Truckload Authority Archives

Living in faith: NFI’s Howard Robinson practices what he preaches

John Worthen - October 24, 2024

When professional truck driver Howard Robinson isn’t watching the world go by from the cab of his big rig, he’s glimpsing hope in the eyes of prison inmates or praying for his co-workers and their families. At 81, there isn’t much Robinson, who drives for NFI, hasn’t seen or done. Robinson doesn’t look or act like an octogenarian, and his youthful appearance dovetails with his abilities. He can climb in and out of a semi-truck dozens of times a day and crank the fifth wheel handle with ease, as shown in a recent company video chronicling his career. “Whenever there’s a call from the mill at International Paper or if there is word that the paper supply is running low, Howard jumps into action and ensures the customer’s needs are fulfilled without fail,” according to a statement from NFI leadership. That hard work and dedication to his co-workers and company have earned Robinson honors as one of the Truckload Carriers Association’s (TCA) 2024 Drivers of the Year. Robinson is “a shining example of perseverance, professionalism, and safety in the transportation industry,” according to TCA. He first got behind the wheel of a big rig while serving in the Army, and he has been a professional driver for three decades. He began his civilian career with MCO Transport, which was acquired by NFI in 2022. In addition to his dedication to his company and customers, Robinson is devoted to his family and his community. As a man of faith, he works to be a living example of Christ. During his off time, he and his wife, Judy, lead a prison ministry and teach Bible study at a local nursing home. “I got saved back in ’91,” he shared, describing his route to prison ministry, a mission that is dear to his heart. “I went to church,” said Robinson, who says he had several brushes with the law in his younger days. “This man was preaching about it. He said, ‘Well, you (should) take your testimony to the prison.’” Two weeks later, after praying and thinking about the matter, he was back at the same church and decided to minister to inmates in prisons and county jails. He and Judy now lead regular services for inmates. During his time in the Army, Robinson says, he struggled with several addictions — including drugs, alcohol and gambling — at times. He speaks of the prisoners he helps like family, sharing his story of deliverance through his belief in God. “You know, they have their regular chapel there,” he said. “We’ve been doing it for — it’s been, I guess 20, 25 years maybe. But it’s been a joy. Some guys come out (of prison) to become preachers, and some guys go out and come right back (to jail). But that’s between them and God.” Robinson also shares his love of God with his co-workers. “We go to church together sometimes, and he’s always praying for me and my family and my mom. I really appreciate that because I didn’t have that when I was coming up from my dad,” said Daje L., who works as a transportation ops clerk at NFI. “He really came into my life and showed me what a father figure is supposed to look like,” she continued. During his 30 years in the industry, Robinson has achieved a perfect record of zero accidents and zero violations. He stresses the importance of safety at every turn. In 2023, he was a recipient of NFI’s Million Mile Award, and recently he was inducted into NFI’s Haul of Fame. “It’s exciting to have one of our own recognized with such an honor by the TCA. We pride ourselves on safety and our people,” said Brian Webb, president of port services at NFI. “Driving for more than 30 years and over a million miles without any accidents or violations is admirable. Howard sets a great example for all drivers, and we’re proud to have him on our team.” Robinson is described by his co-workers as someone with a radiant personality, never-ending smile and conscientious nature. “He is highly regarded and cherished by his team, customers, management, friends, and family,” notes an NFI statement about Robinson’s Million Mile Award. “Often the first in the yard and the last to leave, Howard is always willing to go the extra mile to ensure the job gets done. “(Howard) has transformed a troubled past and the lives of others through his unwavering commitment to his faith, family, and community,” the news release continues. “This award is a testament to his drive for excellence and paves the way for current and future NFI drivers.” Judy Robinson, reflecting on her husband’s accolades, says she’s grateful to God for being able to spend her life with him and see him succeed. “As our relationship progressed, I just saw the need for it … being a servant for the Lord,” she shared. “I’m just thankful that the Lord took what the devil meant for evil and used it for good.” Robinson is the first to say that he is the man he is today because God saved him. “I mean, the alcohol, the drugs, the carousing and all — God delivered me that day I was saved,” he said. “And then from that day on, I haven’t been the same. “I’ve never pulled a tab on a beer can, a beer bottle, since. I give all the glory to God.”

