Information Privacy Act, also

known as BIPA, went into effect. It covers both biometric

identifi ers and biometric information. A biometric identifi er can

include things like a retinal scan, fi ngerprints, voice prints and

facial identifi cation.

In addition to Illinois, both Texas and Washington currently

have laws regarding biometrics, and a number of other states

have adopted comprehensive privacy laws where biometrics is

considered sensitive data.

According to Campos, in Illinois, the use of biometrics requires

consent, or at least a written release.

“But if you’re going to tune in the visual login — if you turn

the system that’s meant to authenticate who this driver is,

uniquely identify them — then that might likely implicate the

law,” Campos said. “But there’s arguments or situations where

it doesn’t.”

Not all dash cams collect uniquely identifying characteristics;

those that don’t should not be considered biometric devices.

DRIVER CONSENT

“Given the development and the history and the landscape,

it’s helpful to get consents from drivers,” Campos said. “Be

transparent about them, about what is going on.”

When it comes to driver privacy and data collection, a best

practice is to gain drivers’ consent to gather specifi c data. Fleets

typically have fi ve or six different options of how to connect

the driver to the information that’s being generated from the

telematics system, from visual log ins to mobile applications.

Privacy guidelines and consent options can vary from state to

state, which can seriously impact the use of data collected by AI.

By not considering consent options ahead of time and planning

the best routes, fl eets can limit their revenue.

“There might be a great customer you want to service in

Illinois or move some freight from Ohio to Iowa, which forces

you to go through Illinois,” Khan said. “Knowing that some of

these states are starting to have different views on privacy, one

of the things you want to do is get in front of it.”


is key

For instance, Khan said, he was recently told

by a customer that they were suspending

all routes through Illinois in order to avoid

any complications. However, he said, the

carrier quickly changed their mind.

“They came back and said, ‘No, that

doesn’t make sense for us fi nancially.

Let’s do the right work to make sure

that we’re not stepping into an argument

that’s going to distract us from our

goal,’” he shared.

EVOLVING REGULATIONS

Because facial scans are often used to

log in to safety systems, biometric laws

may apply. It’s always best to acquire drivers’

consent.

Regulations concerning the collection and

use of personal information and data will

almost certainly continue to evolve and spread.

“They’ll also be regulating things like

your email address and all sorts of

other personal data,” Campos said.

“The point is, this is a trend that’s

increasing. It’s not decreasing.”

These changing laws will

particularly impact the trucking

industry as drivers travel from

region to region, and it’s vital that

carriers stay abreast of regulations.

“I guarantee that anything we know

today will evolve into something else

in the next six months, 18 months, 24

months,” Khan said. “I (recommend)

taking the most cautious approach to

avoid interruptions to your business.”

Fleets should also be mindful of the way

they store collected data. Always fi nd out

how long you are either required or allowed to

keep data.

Above all, Campos said, it’s important to only

use personal data for its intended purpose as

outlined to the drivers.

“Just use the data for the purpose you

told them … and be very transparent

about what you’re going to do with it,” he

concluded.


TRACKING THE TRENDS

the

HUMAN

Factor

AI CAN BE A HELPFUL TOOL IN ANALYZING FLEET

SAFETY, BUT PERSONAL COMMUNICATION IS VITAL

By Kris Rutherford

D

river safety and risk mitigation are at a crossroads. The rapid evolution of artifi cial intelligence (AI) is

equipping carriers with increasing options to employ technology into their safety programs.

But AI is only as intelligent as the humans who create and operate it. While AI is bringing more options

to detect safety issues to carriers, the human element is still a vital component in analyzing the data AI

provides.

AI alone is ineffi cient and ineffective in solving safety problems. The human factor must be incorporated into any AI

program if safety is to be optimized.

“Ultimately we are all interested in protecting our brand, driving safely,” said Jeff Griswold, vice-president of operations

for Solera Fleet Solutions, a company that works with motor carriers to incorporate technology into safety evaluations.


VIDEO-BASED SAFETY

The fi rst aspect of AI in fl eet operations has been

used for many years — video-based safety. Carriers

use external video to keep track of what happens in the

minutes and seconds leading up to an incident or accident

and to manage driver safety by identifying coachable

moments.

“Video-based safety is an approach that utilizes a

combination of video sensors and other inputs to help

fl eets identify driving skill, how safe vehicles are being

operated and where safety leaders should emphasize skill

improvement within their fl eet,” Griswold said, adding that

video also factors into liability and mitigation.

“It helps the fl eet understand what led up to an incident

and what happened so that they can manage the situation

commensurate with their needs and the needs of the

public,” he said.

Video-based safety deals with an aspect of AI known as

“computer vision.” It strictly focuses on what’s happening

in the driving environment outside the vehicle.

DRIVER MONITORING SYSTEMS

Where AI factors into the equation is in combining video-based

safety with driver monitoring systems (DMS)

that monitor what’s happening inside the truck’s cab.

In many cases, DMS is another camera focusing on the

activities of the driver coinciding with an incident recognized

on external video.

DMS can help identify risk factors such as drowsy

driving, a driver holding a mobile phone or a driver not

wearing a seat belt.

The key to combining video-based safety with DMS is

identifying an external event such as running a stop sign

and analyzing the event within the context of what the

driver is doing in the cab. Doing so without these tools

takes tremendous amounts of time — time that could

be better spent coaching drivers on safety violations and

correcting their behavior.

“There’s an assessment of what is happening in that

video, and that’s the critical factor here,” said Griswold.

“AI is great for certain sensory inputs like warning the

driver, maybe even creating and recording a video. But

it’s that human element (that’s needed) to identify the

broad spectrum of risk. And the thing about a human

reviewer is that they can follow in a set of criteria and

exceptions.”

THE HUMAN ELEMENT

For a company like Solera Fleet Solutions, the goal is

to inject the human element into the evaluation process.

“The video is generated, and workfl ows allocate it to

review analysts,” Griswold said.

“The review analyst is trained to identify each of the

individual elements of risk. They watch the video and

listen to the audio,” he said. “At the same time, the analyst

will look at the sensor inputs in combination with the video

to determine each element of risk.”

Video analysis is a complicated process, and analysts

typically spend six to eight weeks in the classroom before

being approved to analyze real-time video and AI systems.

As an example, Griswold said, consider the driver who

runs a stop sign. The video may fl ag passing through the

stop sign as a violation, but the reviewer might recognize

that the driver was waved through by construction

personnel or law enforcement. In such a situation, no

violation of safety occurred; however, without the human

element, the distinction may not be made.

“It’s not a ‘gotcha!’ approach,” Griswold said. “What

we’re attempting to do is to give fl eets the data to work

with drivers to improve skills. One important element of

this is touching on the totality of the risk.”

The review analyst looks at everything happening in

the video. For example, Solera analysts look for 80 safety

markers or observations.

CARRIER RESPONSIBILITY

Sean Ritchie, vice-president of sales and engineering

solutions for Solera notes that the best carriers realize that

the company bears responsible for improving fl eet safety.

“Ultimately, they wish they had more time — time in

the day to really focus on those things that are actually the

most risky,” Ritchie said.

In his experience, Ritchie says, 80% of the risk within a

fl eet is represented by 20% of the drivers.

“If you can fi nd a way as a fl eet safety manager to focus

on those 20% of drivers, then you can actually mitigate

the risk within your fl eet” Ritchie said.

MAKE TIME FOR SAFETY

But time is always an issue. Safety leaders have

to identify the riskiest drivers and prioritize them for

coaching.

Going back to the case of running a stop sign, a fl eet

manager may see two violations by two different drivers.

However, human observation of the data may show that

one driver simply didn’t see the stop sign … while the

other driver committed six safety violations. Identifying

that second driver as the priority for coaching is the

information safety leaders need in order to improve overall

fl eet safety.

Of paramount importance, Ritchie says, fl eets need to

spend their time observing actual instances of violations.

Fleets can’t afford to waste time looking at videos that

don’t show risky behavior. The challenge of relying on AIonly

solutions is AI doesn’t have the ability to recognize

risk — at least not yet. That human intelligence fi lter

sitting on the backside is necessary if AI is to be effi cient

and effective.

“A human intelligence layer essentially fi lls in the gaps

that are present and will be present in the near future

when it comes to AI and fl eet safety,” Ritchie said.


TRACKING THE TRENDS

RISK

TAKE STEPS TO

HELP REDUCE RISK

FACTORS, GET BETTER

INSURANCE RATES

By Linda Garner-Bunch

E

ach day, it seems, there’s a news story about a crash

involving a semi-truck.

While concern for the safety of the parties involved is

paramount, another thought is often top of mind for motor

carriers: “I hope that wasn’t one of MY trucks!” — often followed

by, “Ouch — someone’s insurance rates just went through the roof.”

Does this sound a little cold-hearted? Perhaps — but when you

also factor in headlines about staged crashes targeting big rigs —

often resulting in lawsuits and exorbitant settlements — it’s more

likely that industry stakeholders are simply working to protect

themselves and their companies.

Depending on the type of cargo hauled, motor carriers are required

by the Federal Motor Carrier Safety Administration to carry liability

insurance ranging anywhere from $750,000 to $5 million. The

premiums on such policies are not inexpensive.

How can carriers ensure they’re getting the best rates possible? It

helps to know what insurers look for. We talked to experts with Sentry

Insurance and All Solutions Insurance to fi nd out.

Of course, a carrier’s claims history, CSA scores, driver hiring

practices, equipment, cargo and routes all play a role, but there are

other considerations as well.

“Managing risk is not just about safety,” said Sarb Gill, account

executive for All Solutions. “It is a critical factor in securing better

insurance rates and maintaining long-term profi tability.”

RISK FACTORS AND LOSS RATIO

A company’s loss ratio over an extended period of time is one of

the most telling signs when determining risk, according to Steve

Bojan, director of transportation safety/loss control for Sentry.

“At the end of the day, when we talk about safety, we look at what


mitigation

you’re doing — but we look at your losses,” he said. “And we

want to get a good picture of what’s going on. At about a year,

you start to see the losses develop and you can see from an

insurance standpoint where you’re going to be.”

TRAINING PROTOCOLS

In addition to employing drivers with favorable safety records,

it’s important for trucking companies to implement systems for

onboarding and training their new hires.

“New hires need that onboarding, and it needs to be longer

than a day. We expect at least a couple of days,” Bojan said,

adding that training doesn’t end after orientation; it should be

an ongoing process.

“Investing in structured safety and training programs is

essential,” Gill added. “No two drivers are trained the same way,

and ensuring that company safety protocols align with driver

practices is key to reducing accidents.”

Once drivers have been vetted, successfully completed

orientation and placed behind the wheel of a truck, training

should continue. Regulations change, technology evolves and,

of course, drivers have accidents. Why else would “million-mile”

driver rewards programs provide such an incentive for safe

practices on the road?

Drivers with crashes or other violations should be retrained,

according to Bojan. In addition, he says, that training should be

more than just a case of, “Well, I talked to him.”

“Really? What did you talk about? How did you coach him,”

he said. “Did you do anything to teach them your expectations?

Did you give them tools to not do this again?”

DELAYED/UNREPORTED CLAIMS

One mistake drivers, and even carriers, may make is thinking

that if a crash isn’t reported to insurance, it’s not going to count

against their record.

“Delayed or unreported claims can also negatively impact

insurance rates, as carriers may be forced to seek coverage

while managing open claims,” Gill said. “(This) could lead to

higher rates on renewal or declinations by most insurance

companies.”

Gill agreed. “A minor fender bender today could escalate into

a heavily litigated case years later if not properly documented,”

he said.

“The worst thing that can happen is getting a call like this: ‘Hi,

I’m (insert name here) with the law fi rm of (insert name here),

and your truck hit my client six months ago,’” Bojan said.

The fi rst thing an insurer will do is check the original claim

report. If that report doesn’t exist … well, it’s not good.

“You can’t go back and re-create this (record) — and you

know, that perjury thing is bad,” Bojan said. “It’s really important

that we [as the insurer] know that your drivers know to report

stuff, that staff knows how to handle it.”

USE OF TECHNOLOGY

“One of the most effective ways for motor carriers to mitigate

risk is by installing cameras on all units from multiple angles,”

Gill said. “Side-swipe accidents are among the most common

claims in the industry and often become contentious disputes.”

The ability to review video evidence gathered before, during

and following a crash or other incident can help insurers

quickly determine liability. In the case of litigation, this evidence

provides concrete proof of the events.

In addition, fl eets can take advantage of safety features

available for Class 8 tractors, such as automatic emergency

braking, blind-spot monitoring, lane-keep assist and more.

However, Bojan says carriers should be realistic in their

expectations of the tech and shouldn’t overlook the human

factor in safety.

“We put in a telematics system in 1998, and it was gonna

take care of everything,” said Bojan, who began his career at a

trucking company.

“It was gonna revolutionize — it was gonna drive the

trucks. I think it was gonna make the drivers breakfast,” he

said with a laugh. “And it never really worked out that way. So,

understanding what the technology can do and how to use it

effectively is huge.”

THE RIGHT COVERAGE COUNTS

Finally, it is vital that motor companies do their due diligence

when selecting a policy, Gill noted.