As presidential candidates spar, trucking industry remains focused on the issues

Bruce Guthrie - October 23, 2024

Back in the 1800s, the term “silly season” was used to describe times when the newspapers, for a lack of any major events, focused on trivial or frivolous matters. Eventually, the phrase was applied to any time “marked by frivolous, outlandish or illogical activity or behavior,” according to Merriam-Webster. This year’s election campaigns might be viewed by some pundits as outlandish, although truthfully, there’s nothing humorous when thinking about the future of the nation. Regardless, there’s no denying that campaigns have been marked by never-before-seen activities and occurrences. The campaign season has been marked by historic events, including the last-minute resignation from reelection by an incumbent president and assassination attempts on a former president and current candidate. That’s not to mention the possibility of the first woman — and one of Black and Indian descent, at that — to occupy the Oval Office. Through all those history-making events, the trucking business remains focused on issues critical to the industry, such as emissions regulations, truck parking, nuclear verdicts and drug testing, just to name a handful. According to most, including Richard Sullivan, partner with the lobbying firm of State Federal Strategies, the issues that are top of mind for trucking are compliance with emissions laws and how to keep drivers safe while parking. According to mandates issued by the Environmental Protection Agency (EPA), by 2032, 40% of all heavy-duty trucks on the roads must be zero emissions. Sullivan said he believes a Harris administration will not only keep those standards but might make them even more stringent, which could influence corporate trucking entities to favor a Donald Trump presidency. As the emissions battle continues, engine manufacturers are working to provide alternatives to the much-touted — and much maligned — battery electric option. While several motor carriers have adopted battery electric Class 8 vehicles for specialized use, such as drayage or local routes, the cost of converting the nation’s entire fleet is staggering. But wait — the internal combustion engine (ICE) may yet prove to be a solution. Engine manufacturers and fuel experts have made great strides in developing ICEs fueled by renewable natural gas. The issue of finding safe, affordable parking for big rigs continues to plague the industry even as consumers continue to buy goods that must be transported across the country. “We live in an Amazon society,” Sullivan noted. “If you go to any apartment complex in Washington D.C., you will see many packages in the pickup lobby. How do you think those packages got there?” The answer, of course, is “by truck.” As the number of trucks on the nation’s highways increases, so does the need for parking. In late June, Congressional leaders announced that $200 million of the House Transportation Appropriations Subcommittee funding bill will be earmarked for truck parking. On July 12, the bill, HR 9028, was placed on the House calendar. This bill directs the U.S. Department of Transportation (USDOT) to provide competitive grants for projects that provide public parking for commercial motor vehicles and improve the safety of commercial motor vehicle drivers. States, metropolitan planning organizations, tribal governments and local governments are all eligible for these grants, which “must be used for projects on federal-aid highways or a facility with reasonable access to such a highway or a freight facility,” according to the bill. In providing grants, the USDOT must determine the following criteria: That there is a shortage of commercial motor vehicle parking capacity in the corridor in which the project is located. That the eligible entity has consulted with motor carriers, commercial motor vehicle drivers, public safety officials, and private providers of commercial motor vehicle parking regarding the project. That the project will likely increase the availability or utilization of commercial motor vehicle parking, facilitate the efficient movement of freight or improve highway safety, traffic congestion, and air quality. That the eligible entity has demonstrated the ability to provide for the maintenance and operation of the facility. According to a USDOT study, 98% of truck drivers say they regularly experience problems locating safe parking. An analysis by the American Transportation Research Institute revealed that the average driver sacrifices 56 minutes of drive time per day in search of a parking space — resulting in $7,105 in lost wages for drivers each year. This new investment in truck parking would build on the progress that has been made through the Bipartisan Infrastructure Law that, which has already allocated funding to build roughly 2,000 truck parking spaces. In addition to providing $200 million for truck parking, the House funding bill addresses a number of other trucking industry priorities, such as strengthening the Safe Driver Apprenticeship Pilot Program and blocking a waiver requested by California that would create a patchwork of meal and rest break rules, something many believe would undermine safety and the supply chain. The bill would also prevent the Federal Highway Administration from moving forward with its proposal to impose greenhouse gas emissions performance measures on state departments of transportation and metropolitan planning organizations. Additionally, the bill would prohibit the implementation of any congestion truck-only tolling programs, such as the one planned by New York City that has now been indefinitely suspended. How will the next presidential administration impact trucking? Time will tell — but for the most part, the trucking industry remains bipartisan, focusing on the issues that truly matter.

Nussbaum’s Clark Reed lands TCA DOY honors by sticking to the fundamentals

Dwain Hebda - September 5, 2024

In the two decades Clark Reed has been behind the wheel, he’s racked up approximately 2.5 million miles, touched all of the 48 contiguous states and graced the pages of multiple industry magazines. He even participated in a Fireside Chat with U.S. Secretary of Energy Jennifer Granholm in 2021. Most people would call that a pretty good career, but for the 60-year-old stalwart, who drives for Nussbaum Transportation, that list doesn’t even scratch the surface of his accomplishments. He’s been recognized in FleetOwner magazine’s list of Top 10 Influencers in Trucking, and earlier this year he was named Truck Driver of the Year by the Illinois Trucking Association. A month after that, he added an even bigger trophy to his case: Reed was recognized as one of five TCA Professional Drivers of the Year for 2024. “I still don’t know how to process all this,” Reed told Truckload Authority. “I’m honored, obviously, and flattered. It’s nice to know that people recognize the work I put into what I do. At the same time, though, I kind of joke that I don’t know what I did to deserve it. I just show up and do my job!” While he’s been behind the wheel for 20 years, Reed has actually worked in the transportation industry for three decades. Those first 10 years, he says, he “drove” a desk doing third party logistics paperwork. Then one day, he looked around … and decided he was tired of staring at cubicle walls and enduring interoffice politics. A career change was in order. “The idea was to drive over the road for a couple of years and then get something more local. But of course, plans always tend to have their own way of working out,” Reed said. “I discovered I actually had a passion for the road, so I stayed out on the road.” After earning his CDL, the native Ohioan drove for several carriers before finding a home at Illinois-based Nussbaum Transportation and the rest is history. Reed credits the expertise of a mentor trainer and a detail-oriented mind as fundamental to his success in the business. “I had a really good trainer, who taught me to pay attention and to sweat the details,” he said. “When you’re driving, you have to pay attention all the time, to every little thing. I’ve always been a detail-oriented person — and I think worrying about the details and paying attention has paid off.” At the same time, Reed is quick to admit that trying to keep a stranglehold on something that has as many moving parts and variables as an 18-wheeler is a recipe for cracking up. Because of this, he says, he discovered another trade secret to longevity: patience. “When I talk to new drivers and they ask me what’s one thing I can share with them, I always tell them, ‘Practice patience,’” he said. “The kind of patience I’m talking about is recognizing everything that’s going on around you, focusing on what you can control and letting go of the rest of this stuff. If you worry about the stuff you can’t control, you’ll drive yourself nuts.” One of the things Reed recognizes is beyond his control is the transformation of culture in the driving community over the past 20 years. The days of drivers gathering around a table at a truck stop and sharing experiences and wisdom with other drivers is rapidly disappearing, replaced by various smartphones, tablets and other entertainment gizmos. “I think that the advent of all these electronics has a lot to do with it,” he said. “Drivers can FaceTime their families at home, or just grab a phone and talk. It’s much easier to stay connected to family and friends. “Before, it was difficult to do, unless you wanted to plug a bunch of quarters into a pay phone or get one of those calling cards,” he continued. “As a result, I think the camaraderie has kind of gone away.” That doesn’t mean there’s a lack of community among drivers, Reed says. “But I will say this, and here’s where it counts,” he said “You may not see them hanging around the counter at the restaurant — but for the most part, if somebody is out there struggling, somebody’s going to jump in there and help them out, especially the older guys. “If somebody’s struggling backing into a hole or getting to a dock or their truck’s broke down or something like that, guys still jump in and help each other out,” he added. Reed finds other ways to connect with his fellow drivers as well, having served as a company training resource for a number of years. He said he enjoys the opportunity to help industry newcomers set out on the right foot, and that the biggest reward he gets is watching one of his students advance in skill and succeed in their career. On that latter point, however, he may not know his own strength. “What I enjoy the most about training is seeing them succeed,” he said. “I’ll tell you a story: At Nussbaum, we have a scorecard that determines what your bonus is going to be. I don’t mean this to sound like a braggadocio, but for the longest time, probably 13 months running, I was ranked No. 1. “Well, I had a student named Mike Cline,” he continued. “I taught him like I teach everybody: Do the job the correct way every time — don’t take shortcuts on your pre-trip, don’t put off these little things you see wrong with your truck, do your planning. Well, Mike took all this to heart and then one day, he actually knocked me off the top of that scorecard! That’s something he reminds me of every time I see him.” At this, Reed lets loose a peal of laughter, tickled at the memory of the student besting the sensei. “I was so happy for him,” he said with a note of fatherly pride. “One, he’s going make more money and two, it shows his hard work and dedication to doing things the right way paid off. It also showed me I was doing my job the right way.” And that’s what it’s all about: Showing up, doing a job and doing it well. This story originally appeared in the September/October edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Proposed marijuana reclassification raises more questions than it answers