“Before fi nalizing your coverage, verify that all the commodities

you typically haul are accurately listed and covered, all drivers

are scheduled with the appropriate experience and all units are

valued correctly,” he said.

“Be sure to review coverage limits for essential areas such

as towing, storage, debris removal and earned freight,” he

continued. “Taking the time to thoroughly assess these details

up front can help minimize gaps in coverage and prevent costly

surprises down the road.”


TRACKING THE TRENDS

Is Your Fleet

Future-Ready?

CHANGE MANAGEMENT HELPS ENSURE

SUCCESS AS CARRIERS SHIFT TO

TECHNOLOGY-BASED DECISIONS

By Kris Rutherford

hange is seldom an easy endeavor, and when

C

technology is involved, gaining acceptance

throughout an organization can be diffi cult.

After all, while computers are good at solving

math problems, they don’t always perform well with issues

involving people.

In a human-focused industry like trucking, which is

increasingly driven by information technology, balancing

human interaction and technology is important.

Carriers that inject technology too quickly into processes

that have historically been human-driven can look

forward to problems — and so can carriers

that don’t adopt technology fast

enough to keep up with the industry

standard.

DATA-DRIVEN SOLUTIONS

Change management plays a primary

role in successfully adopting data-driven

solutions.

“There are areas in freight management where we have

to inject more technology to become lean, smart, and

profi table,” said Chris DeMillo, vice president of information

technology for Leonard’s Express. “With our recent Optimal

Dynamics implementation, we’re excited to see what the

coming months will bring our operations teams in terms

of effi ciency of velocity decision making and nimble execution

strategy.”

DeMillo noted that these changes will cause some

disruptions — but they will reveal problems that can be solved

with technology. Carriers should prepare for technological

changes to ease the transition.

“Any carrier that’s looking to lean into (technology) and

level up their service to their customers or their profi tability

and internal effi ciency is not just going to fl ip a

switch,” said Zach Schuchart, head of sales for

Optimal Dynamics.

Implementing technology requires that carrier

executives take a hard look at processes and

identify the bottlenecks and types of decisions

that create ineffi ciencies. Sometimes, fully

examining these roadblocks reveals extremely

complex issues. Data is the driving force in

analyzing and resolving those issues.

“Whether it’s a driver’s personal needs,

appointment times or relays, we have to know if

we have the necessary data to make decisions”

said Jeff Yin, vice president of technology for Motorcity

Systems.

Such data helps with evaluation and assessment and shows

decision-makers the importance of a top-down commitment

to optimization.


“Everybody has to be on the same page,” said Kyle Johnson,

CEO of Leonard’s Express. “You can’t operate with notes,

whiteboards and tablets. You have to get information into the

system, be disciplined about it and create structures leading to

better decisions.

“It’s always gonna be a ‘roll up your sleeves and get after it’

endeavor,” he continued.

PLAN AHEAD

On the front end of implementing signifi cant change using IT,

a carrier needs to decide how it will handle systems planning

and design.

Some carriers have IT teams that may be able to handle

integration of platforms — but once they’re implemented, the

programs must be maintained. Chances are that an outside

partner would be better at managing future maintenance and

tweaking of the system.

“The partner should be the expert with their

product, and the carrier team should

focus on the data and supplying

information,” DeMillo

said. “It’s important to

say, ‘We’re not going to

do this in-house; we’re

fi nding a partner with

some very smart people outside

our organization to do it for us.’”

Sometimes making such decisions is a long

and arduous process. That’s why it’s important to have

support for change at every level of the company.

“A big thing is making sure there is buy-in from not only

upper management, but also all the way down to the fl oor,”

DeMillo said.

Implementing change requires preparation and simplifi cation

of operational structure to accommodate the quickly growing

need for technology in the industry.

MANAGING CHANGE

“Change management is a big concern,” said Yin. “The

optimization engine isn’t going to solve a customer service

problem or a very advanced solution that you’re trying to deliver

to a customer that you’re negotiating with.”

That’s when understanding the capabilities of the systems

and when they come into play becomes important.

In planning for change, it must be understood that decision

automation can’t just be plugged into an existing system.

Instead, plans for change must be designed around human

decision making — after all, people are a carrier’s biggest asset.

Systems must be planned at a manageable scope, and that

scope must be adopted and accepted by the entire organization.

Proper change management is essential to the success of any

project rollout. One way to streamline change is to have a

“champion” for the new technology within an organization.

CHECK THE PACE

Some people may be very adaptive to change, which can be

a breath of fresh air compared to the “If it ain’t broke, don’t fi x

it,” contingent.

However, this willingness to accept new processes can

actually cause problems. Those who see immediate value in

how technology will help them in the day-to-day job may be

anxious to accept the change and get moving — but another

team might not be quite as ready to move.

Change management can help facilitate new structures so

everyone involved can move at a comfortable pace.

“It’s important to have a robust but fl exible plan going into

technological change,” Schuchart said.

“We could spend a year before we hit the ‘go’ button, and

we’re still going to run into things we haven’t seen before,” he

continued. “We can account for what we believe is coming at us,

but we aren’t going to understand everything until we get into it.

It’s just the nature of transportation.”

Delays and snags will inevitably happen when transitioning

to a higher-tech system. This is why it’s so important to make

sure those at the top level of a company are on the same page

from the beginning.

“You could spend years just tweaking and tweaking and

tweaking,” Yin said. “It does require a little bit of discipline to

stay focused on the ultimate goal.”

The ultimate goal should be clearly identifi ed and run like a

current through the entire change process.

“Gone are the days where we’re just writing down what

you like and don’t like, and where you do and don’t like to go,”

Schuchart said. “Now we can actually build it into a system and

have that system take into consideration driver needs and help

boost their pay, get them home, and on time in a more effi cient

manner. You have to have partners that are singularly aligned

to that.”

As technology progresses and becomes more integral to

everyday business, it’s important to make sure your fl eet is

prepared.



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TAKING

THE LEAD

Foreword and Interview by Linda Garner-Bunch

You can truthfully say that Karen Smerchek was born

to lead in the trucking industry: Her father founded

Wisconsin-based Veriha Trucking in 1978 with just

a single truck. Today Verchek leads that company

as owner and president. As of March, she is also

chairman of the board for the Truckload Carriers

Association (TCA). She’s made history as the first

woman to lead the association. But after even the

briefest conversation with Smerchek, it’s quickly

apparent that she’s completely focused on continuing

TCA’s mission of strengthening the trucking industry

and advancing viable solutions to issues such as

drug testing, truck parking, emissions control and

countless others. Turn the page to find out more

about Smerchek and her goals for TCA.



From left: TCA Chairman Karen Smerchek meets with Jim Ward, the association’s president, and Zander Gambill, vice president of membership outreach.

Good afternoon, Karen, and congratulations on being

appointed chairman of the board for TCA.

Thank you, Linda. I am truly honored to step into the role as chairman

of TCA. This organization has been instrumental in my growth as a leader

in trucking, and I look forward to working with my peers to address critical

industry challenges.

You served as first vice chair for TCA’s board of directors

with outgoing chairman John Culp. Do you have any thoughts

to share about his tenure as chairman?

John Culp is a tremendous leader in our industry. It’s truly been an honor

to work alongside him and get to know him through our years together as

TCA offi cers. John has a deep understanding of the truckload industry, and

he’s always willing to share his knowledge. I learn something new every

time I have a conversation with him! He has done a tremendous job for the

organization — and for the entire trucking industry.

For members who haven’t had a chance to get to know you

yet, please share a little about your background in the trucking

industry.

My dad founded Veriha Trucking in 1978 with just one truck — so you

could say I grew up in the industry. All four of us children were given the

opportunity to join the family business, and both my brother and I felt the call

to trucking.

I returned to the family business in 2005 and have been here ever since.

I often joke that I’m more like the third generation than the second — as the

youngest of the four kids, my brother was already running the business while

I was away at college and working in public accounting.

Since returning, I’ve held a “smorgasbord” of roles. With a background

in public accounting, I naturally started in the accounting department. From

there, I worked my way through operations and customer service, gaining a

well-rounded perspective of the business. In 2010, I stepped into the role of

company president.

Tell us about your journey with TCA. How has it shaped

your career?

I attended my fi rst TCA conference at age 21, when I was a junior in college.

I wanted to learn the industry and fi nd ways to apply the skills learned in my

college classes to the real world. I attended a lot of educational sessions, and

I truly enjoyed the conference. For me, some of the most interesting sessions

during that fi rst conference were about succession planning.

Being a part of TCA has helped shaped who I am in the industry. Interacting

with others in the industry and sharing ideas has made me challenge my own

thoughts and goals and helped me grow.

What goals do you have for TCA over the next year?

My top goal will always be the same: To continue TCA’s mission of

advocating for policy improvements that will benefi t the truckload industry.

From predatory towing and truck parking to hair follicle testing and

sustainability, TCA remains focused on advocating for policies that support

our carriers and professional drivers.

I believe trucking thrives when we invest in our people, our safety and our

industry’s future. Stepping into the role of TCA chairman, I’m committed to

ensuring that carriers and drivers have the tools, policies and support needed

to succeed — from regulatory reform and infrastructure improvements to

driver job satisfaction and fi nancial sustainability.

SEE CHAT, PAGE 30





CHAT, FROM PAGE 28

TCA will continue its advocacy efforts on Capitol Hill. In addition, we

have a responsibility to provide resources that help carriers thrive in any

economy. The trucking market has been soft for many months now, and we

are working to help carriers continue through and be nimble in this economy.

What do you see as the most important issues facing

trucking in 2025?

Hair follicle testing, driver retention, truck parking expansion, predatory

towing and legal tort reform — there is so much going on with advocacy

and with the lawmakers in Washington, D.C., that it’s hard to keep up! To me,

allowing the results of hair follicle tests in the Clearinghouse is just common

sense, and it’s been hung up for a decade. It’s time to push it through and

move on to the next problem.

Of course, the IIJA and Highway Reauthorization Bill are top of mind for

the entire industry, and safe parking for commercial drivers remains a top

issue. But all infrastructure projects require funding. Where’s that money

going to come from? Now is the time to resolve questions like this.

Also, even though the industry has been given a reprieve of sorts on the

emissions front, we continue to work toward practical sustainability. Together

with other industry stakeholders in the Clean Freight Coalition, we are

promoting achievable environmental goals for the trucking industry.

Finally, one thing I’m super passionate about is the need for legal tort

reform. The discussion has always been that this needs to be done at a

state level, and there are a few states that have done so. But it needs to be

addressed at the federal level. Our drivers are traveling on both federal and

state highways. When any driver is on a public roadway they take a risk, but

when an incident involves a commercial truck, the burden of responsibility all

too often falls on the truck driver or carrier.

One of the biggest benefits of TCA membership is the

opportunity to gather with other industry stakeholders to

discuss strategies, current regulations and other issues at

meetings, conferences and other events. What’s coming up?

TCA offers very valuable resources for its members, from online

educational opportunities to in-person events.

This year, the annual Safety & Security Meeting is June 8-11 in Louisville,

and the Refrigerated Meeting is set for July 16-18 in Colorado Springs. I look

forward to these meetings every year. Both provide a substantial benefi t

for our members, from learning sessions to information about regulatory

changes, professional and social networking, and more.

In September, we will be returning to Capitol Hill for TCA’s annual Fall

Business Meetings and Call on Washington. This is a chance for members to

make their voices heard. Members of Congress need to hear from those in the

industry; they need to hear fi rst-hand about the pain motor carriers endure

based on common laws. I strongly encourage every TCA member to consider

taking part this year.

You mentioned TCA’s online educational opportunities.

Please elaborate just a bit.

TCA is committed to empowering its members through education and

My top goal will

always be the same:

To continue TCA’s mission

of advocating for policy

improvements that will benefit

the truckload industry.’”

— Karen Smerchek

TCA CHAIRMAN

providing the tools needed to succeed. We are working to expand industry

education, and I encourage fl eets to participate in the association’s

benchmarking and leadership programs.

TCA’s leadership series and other management programs help carriers

develop effective leadership skills. This improve decision-making, team

management and overall operational effi ciency.

Specialized safety programs like “Fundamentals of Safety Management”

equip safety professionals with the tools and knowledge needed to build

strong safety cultures and improve a carrier’s overall safety performance.

All of our offerings help support TCA’s fi ve core values:

1. Improve the driving job;

2. Enhance roadway safety;

3. Boost fi nancial sustainability;

4. Promote environmental stewardship; and

5. Elevate the image of the trucking industry.

TCA stays ahead of the curve, providing education on emerging

technologies, regulatory changes, and industry trends, ensuring carriers

can adapt to the evolving landscape. In essence, TCA’s educational and

certifi cation offerings provide motor carriers with the knowledge, skills, and

resources they need to operate safely, effi ciently, and successfully in today’s

competitive trucking industry.

As we close, do you have any thoughts to share with TCA

members and prospective members?

My message to members is simple: Get involved in some way, shape

or form! There are so many opportunities for growth. Right now, the freight

market is still soft — and it has been for far too long. But this is when you

need to connect with your peers and work together to build strategies for

success.