John Worthen - September 4, 2024

When the Drug Enforcement Administration (DEA) announced a proposal to reclassify marijuana from a Schedule I to a Schedule III substance earlier this year, it sent puffs of concern throughout the trucking and other transportation industries. The Truckload Carriers Association issued a statement on May 29, noting that the DEA’s proposal “is silent on what impact, if any, the reclassification of marijuana as a Schedule III drug will have on federally mandated drug testing for transportation workers.” Federally certified laboratories offering drug tests to transportation employees, such as truck drivers, are not authorized to test for Schedule III controlled substances. The Controlled Substances Act of 1971 created five Schedules that dictate how a drug is regulated under federal law. Schedule I drugs are subject to the most restrictive controls, while those down the scale are subject to more relaxed rules. To be clear, rescheduling marijuana from I to III would not decriminalize the substance or make it legal for recreational use on the federal level. The DEA’s public comment period for this rule change ended on July 22, and a final ruling will be issued after an administrative judge reviews the matter. As of this writing in mid-August, that review had not been scheduled. Several trucking industry groups have spoken out against the reclassification, as has the National Transportation Safety Board (NTSB), saying they fear reclassifying marijuana would negatively impact highway safety. During a late June hearing, U.S. Transportation Secretary Pete Buttigieg, seeking to calm fears surrounding the issue, said he anticipates that — if the drug is rescheduled — the Department of Transportation (DOT) will maintain the authority to conduct testing of marijuana use by commercial motor vehicle drivers and other safety-sensitive transportation workers. In July, NTSB officials urged the DEA to ensure that any final rule to reschedule marijuana “does not compromise marijuana testing under DOT and Health and Human Services (HHS) procedures applicable to safety-sensitive transportation employees.” Such employees include airline pilots, airline maintenance workers, bus and truck drivers, locomotive engineers, subway train operators, ship captains, pipeline operators, personnel transporting hazardous materials, air traffic controllers and others. According to the NTSB, a safety “blind spot” would be created if the DEA reclassifies marijuana without taking steps to ensure that testing remains within the scope of pre-employment, random, reasonable suspicion, and post-accident drug testing. “Removal of marijuana testing from DOT and HHS drug testing panels for safety-sensitive transportation employees would remove a layer of safety oversight that employers have been managing for decades, and it would prevent DOT and HHS drug testing from acting as a deterrent to marijuana use by those employees,” the NTSB said. “Additionally, the NTSB would no longer have DOT and federal workplace marijuana test results as evidence in our investigations.” During a House Committee on Transportation and Infrastructure meeting in early July, Chris Spear, president and CEO of the American Trucking Associations (ATA), spoke out, saying that, if the trucking industry’s ability to conduct drug testing for marijuana use is restricted, a heightened risk of impaired drivers will threaten the nation’s roadways. “DOT and ATA share the goals of achieving zero highway fatalities and ensuring the commercial driving workforce is qualified to safely operate, which is why we are committed to partnering with DOT to mitigate harmful impacts caused by the potential reclassification of marijuana,” Spear said. Marijuana and alcohol remain the most-often-detected drugs in impaired driving crashes that result in serious or fatal injuries. Between 2000 and 2018, crash deaths involving marijuana more than doubled, from 9% to 21.5%. Immediately following Canada’s 2018 legalization of marijuana, that country’s emergency medical facilities saw a 94% increase in the rate of marijuana-involved traffic injuries. During the same hearing, Rep. Rick Crawford (R-Arkansas), noted that he also has concerns about highway safety. “Mr. Secretary, I think it’s safe to assume that the number of all impaired drivers on our roadways would increase,” Crawford said to Buttigieg. “Can you speak to what your department is doing to ensure that transportation workers in safety-reliant positions can continue to be tested for marijuana use if this proposal goes forward, and how your department plans to address transportation safety in light of (the Department of Justice’s) ruling?” Buttigieg replied that his agency’s understanding of the reclassification proposal is that “it would not alter DOT’s marijuana testing requirements with respect to the regulated community. “For private individuals who are performing safety-sensitive functions, subject to drug testing, marijuana is identified by name, not by reference to one of those classes,” he continued. “So even if it was in its classification, we do not believe that that would have a direct impact on that authority.” Industry stakeholders and officials say they hope Buttigieg’s assessment is correct. According to TCA’s statement on the reclassification issue, the proposed decision appears to be spurred by laws enacted by several states that “prohibit employers from taking adverse action against employees for off-duty use, even for safety-sensitive workers.” In other words, workers in these states who lose their jobs for using marijuana while off duty can sue their former employers for wrongful termination and recover damages. “Courts have not decided whether the DOT Drug and Alcohol Regulations preempt these types of state laws, especially considering the regulations allow carriers to send drivers to a substance abuse professional program instead of terminating the driver’s employment,” TCA’s statement noted. “Reclassifying marijuana as a Schedule III drug could create further uncertainty.” In other words, there are currently more questions than answers. This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

All eyes are on truck parking issue as feds work on funding proposals

John Worthen - September 3, 2024

in late June, Congressional leaders announced that $200 million of the House Transportation Appropriations Subcommittee funding bill will be earmarked for truck parking. On July 12, the bill, HR 9028, was placed on the House calendar. This bill directs the Department of Transportation (USDOT) to provide competitive grants for projects that provide public parking for commercial motor vehicles and improve the safety of commercial motor vehicle drivers. States, metropolitan planning organizations, tribal governments and local governments are all eligible for these grants, which “must be used for projects on federal-aid highways or a facility with reasonable access to such a highway or a freight facility,” according to the bill. In providing grants, the USDOT must determine the following criteria: That there is a shortage of commercial motor vehicle parking capacity in the corridor in which the project is located; That the eligible entity has consulted with motor carriers, commercial motor vehicle drivers, public safety officials, and private providers of commercial motor vehicle parking regarding the project; That the project will likely increase the availability or utilization of commercial motor vehicle parking, facilitate the efficient movement of freight or improve highway safety, traffic congestion, and air quality; and That the eligible entity has demonstrated the ability to provide for the maintenance and operation of the facility. In addition to the $200 million for truck parking, the House funding bill addresses a number of other trucking industry priorities, such as strengthening the Safe Driver Apprenticeship Pilot Program and blocking a waiver requested by California that would create a patchwork of meal and rest break rules, something many believe would undermine safety and the supply chain. The bill would also prevent the Federal Highway Administration from moving forward with its proposal to impose greenhouse gas emissions performance measures on state departments of transportation and metropolitan planning organizations. Additionally, the bill would prohibit the implementation of any congestion tolling programs, such as the one planned by New York City that has now been indefinitely suspended. A lack of safe parking has been near the top of industry issues for decades. According to a USDOT study, 98% of truck drivers regularly experience problems locating safe parking. An analysis by the American Transportation Research Institute found that the average driver sacrifices 56 minutes of drive time per day in search of a parking space, resulting in $6,813 in lost wages for drivers each year. This new investment in truck parking would build on the progress that has been made through the Bipartisan Infrastructure Law that ATA championed, which has already allocated funding to build roughly 2,000 truck parking spaces. Hailey Betham, manager for government affairs at the Truckload Carriers Association (TCA), says the group is closely watching the government’s progress on this issue. Aside from the announced funding proposal in late June, the Truck Parking Safety Improvement Act is also working its way through the federal government. If passed, the act would provide $755 million over three years to expand parking capacity. “Currently, there are many variations of the truck parking bill,” she said. “We have The Truck Parking Safety Improvement Act (HR 2367 and S 034), which we hope to see more movement, as the Senate bill currently resides in the Senate Committee on Environment and Public Works, and we are actively trying to garner more co-sponsors to see more movement.” Betham noted that the Senate’s version of the House Transportation Appropriations Subcommittee funding bill does not include this language, noting, “We hope we see the same funds allocated in future revisions of their funding bill.” “If we see the $200 million towards truck parking projects in both FY25 THUD funding bills, this will be a victory for our industry as it is a step forward to seeing more movement for HR 2367 and S 1034,” she said. The legislation has the potential to have a profound impact on the trucking industry. “The need for truck parking is not just important, it’s urgent,” Betham said. “An increase in truck parking will not only prevent road accidents, but also provide safety for our nation’s drivers, especially our women drivers. Drivers will be protected in an area with accessible restrooms and lighting, free from fear even when they sleep through the night.” Like TCA’s Betham, the American Trucking Associations’ president and CEO, Chris Spear, is cheering on the efforts in Washington to create more truck parking. “The severe shortage of truck parking places an enormous burden on truck drivers, who often don’t know if they will be able to find a safe place to sleep when they finish their shift,” Spear said. “This significant investment to expand parking capacity would help alleviate stress on truck drivers, move freight more efficiently, and make the roadways safer for all motorists.” Spear thanked the members of the House Transportation Appropriations Subcommittee “for prioritizing this funding that will benefit truck drivers and our supply chain, and we are especially appreciative of the decisive leadership of Congressman Womack for ensuring this provision was incorporated in the final bill.” This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Inside Out: Amelia Rose traveled the world before finding a home at TCA