If you’re not currently a TCA member, I encourage you to take that fi rst

step and join us. The small amount of dues carriers pay for membership is

returned tenfold through the opportunities for growth and success.

Thank you for your time, Chairman. It has been an honor

visiting with you, and I look forward to our next conversation.




TALKING TCA

inside

out

Claire Girard

thrives as TCA’s

marketing

coordinator

By Dana Guthrie

With a zest for life and a passion for her work, Claire Girard,

who serves as marketing coordinator for the Truckload

Carriers Association (TCA) is uniquely qualified to spread

the voice of truckload throughout the industry.

Girard grew up in Alexandria, Virginia, and graduated from Virginia

Tech in 2024. Her studies there — marketing management with a

minor in organizational leadership, with a focus on digital market

strategy — formed the foundation for her future with the association.

From running TCA’s social media accounts to coordinating press

releases, Girard has a wide-ranging number of responsibilities. One

of her favorites, she says, is helping with the TCA Highway Angels

program. Begun in 1997, the program honors professional truck drivers

(nearly 1,400 to date) for showing exemplary courage, kindness and

courtesy while on the job.

“I love being able to recognize the professional drivers and the

amazing things that they do,” she said. “Some of the stories are just

incredible.”

Another component of her job is working with the rest of the team

to plan and host TCA’s annual convention. This year’s convention,

which was held in Phoenix March 15-18, was her first, and it was an

unforgettable experience.

“I would say my favorite parts (of this year’s convention) were TCA’s

Professional Drivers and Highway Angels of the year awards,” Girard

said, adding that she worked closely with both programs.

Seeing it come together and getting to meet the drivers, their

supervisors and people from the companies I’d been coordinating with

was really nice,” she said. “It was great to see them recognized and

get their stories out there. The audience was so appreciative of all their

stories. That was definitely my favorite part.”

Girard says she’s also excited to welcome Karen Smerchek,

president of Veriha Trucking Inc., as the first woman to ever serve as

TCA’s chairman of the board.

32 Truckload Authority | www.truckload.org TCA MAY/JUNE 2025

“I know Karen’s going do an amazing job as the first female

chairman of TCA and I think that’s really a great thing,” she said.

Outside of work, Girard has many hobbies, from reading to

traveling, exercising and spending time with friends.

“I’m a huge reader, and I love reading,” she said. “I read all

different sorts of genres, mostly fiction.”

In addition to spending time with friends and traveling together,

she enjoys spending time with her family, which includes Max, a

West Highland white terrier.

“I love taking my dog on walks; taking him into the dog park. I

honestly spend a lot of my time doing that,” she said.

“I spend my time with my family and my friends and love reading

and listening to music,” she continued. “I love going on walks. I love

going to the gym. I take a walk basically every day at lunch and

then, you know, go to the gym most days. It’s just fun and enjoyable

for me to have me time.”

Girard counts herself fortunate to have found her role with TCA.

“It’s a small company, but I think it’s impressive how many roles

people take on,” she said. “That’s what helps it feel more close-knit,

because you’re working with everyone to get the job done.

“In some bigger companies, there are different departments and

divisions, (and people) may not interact much with one another,”

she continued. “But at TCA, I speak with everyone on a daily basis.

Everyone is always willing to help and willing to answer questions

and get the job done — whatever it takes.”

She says TCA has an

amazing staff, which

has helped her embrace

the organization and

its mission. Association

membership offers valuable

resources, and she

wants to share it with

everyone in the trucking

industry.

“You’re going to learn

a lot” she said, adding

that she began her role

with very little knowledge

of trucking.

“I had an internship in the past that was a nonprofit, but it wasn’t

related to trucking or the transportation industry at all,” she said.

I’ve learned so much in just a few months working here! It really

changes your perspective on walking into a grocery store,” she said.

“You see everything on the shelves and know that every single

item in that store has once been on a truck,” she continued. “You

realize how important that is and how trucking is such a big part

of our country.”

QUESTION

ANSWER

Q. What is your guilty pleasure?

Candy, especially anything sour.

Q. What is your greatest challenge as a

professional?

Second-guessing myself.

Q. What is something you would never wear?

A Dallas Cowboys jersey.

Q. Do you have a phobia?

Not really … but snakes creep me out.

Q. If you could be summed up in one word, what

would it be?

Cheerful.

Q. What goal do you have that you have not yet

achieved?

To visit more national parks, especially Glacier and Yosemite.

Q. What was the last movie you saw?

“Mamma Mia!”

Q. What was the last book you read?

“The Women” by Kristin Hannah.

Q. What is your favorite song?

I would say my current favorite is “Re: Stacks” by Bon Iver.

Q. If you could invite four people, living or dead,

to a dinner party, who would you invite?

Barack Obama, the Dalai Lama, David Attenborough, Taylor Swift.


TALKING TCA

Truckload 2025: Phoenix

More than 1,250 trucking professionals and 140 exhibitors swarmed the Phoenix Convention

Center March 15-18 for the 2025 Truckload Carriers Association convention. In addition to

annual committee meetings, educational sessions and informative roundtable discussions,

the event offered plenty of opportunities for fun and fellowship. Activities ranged from

a casual block party to a casino game night and a private concert by the Gin Blossoms.

This year’s speakers included Bob Costello, chief economist for the American Trucking

Associations, mentalist/magician Oz Pearlman, innovator Jeremy Gutsche and others.



TALKING TCA

TCA’s 2024

Highway Angels

of the Year

DRIVERS FROM MELTON,

MERCER, AND TRIPLE

EIGHT HONORED FOR

HEROISM ON THE JOB

During the Truckload Carriers Association’s (TCA) 2025 Annual

Convention in March, three professional drivers received

standing ovations as they were honored as TCA’s 2024

Highway Angels of the Year.

Since 1997, TCA’s Highway Angel program has recognized

professional truck drivers who have gone above and beyond in

helping others while on the job. From each year’s recipients, one is

selected as Highway Angel of the Year because they best embody the

spirit of the program.

Each driver has displayed extraordinary courage and courtesy on

the job, and each will receive a complimentary EpicVue satellite TV

package, which includes a 24-inch fl at-screen TV, a DVR and a oneyear

subscription to over 100 channels of DIRECTV programming,

including premium channels such as HBO, Cinemax, Showtime and

the NFL Sunday Ticket.

JASON CORINO

On November 29, 2023, Jason Corino, a driver for Melton Truck

Lines, was driving on U.S. 491 in Cortez, Colorado, when he witnessed

a road rage incident escalate when a car was pulled over by the police.