Dana Guthrie - September 3, 2024

When Amelia Rose began studying music at Morgan State University (MSU), an historically black university, she found a home and community, along with the chance to pursue her passion. What she didn’t realize at the time was that her career would let her travel the world before bringing her to another home — the Truckload Carriers Association (TCA). “Music is my first love,” Rose said “It keeps me on track to this day. It grounds me.” When preparing to select a college, she was accepted into several schools, including Berkley, but chose MSU because of the sense of community she saw on campus. At MSU, she says, she was able to develop her musical talent while experiencing all the benefits an HBCU has to offer. “I grew up in Maryland, born and raised,” Rose said. “I went to college in Baltimore, so I didn’t go too far. Sometimes I wish I had gone to Boston or something. I enjoyed my experience, and I learned a lot. “It was really big on community and growth, which I really needed at the time,” continued, adding that she wouldn’t trade her time at MSU for anything. Music has always been a focal point of Rose’s life, even as a child. She performs both vocally and as a pianist and notes that music is as much a part of her life as breathing. After graduating from MSU, Rose worked as a freelance music professional before finding herself in a new field. “I kind of fell into a marketing position one summer,” she said. “I was hired to work for Jack Daniels Whiskey as a brand ambassador. It was a lot of fun, and I met a lot of cool people. I worked a lot of amazing events, met celebrities — and that was my first real marketing job.” Rose took advantage of this new opportunity, developing connections that positioned her to work with a number of different brands and travel the world. “I built my experience in event management and marketing, but after a while I realized I wanted something more stable,” she said. “I was hired to work at a window manufacturing company as their home shows and events coordinator. That’s what got me more so to event coordination side. From there, I was hired by the TCA.” As the association’s meetings and events coordinator, Rose works with the senior director of meetings to coordinate logistics for each of the TCA’s three biggest events each year — Truckload, TCA’s annual convention; the Safety & Security Meeting; and the Refrigerated Meeting. “I help set up the meetings and work with the facilitators of our TCA Profitability Program, which we call TPP,” Rose said. “It’s a program we have in-house where we set up best-practice groups comprised of executives from top-performing companies with similar backgrounds and operating strategies to meet and discuss best practices and find solutions for things they might be going through within their companies.” Rose says she loves working with other TCA team members to make sure each event runs smoothly. “My favorite thing about my job is the travel, and I also love the associations members,” she said. “Everyone is just so humble, and down to earth and kind. They are such gracious and welcoming people. It’s been a great experience being here. It’s awesome!” Because her position is very “customer-facing,” Rose says it can be overwhelming at times — but the people she meets make it all worth it. “I genuinely do enjoy the interactions that I have with the people I meet here,” she said. Rose says she believes that she is exactly where she is supposed to be, and she hopes to stay with the TCA for years to come. She says that working with the TCA gives her a sense of community much like the one she experienced back in her college days at MSU. “I enjoy working with the staff here, and like I said before, the members are amazing,” she said. “It’s a great team. We are a small team here, but we are transparent and direct. We get things done.” As for her first love, Rose says she has not forgotten her musical roots. She hopes to give some solo opera performances or participate in some local performance groups, and she plans to get back to the piano as well. “I’m young, but I have an old soul and a wise spirit,” she said. “I feel like I’ve lived many lives and I’ve seen many things, and I think that path of being in tune with the universe and believing in God and trusting your intuition — it’s led me to where I am now.” This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Jim Ward: Championing Excellence in the Truckload Industry

Truckload Authority Staff - September 2, 2024

Written by Truckload Carriers Association President Jim Ward As we find ourselves entering the latter half of an incredibly challenging 2024, it’s important to point out that the Truckload Carriers Association (TCA) leadership and staff recognizes that our members have been operating in a very difficult freight market. To that point, TCA has remained a frugal organization that cares about maximizing value and optimizing our members’ dollars. The landscape of our industry is continually evolving, and with that evolution comes the responsibility to ensure that we provide members with the tools, knowledge, representation and recognition they deserve from their dues. In this edition of the President’s Purview, I am pleased to share some of the initiatives TCA is launching to engage our members and elevate the standards of excellence in the truckload sector. Introducing TCA’s Elite Fleet Awards One of the most significant programs on our horizon is the TCA’s Elite Fleet, a member-driven initiative that seeks to identify, certify and recognize North American truckload carriers as best-in-class workplaces for both company drivers and independent contractors. This is not just another accolade; it is a testament to the commitment of our members who create exceptional workplaces for their driving force. In partnership with the University of Denver’s Transportation & Supply Chain Institute, we have designed a rigorous application process that goes beyond traditional metrics. Through a survey conducted with drivers, office staff and executives, TCA’s Elite Fleet program will highlight carriers that provide exceptional workplace experiences. At a time when driver retention and satisfaction have never been more critical to our industry’s success, recognizing and celebrating those carriers that are setting the standard is essential. The top-scoring carriers will be honored at our 2025 convention in Phoenix, Arizona March 15-18, 2024 — a fitting stage for highlighting excellence in our industry. I am also proud to note that the creation of this program has been a collaborative effort, with input from TCA’s membership and working groups, with the support of our co-sponsors, EpicVue, TruckRight and Samsara. Their involvement underscores the collective commitment within our industry to promote a culture of excellence and driver satisfaction. Empowering C-Suite Leaders with TCA’s Executive Leadership Online Program As we continue to navigate the complexities of the modern trucking industry, the role of leadership has never been more critical. That is why TCA is excited to launch the Executive Leadership Online Program, a series of four one-hour courses designed specifically for C-level executives in the trucking industry. These sessions, which will run from September 17-October 24, bring together some of the most respected voices in the industry to cover topics essential for effective leadership. The courses are tailored to equip our leaders with the knowledge and strategies needed to excel in today’s rapidly changing environment. Topics range from technology insights by FMCSA’s Chief Technology Officer, Pavan Pidugu, to supply chain analytics with Michigan State University’s Eli Broad Endowed Professor of Supply Chain Management Jason Miller, cultivating a culture of safety with industry veteran Don Osterberg, and understanding the legal landscape with experts from Scopelitis. Get Involved: TCA’s Fall Business Meetings and Call on Washington Lastly, I want to personally stress the importance of participation in TCA’s upcoming Fall Business Meetings and Call on Washington, scheduled for September 11-12. These events are more than just meetings — they are truly opportunities to shape the future of our industry. Our Fall Business Meetings provide a platform for members to voice their opinions and contribute to the direction of TCA’s initiatives. It is a chance to engage in meaningful dialogue, collaborate with peers and ensure that the collective voice of our industry is heard when shaping and prioritizing TCA policy for the coming year. The Call on Washington is equally vital. In today’s regulatory environment, direct engagement with policymakers and regulators is crucial. By participating in this event, you have the chance to advocate for the issues that matter most to your business and the industry at large. Whether it is addressing concerns over nuclear verdicts, advancing safety standards, or discussing the latest in technology and innovation, your voice is essential. In closing, I want to reiterate that the strength of TCA lies in its members. Your commitment to moving America safely, your willingness to engage and your dedication to our industry’s future are what make TCA the leading voice of the truckload sector. I encourage you to take full advantage of the opportunities before us, from participating in the Elite Fleet Program and the Executive Leadership Online Program to joining us in Washington this September. Together, we will continue to drive our industry forward, ensuring that it remains a vibrant, dynamic, and rewarding career for all those who are a part of it. This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