As he approached the scene, the suspect emerged from the car

and opened fi re on the offi cer. Without hesitation, Corino slammed on

his brakes to stop traffi c behind him, potentially saving lives. He also

captured the entire incident on his truck camera, which later became

crucial evidence in the investigation.

Tragically, the offi cer succumbed to his injuries, and the suspect

was later fatally shot in a confrontation with law enforcement.

Corino’s bravery and quick thinking helped save lives and made him

a valuable witness in the investigation — and a true Highway Angel.

MICHAEL DORSEY

Michael Dorsey, who drives for Mercer Transportation, was

loading his fl atbed truck at an industrial park in Erwin, Tennessee, on

September 26, 2024. Floodwaters caused by Hurricane Helene were

rising rapidly, and a nearby river swelled dangerously.

Dorsey allowed 10 people to take refuge on his trailer. As the

fl oodwaters overtook the area, Dorsey and his passengers were

Daljit Sohi, left, Jason Corino, right, and Michael Dorsey, not pictured, were honored as

TCA’s 2024 Highway Angels of the Year.

forced to cling to the trailer, which was eventually separated by the

current. Despite being knocked unconscious, Dorsey’s determination

to survive led him to save six lives. His selfl essness and bravery in the

face of disaster make him a true hero.

DALJIT SOHI

Daljit Sohi, a driver for Triple Eight Transport, was honored for going

above and beyond in an act of kindness and generosity.

On November 29, 2024, while traveling from Banff to Salmon Arm

in western Canada. Sohi noticed a woman unknowingly drop her

purse at a rest stop while tending to her child. Inside the purse was

$1,100 in cash, a gold chain, and other important personal items.

Without hesitation, Sohi retrieved the purse and followed the

woman and her family for three hours in an effort to return it. When

he fi nally caught up with them and returned the purse, the woman

offered him a reward, which he humbly declined.

Sohi’s selfl ess actions in returning the purse with everything

intact demonstrate his generosity and kindness, making him a welldeserving

TCA Highway Angel of the Year.


BEST

of the

BEST

Jon Archard, vice president of sales at Love’s Travel Stops (far left), and José Samperio, vice president and general manager of North America on-highway at Cummins

Inc. (far right), fl ank TCA’s fi ve 2025 Drivers of the Year during the March 18 awards ceremony.

FIVE RECEIVE TOP HONORS AS 2025 TCA

PROFESSIONAL DRIVERS OF THE YEAR

Five drivers have been named 2025 Professional Drivers

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

The drivers were announced and celebrated by sponsors

Cummins Inc. and Love’s Travel Stops during the closing

banquet of TCA’s Annual Convention.

This year’s honorees include:

• Perry Carter, Cargo Transporters

• Walter Jackson, Landstar

• Scott Lindsey, Cheema Freightlines

• Gerald Rhoden, Stevens Transport

• Toby Wallis, Freymiller

Chosen from a competitive group of nominees, these drivers

were recognized for their outstanding contributions to the

trucking industry, their unwavering commitment to safety, and

their exceptional leadership both on and off the road. Each driver

received $20,000 and was greeted with a standing ovation

during the awards ceremony.

These drivers have made signifi cant impacts within the

trucking industry and their communities. Their stories of

resilience, dedication to safety, and service to their local areas

serve as inspiration to others in the profession. To learn more about

their individual journeys, visit TCAProfessionalDriversoftheYear.

com/Stories.

“Receiving this prestigious recognition is a refl ection of

the dedication, professionalism, and hard work these drivers

show every day,” said Jon Archard, vice president of sales at

Love’s Travel Stops. “These drivers embody the core values

that we at Love’s hold dear, and we’re proud to support them

as they continue to motivate and inspire others in the trucking

community.”

José Samperio, vice president and general manager of North

America on-highway at Cummins Inc., also expressed pride in

the event.

“We are honored to sponsor this recognition and highlight

these exceptional drivers who are the backbone of our industry,”

he said. “Their commitment to excellence on the road and their

impact on their local communities are truly lasting.”


TALKING TCA

WHAT’S NEW @TCA

The Elevate Young Leadership Program’s Class of 2025 was presented to association members during the 2025 Annual Convention.

15 SELECTED FOR 2025 ELEVATE PROGRAM

During Truckload 2025: Phoenix, The Truckload Carriers

Association introduced 15 young transportation executives who

have been selected for the 2025 TCA Elevate Young Leadership

Program.

The Class of 2025 is made up of TCA carrier, school, and

associate members.

This year’s participants were chosen from a very competitive

and large group of applicants by a judging committee of TCA

members.

Designed to empower and nurture the leaders of tomorrow,

Elevate offers a unique opportunity for young professionals

to engage with each other and industry mentors, further their

trucking knowledge and thrive in their careers.

“A big congratulations to this impressive group of young

transportation professionals for being selected to the second

Elevate class,” said Zander Gambill, TCA’s vice president of

membership outreach. “Last year’s inaugural year for Elevate

was a big success, and this 2025 class, along with the upcoming

program, will continue to build on that success.”

MEET THE ELEVATE CLASS OF 2025

• Abby Ryan, Crawford Trucking

• Abigail Snively, Cummins Inc.

• Addison Stout, Grand Island Express

• Bo Sharp, Sharp Transportation Inc.

• Cameron Pace, Cowan Systems, LLC

• David Wheeler, MCK Trucking Inc.

• Delaney Rae, Drivers Legal Plan

• Jackie Labby, Trailiner Corp.

• Kendall Glover, Focus Solutions Inc.

• Kennedy Alvarez, Melton Truck Lines

• Matt Richardson, KRTS Transportation Specialists Inc.

• Reagan Seymour, Kriska Holding Limited

• Samuel Messick, Prime, Inc.

• Scott Hill, Hill Brothers Transportation

• TJ Bennett, RE Garrison Trucking Inc.

The Elevate TCA Young Leadership Program, sponsored by

Tenstreet and Drivers Legal Plan, includes a mix of in-person

meetings, assigned projects, educational programming as well

as six virtual meetings throughout 2025.


WHAT’S NEW @TCA

LIBERTY LINEHAUL,

NUSSBAUM EARN HONORS

FOR FLEET SAFETY

The closing banquet of Truckload 2025: Phoenix culminated

with the announcement of the grand prize winners of the 2024

TCA Fleet Safety Awards, sponsored by Great West Casualty

Co. and Assured Partners.

In the small carrier division (total annual mileage of less

than 25 million), Liberty Linehaul West of Montebello, California

took the grand prize. Hudson, Illinois-based Nussbaum

Transportation earned top honors in the large fleet category

(total annual mileage of 5 million or more).

Liberty and Nussbaum demonstrated that they had

exceptional safety programs and impressive accident

frequency ratios over the last year. Both companies, as well

as all carriers that placed in the Top 3 of their mileage-based

divisions, will be recognized again during TCA’s 2025 Safety

& Security Meeting, scheduled for June 8-10 in Louisville,

Kentucky.

For more information about TCA’s Fleet Safety Awards, visit

truckload.org/fleet-safety.

Liberty Linehaul (top) and Nussbaum took top honors in the 2024 Fleet Safety Awards.


WHAT’S NEW @TCA

TCA’S NEW ONLINE LEADERSHIP SERIES

PROVIDES ESSENTIAL STRATEGIES

Looking for practical ways to approach everyday business challenges

and make your company successful? TCA’s Online Leadership

Series, launched in April, is here to help — and it’s not too

late to join!

The hybrid program includes an online course as well as live

virtual sessions with curriculum geared toward current and aspiring

trucking professionals. Each session is carefully crafted to

cover topics essentials for effective leadership.

Sessions are guided by seasoned experts who have extensive

experience in diverse industries and bring a wealth of knowledge,

insights and practical strategies to approach everyday business

challenges.

LIVE SESSIONS

The live programming includes six one-hour webinars:

• Navigating the AI Revolution: A Guide for Trucking Professionals

(April 22, 2025)

• Predatory Towing (May 27, 2025)

• Shielding Your Fleet: Cybersecurity Best Practices (June 10,

2025)

• Decoding FMCSA Regulations (July 22, 2025)

• Greening Your Fleet: Equipment Strategies for Reduced

Emissions (August 21, 2025)

• 2025 Legal Landscape (September 16, 2025

If you’re not able to attend every webinar, don’t worry: Participants

will receive a link to the recorded live content.

ONLINE COURSE

The online course, which learners can complete at their own

pace, contains recordings and additional resources from our inaugural

series including:

• Technology from the C-Suite

• Supply chain analytics: strategic insights

• Creating a culture of safety

• Essential trucking & logistics legal considerations

For more information, visit truckload.org/leadership-series.

NATMI DELIVERS ESSENTIAL

CERTIFICATIONS FOR SAFETY PROS

Are your safety and maintenance teams

fully certifi ed? Are they familiar with the

latest regulations and best practices?

The North American Transportation Management

Institute (NATMI) offers internationally

recognized, university-accredited training

and professional certifi cation for truck

and bus fl eet management professionals.

NATMI’s truckload-specifi c certifi cation

program is designed to educate safety and

maintenance professionals and keep them

up to date in their given fi eld. Categories

include:

• Certifi ed Director of Safety

• Certifi ed Safety Supervisor

• Certifi ed Driver Trainer

• Certifi ed Director of Maintenance/

Equipment

• Certifi ed Supervisor of Maintenance/

Equipment

• Certifi ed Cargo Security Professional

RECERTIFICATION PROGRAM

The goal of the recertifi cation program is

to help ensure that previously certifi ed professionals

maintain their credentials. The

recertifi cation program requires 30 points

over a three-year period, based upon the applicant’s

certifi cation date.

TCA members can also earn points toward

NATMI certifi cation renewal by participating

in association programs, including industryspecifi

c courses, live webinars, online training

and in-person meetings.

NATMI is an institute of TCA and is accredited

by the University of Denver Transportation

and Supply Chain Institute.

For more information, visit truckload.org/

natmi-certification-renewal. You can also

contact NATMI directly through its website,

natmi.org, or reach out to TCA’s director of

education, Elizabeth Nicholson, at enicholson

@truckload.org with any questions.


WHAT’S NEW @TCA

CHECK OUT TCA’S

FUNDAMENTALS OF

SAFETY MANAGEMENT

Are you committed to building a robust and effective

safety program for your trucking operation? Do you want

to ensure your team is equipped with the latest knowledge

and best practices in safety management?

TCA presents the Fundamentals of Safety Management.

This comprehensive online program is designed to empower

those responsible for safety in your company, from

new employees to dispatchers, fleet managers, drivers

and safety personnel. Everyone can learn — or refresh

what they’ve already learned.

The program delivers essential knowledge and actionable

insights and tools that can immediately be applied

to a carrier’s safety program. Participants will master the

core principles of safety management and cover critical

topics, including regulatory compliance, risk assessment,

accident investigation and driver training.

The flexible online format allows participants to access

course materials and complete modules at their own

pace.

Currently the Fundamentals of Safety Management includes

five one-hour learning modules:

• Introduction to FMCSA Safety Regulations

• Hours of Service

• DOT Drug Testing Protocols

• Creating the Driver Qualification (DQ) Profile

• Driver Dispatch

Five more modules will be available in the coming

months:

• Accident Protocols and Procedures

• Safety as a Leadership Role

• Carrier Operations 101 and the Safety Relationship

• Driver Orientation/Onboarding

• Medical Regulations and Qualifications

Questions? Contact Elizabeth Nicholson, TCA’s director

of education, at enicholson@truckload.org or visit

truckload.org/fundamentals-of-safety-management.

Truckload Carriers

Association

TCA MAY/JUNE 2025 41

WHAT’S NEW @TCA

CHECK OUT TCA’S SMALL CARRIER UNIVERSITY

TCA’s 12-month Small Carrier University

program is designed to help small carriers

improve operations, maintenance, safety

and more. It includes virtual sessions,

more than 40 hours of online content and

a special conference session — in addition

to free access to the Online Leadership

Series (see Page 40).

• Virtual meetings: The program includes

a total of fi ve virtual meetings, held

every six weeks. Each meeting will be led

by a truckload profi tability consultant. Additionally,

the consultant will continue conversation

and guidance between sessions.

• Online educational modules: More

than 40 hours of educational content can

be found on TCA’s online learning center.

Participants can access this material any

time during the 12 months and work at

their own pace.

To be eligible for the programs, carriers

must operate fewer than 99 total power

units across all modes. Each enrolled

company will receive fi ve seats in the program.

Each cohort will include a variety of

haul modes and will include no more than

15 carriers.

STUDENT COMMITMENT

To successfully complete the program,

students must fi nish the online modules

and attend no less than three virtual

90-minute sessions. Virtual Class sessions

are scheduled for:

• Wednesday, June 4, 2025

• Wednesday, August 6, 2025

• Wednesday, October 1, 2025

• Wednesday, January 7, 2026

• Wednesday, February 18, 2026

For information, contact TCA’s director of

education, Elizabeth Nicholson, at enicholson@truckload.org

or visit truckload.org/

small-carrier-university.



TALKING TCA

TCA

Highway Angels

T

he Truckload Carriers Association (TCA) has recognized professional truck drivers

Jason Holmes, Donovan Collins and Matt Harris 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 1,400 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.