TCA Chair John Culp speaks out about current issues in trucking

Linda Garner-Bunch - September 2, 2024

Change of Seasons: An interview with TCA Chairman John Culp Fall is a busy season for the Truckload Carriers Association (TCA) as well as for motor carriers and other industry stakeholders. Shorter days, cooler temperatures and hints of the glorious autumn foliage to come set the stage for September, when the trucking industry and the general public take time out to extend a special word of thanks to the nation’s professional truck drivers. Also in September, TCA’s staff and members converge on Capitol Hill for the association’s fall business meetings and the annual Call on Washington. On a hot, muggy Friday morning in late August, I had a chance to sit down with TCA Chairman John Culp. In addition to visiting about upcoming events, we discussed several critical issues that impact not only members of the trucking industry, but also the nation’s supply, the global economy and the everyday lives of North American residents. Read on as Culp shares his thoughts and insights. Linda: As pretty much anyone with ties to the trucking industry knows, September is traditionally a time set aside to celebrate drivers. While National Truck Driver Appreciation Week actually takes place September 15-21 this year, many carriers plan special events and ceremonies throughout the month. What are some ways employers can show their appreciation to these hard-working men and women? John: National Truck Driver Appreciation Week is a great week and it’s fun to celebrate. I hope that carriers appreciate their drivers every week of the year — but it’s great to have a specific time of the year for companies to host special events and recognize drivers. A lot of carriers, including Maverick Transportation, prepare meals for drivers. These may be buffet-style cookouts, meal cards or to-go meals packaged for drivers whose schedules don’t allow them to attend the on-site events. At Maverick, the company leadership makes a point of visiting our terminals and firing up the barbecue grills. It’s a great way to visit with drivers, answer questions they might have and just tell them, “Thank you.” We also shoot a video every year featuring our non-driving employees celebrating and thanking our drivers for what they do for our company. Some of our customers also enjoy taking part in National Truck Driver Appreciation Week at their shipping locations or at one of our terminals. They know drivers are critical to their success, and they want them to feel appreciated. Many give away hats, travel mugs or other swag. It’s a great way for them to let drivers know they want to be a shipper of choice. As I mentioned previously, I hope the nation’s truck drivers feel appreciated every day of the year. They are not only critical to our nation’s supply chain, but they are also the backbone of our companies. They are our customer-facing representatives with our clients where the rubber meets the road. Linda: That’s a great point! How can companies make sure their drivers know that driver appreciation isn’t just a once-a-year event? John: I believe the best way is through driver engagement in the company. This is vital at all levels of the company, from the corner office to the back office to the safety team — drivers need to know they’re valuable employees. When you’ve got a mobile workforce, like drivers, you have to look at engagement strategies that are different from the ones you use with the office crew. In short, it’s all about communication — and that can be challenging when you don’t have a chance to visit with drivers face-to-face on a regular basis. For in-depth insights from human resources and retention specialists at various sizes of carriers about how to give, check out this story. Linda: In addition to driver appreciation, TCA has some pretty big events planned for September — namely the Fall Business Meetings and the annual Call on Washington scheduled for September 11-12. Are the meetings just for committee and board members, or can anyone take part? John: You do not need to be a member of a committee to attend the committee and board meetings on Wednesday, September 11. At these meetings, we’ll be talking about numerous issues that impact the truckload industry, including cargo theft, truck parking, employee misclassification, EPA emission rules, hair follicle testing, and much more. All of our members are encouraged to take part in helping shape the future of TCA. In addition, during Wednesday night’s reception, attendees will have a chance to hear insights from political analyst Nathan Gonzales, editor and publisher of Inside Elections and political commentator on NBC’s Meet the Press and Nightly News. We also will have our 2023 Professional Drivers of the Year joining us for the meetings and our visits on the Hill. Linda: That sounds like a great initiative, and it’s great that the drivers have a chance to tell members of Congress what it’s actually like out there on the road. The visits to Capitol Hill are the day after the meetings, correct? John: Yes, this year’s Call on Washington is on Thursday, September 12. It’s going to be a great day to be on the Hill! The voice of the truckload industry is gaining momentum in Congress, and it’s because of TCA and its members working to bring important issues to the forefront in Congress. It’s an amazing experience to visit with senators and representatives who help shape the nation’s laws and regulations, and to be able to share with them the goals and needs of the trucking industry. The importance of our industry is not well understood by many of our legislators, and we’re working to increase awareness of the challenges we face and the impact they have on our nation’s economy. Linda: Your mention of regulations brings us to another topic that we’ve visited before — the U.S. Environmental Protection Agency’s emissions mandates and the industry’s response to the pressure. In recent weeks, other industries, and even some U.S. legislators, have voiced opposition to the timeline for implementation. John: That’s true, and if you check out Gloves Off, written by Truckload Authority’s John Worthen, you’ll see an overview of those complaints. It’s important to keep in mind that the trucking industry is not dismissing the issue of pollution caused by emissions. Unfortunately, the public seems to believe we don’t care about the environment. That’s not true at all! Environmental stewardship is important to our industry, and we have made a lot of progress over the past few decades in reducing our engine emissions — and we are continuing to do so. For example, if you compare the emissions of a Class 8 truck manufactured in 1988 to a modern truck, it takes 60 new trucks to produce the amount of emissions caused by just ONE truck in 1988. Even since 2010, manufacturers have made great progress in reducing emissions. However, pre-2010 trucks make up a large percentage of the total trucks on the highway. If we could incentivize fleets and truck owners to replace those old engines with modern, cleaner-burning engines, I believe it would have an immediate — and obvious — impact. The short answer is that EPA’s timeline for implementation is not achievable and needs to be adjusted to allow manufacturers to develop the technology that is needed to meet the mandates. Until then, we need to focus on real-world steps we can take now as a part of a long-term strategy to protect our environment. Linda: Another area of focus lately has been on the budget items noted in the House Appropriation Committee’s bill for fiscal year 2025, which were released back in June. For the most part, I’ve seen positive response from the industry about the items pertaining to trucking. John: Absolutely. There certainly seems to be some movement on issues TCA and other industry groups have been working to raise awareness of, like the truck parking issue. The bill earmarks $200 million in grants for public parking for commercial trucks. If you haven’t already, take a look at this update on predatory towing legislation for more information. It’s too early to say where all that funding will end up, but it’s encouraging that legislators at both the federal and state levels are understanding the need for truck parking. Another issue addressed in the bill — and something that up until now has mostly been addressed on a state-by-state basis — is the issue of predatory towing. This is a very real issue for the trucking industry, and it’s not limited to just exorbitant rates and junk fees. Towing companies and impound lots holding shippers’ cargo hostage and refusing to release it to its rightful owner (which is NOT the trucking company) is another big problem that TCA and others are working to correct. Now, I’m not saying that the towing industry is bad; in fact, it’s an integral part of the trucking industry. And there are a lot of very reputable, very good towing companies. But, as in any area of business, there are bad players, there are bad practices and procedures that need to be addressed. Under the bill, the Federal Motor Carrier Safety Administration (FMSCA) would work to develop guidelines and regulations at all levels of government. It’s a step in the right direction. Linda: Also in June, the National Highway Traffic Safety Administration’s Advisory Committee on Underride Protection filed a report that has caused consternation in the trucking industry. In my understanding, the committee recommends that new and existing trucks and trailers be fitted with side underride guards. What are your thoughts? John: I have not read the report but know that the cost of implementing side underride guards on new and existing trucks and trailers is astronomically expensive — and when compared projected benefits, it is simply not economically feasible to implement. There are many technologies that this money could be used for that can produce a far greater impact on highway safety. We need to make smart economic decisions on how we invest in safety, for the good of the motoring public and for the consumers in our country who depend on efficient transportation of the goods they purchase. (For information about the report and industry reactions, check out this story.) Linda: It sounds like there are a lot of issues on the table right now — all the more reason for TCA members to take advantage of the Call on Washington! But moving on to less “weighty” issues, what are some upcoming programs you’d like to bring to members’ attention? John: We have a couple of big events throughout the year that honor the men and women who have served or are serving in our nation’s military — The Wall That Heals and Wreaths Across America. THE WALL THAT HEALS TCA member carriers, in partnership with the Vietnam Veteran Memorial Fund (VVMF), transport The Wall That Heals to communities for display throughout our country all year. It is a traveling memorial exhibit including a three-quarter scale replica of the Vietnam Veterans Memorial in Washington, D.C., bearing the names of the 58,281 men and women who gave the ultimate sacrifice in Vietnam. The last stop this year will be in Panama City, Florida, November 14-17. Transporting and helping construct The Wall That Heals during its annual tour is an unforgettable experience that involves entire communities, and it honors a group that did not receive proper recognition for many years. If you would like to learn more, check out the VVMF website, vvmf.org. WREATHS ACROSS AMERICA The other event is Wreaths Across America. TCA members have participated in transporting wreaths to veteran cemeteries since 2008. This year the laying of the wreaths will be on November 14. This has been said by others many times before, but it’s true: Freedom has never been free — and it never will be. We should never forget the sacrifices that people have made for our country and our freedom. I’m always proud to see the number of companies that participate in these efforts and that encourage their employees and drivers to take part. And, of course, drivers love working with Wreaths Across America, whether they’re transporting the wreaths to the national cemetery in Arlington or to veteran cemeteries in their own communities. While Wreaths Across America Day comes around once a year, the mission continues all year long. If you’re not already involved in these or other community-service initiatives, I strongly encourage you to do so. In addition to giving back, it’s a great way to promote the image of the trucking industry in the eyes of the public. Linda: I believe our time is nearly up. Do you have any other news you’d like to share with TCA’s membership? John: I do. Our new TCA Elite Fleet program will kick off soon. The program is designed to recognize carriers who offer a best-in-class workplace for drivers and independent contractors in the North American truckload industry. It’s a certification program that will not only recognize the 2025 Best Places to Drive, but will also provide our members companies with opportunities to Improve the job of the professional driver, which is a key component of our membership value proposition. Linda: Thank you, Mr. Chairman. I look forward to our next visit. This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