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

JASON HOLMES

Prime Inc.

Springfi eld, Missouri

Jason Holmes of Phoenix, who drives for Prime

Inc., is honored for stopping to help following a deadly

accident.

At about 4:30 p.m. on January 12, 2025, Holmes

was driving on Interstate 71 in Delaware County, Ohio,

when he saw a crash.

State troopers say a black Hyundai Tucson was

heading north on I-71. The driver reportedly lost

control of the vehicle, veered across the median,

overturned, struck the median cable barrier and then

hit a Chevrolet Silverado pickup truck traveling in the

southbound lanes head on.

Holmes was traveling in the center lane. He says

he saw the Hyundai come to rest in the middle of the

southbound lanes, while the Chevrolet slid off the left

side of the highway after the impact.

“It was horrible — extremely horrible,” Holmes

said. “With the condition of the car that rolled, I knew

it was gonna be bad.”

He quickly pulled over to the shoulder to assist. A

girl, later determined to be age 12, had been ejected

from the Hyundai. He fi rst ran to her.

“She was fi ne. She just had scrapes and some

bruising,” he said. He stayed with the girl until a nurse

came upon the scene and

stopped to help.

Holmes then went to

the Hyundai. He says the

driver was already dead,

and his fi ance — the

mother of the girl who was

ejected from the vehicle —

had sustained extensive Jason Holmes

injuries.

“She was in bad shape,” he said.

At the crashed pickup truck, Holmes and a few

U.S. Army personnel, who also happened upon the

accident, worked together to pry open the driver’s

side door. The driver had suffered major injuries to his

arm and leg.

“He had two bones sticking out of his right leg,”

Holmes said. “On his left arm, the wrist was just

hanging.”

Holmes helped the military personnel get the driver

out of the vehicle and laid him on the ground to wait

for emergency personnel.

He then moved to the passenger side of the truck

and pried that door open.

Though the young man in the passenger seat did

not sustain substantial injuries, his legs were trapped

under the dashboard. Holmes kept the young man

calm and waited with him until emergency crews

arrived.


DONOVAN COLLINS

Dedicated Transportation Solutions

Greenville, South Carolina

On February 11, 2025, Donovan Collins of Deport,

Texas, was driving along Interstate 30 in the rain when

he came upon an overturned vehicle in the middle of

the lane. The vehicle was completely dark, with no

lights on.

Collins managed to maneuver around the vehicle

before stopping safely, activating his hazard lights and

calling 911.

“I saw him about 30 yards out,” he said. “I barely

scraped past him.”

Collins, who is a Navy veteran, quickly ran to the

wrecked car.

“I ran over with a fl ashlight to see who was in

the car,” he said. “A guy

was just lying there, not

moving.”

He pulled the driver

to safety, removing him

from harm’s way as he

spoke to the 911 operator.

He then performed CPR

on the crash victim until Donovan Collins

emergency responders

arrived.

“I stopped because I know what it’s like to be in an

accident and have no one stop to help,” said Collins,

who himself has been in accidents where no one

stopped to render aid. “Everyone else was driving by

like they didn’t have a care in the world.”

Collins drives for South Carolina-based Dedicated

Transport Solutions.

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

MATT HARRIS

ABF Freight

Fort Smith, Arkansas

At about 8:30 p.m. on February 18, 2025, Matt

Harris of Ione, California, was traveling southbound

on Interstate 5 in Lakehead, California, when he

came upon a tractor-trailer that had been in an accident

and was in flames.

“I saw a glow on the horizon,” said Harris, a

driver for ABF Freight who’s been driving the same

route since 1994.

“It was the truck that was on fire,” he continued.

“I came around the bend, and there was fire in the

slow lane and diesel fuel all over the slow lane.”

He pulled over onto the left shoulder of the highway,

grabbed his fire extinguisher and worked to

contain the blaze until the fire department arrived

on scene.

Evidently, the driver

of the truck had crashed

into the guard rail, but he

had exited the crashed

truck without injury.

“The driver of the truck

was freaked out; he was

in shock,” Holmes said.

Matt Harris

“The tires were on

fire, so I put that out, and

then underneath the fuel tank,” he continued. “I put

out the most critical parts of the fire, by the fuel

tanks, before my fire extinguisher ran out.”

Harris has been driving a truck since 1988. He

says he’s seen his share of accidents on the road.

He stops because he hopes others would do the

same for him if he were in trouble.

“Do unto others — the Golden Rule,” he said.

“That’s it.”

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

SPECIAL THANKS TO

PRESENTING SPONSOR

AND

SUPPORTING SPONSORS


The Truckload Carriers Association

welcomes carriers and associate members

that joined in February and March 2025.

Atlantic HR Solutions

Chubb Group

DAT Freight & Analytics

DataHAUL

HUB International

Kenco Management Services LLC

M.C. VanKampen Trucking Inc.

Orbital Installation Technologies LLC

Precision Motion Health

Pro-Vision Video Systems

QRC Logistics

Sage Software Inc.

Sustainable Workplace Alliance

Tramcor Corp.

Trucker Path Inc.

University of Central Arkansas

DON’T MISS TCA’S BEST

PRACTICES SUMMIT!

The Truckload Carrier Association (TCA) will hold its first TCA Profitability

Program (TPP) Best Practices Summit June 3-4, 2025, at McLeod Software’s

headquarters in Birmingham, Alabama.

This exclusive event brings together top-performing carriers from across

TCA’s benchmarking groups to share their success stories and strategies

for operational excellence.

Through engaging panel discussions — covering topics from financial

management to safety and risk — participants will learn how their peers

have leveraged the TPP to improve every facet of their businesses.

Panel discussions include:

• Maintenance and equipment

• Safety and risk management

• Operations

• People Management/human resources

Whether you’re focused on refining operations, enhancing people

management, or optimizing your maintenance and equipment practices,

this is your opportunity to broaden your knowledge and learn directly from

the industry’s best.

For more information or to register, visit truckload.org/events/tppbestpractices-summit.

Make your voice

heard on Capitol Hill

Visit truckload.org today to

fi nd out how the Truckload Carriers

Association can help your company

succeed and grow.

COVER PHOTO

Karen Smerchek:

Photo courtesy

Truckload Carriers Association

ADDITIONAL PHOTOGRAPHY/GRAPHICS

Claire Girard: 30, 31

iStock: 4, 6-7, 10-11, 12, 13, 14, 15, 17, 18-

19, 20-21, 23, 24-25, 40, 41, 42, 44-45, 46

Truckload Carriers Association: 3, 26-27, 28,

34, 35, 36, 37, 38, 39, 44, 45


Truckload Authority - May/June 2025

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