TCA Driver of the Year James White is a good neighbor both on and off the road

Cliff Abbott - August 30, 2024

There’s no doubt about it: James White is a good neighbor. He can often be found around his Carthage, Texas, neighborhood, greeting neighbors, shopping for back-to-school items for local children or dropping some cash so teachers can supply their classrooms for the coming year. Local children know to watch for White’s 2020 Freightliner parked near the home he shares with Ruby, his wife. He’s famous for cooking on his trailer-mounted grill, and for hosting well-attended barbecues and serving up Texas-size feasts of brisket, turnip greens and sweet potatoes. He’s also an exceptional truck driver who was selected as one of the Truckload Carrier Association’s Professional Drivers of the Year for 2024. White received the award in March during the closing banquet of Truckload 2024, TCA’s annual convention held at the Gaylord Opryland Resort and Convention Center in Nashville, Tennessee. “We had a great time, and they treated us so good. It was wonderful,” White said about the convention. During the awards presentation, he took the stage along with four other winners, shaking hands and posing for photographs. This was not the first time White has been honored for his work. He’s a member of P&S Transportation’s 2 Million Mile Safe Driver Club as well as the company’s Legends Club. He’s been the carrier’s Independent Contractor of the Month, and he was honored as the 2022 Independent Contractor of the Year. However, White is more concerned with helping others than with winning awards. In addition to the community cookouts he and Ruby host, he serves as a deacon and is a member of his local church’s financial committee, and he funds a student at Tyler Junior College in Tyler, Texas. When asked about his plans for the $20,000 award he received from TCA and sponsors Cummins and Love’s Travel Stops, he said, “I’m holding on to it for when I’m ready to retire.” Those who know him, however, can safely bet that some of that cash will be used to enrich someone else’s life. “I like to help people, because I know how it is to be poor,” he explained. “If there’s somebody in need, I try to help them.” White grew up in a small town in Louisiana, a place he still visits frequently. He also owns a small “farm” not far from his Texas home where, he says, he goes to hang out and listen to blues and old country music. Three decades ago, he was employed at a sawmill — but he kept seeing television commercials for Diesel Driving Academy in Shreveport, Louisiana. He had some experience operating heavy equipment, and decided it would be wise to learn another skill in case he ever needed a job. “I went to the truck driver school for four months to get my CDL — and 29 years later, here I am,” he told Truckload Authority. His first driving job was with Deaton Transport, which was soon acquired by Western Express. About that time, White says, Scott Smith and Robbie Pike founded P&S Transportation and leased on 20 owner-operators, White among them. “I’ve been knowing the owner for 28 years,” he said. “And I’ve been with the same driver manager for 27 or 28 years.” Stephanie Hampton, driver resource manager at P&S, describes White in glowing terms. “James White has had an immeasurable positive impact in trucking,” she said. “James is a remarkable driver — a skilled and seasoned professional, and a trustworthy source of guidance for new drivers. “But more than all this, James White is a friend to all, and he is the benchmark of excellent character,” she continued. In the past five years, White has put over half a million miles (529,000, to be exact) on his 2020 Freightliner, and he says the truck is still running strong. When asked what the future holds, White says he has no plans to stop driving any time soon. “Right now, I feel real good,” he said. “I just passed my DOT physical and everything is working good — and I still love what I do.” “He prioritizes safety with every decision he makes, and this has clearly taken him to the summit of his career,” Hampton shared. “We are honored and proud to know him and be a part of his exceptional career.” When he’s home, White, whose own children are grown, enjoys a special bond with the youngsters in his neighborhood. In fact, he’s been “adopted” by two young girls who were worried about him walking home alone. “I knew their grandmother. I was talking to her one day when it was getting dark,” he said. “They were riding their bicycles, and she called for them to come home.” When he got ready to leave, however, the girls begged to “walk James home.” After receiving permission, they walked their friend home — and he drove the children back home in his Freightliner. “We’ve been good friends ever since,” he said. “I love the kids, but when it comes time to go to bed, they gotta go back to their parents.” Whether he’s driving his trusty Freightliner, feeding the neighborhood or just hanging out and listening to music, James White displays his character in all that he does. This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Battle against cargo theft is being fought in Congress as well as cyberspace

John Worthen - August 30, 2024

Cargo theft is a scourge on the trucking industry — and it’s only getting worse. These incidents drive up costs not only for trucking companies, but ultimately, consumers. That’s why in July, efforts were made in Washington to help combat this growing problem. Rep. David Valadao (R-California) introduced the Safeguarding Our Supply Chains Act in Congress to help counter the sharp rise in cargo theft and other supply chain fraud. Earlier, Valadao secured support for an anti-cargo theft provision in the fiscal year 2025 Department of Homeland Security funding bill, which would direct $2 million toward the establishment of the Supply Chain Fraud and Theft Task Force. The Safeguarding Our Supply Chains Act would aid this effort in several ways, Valadao says. First, it directs Homeland Security Investigations (HSI) to work in conjunction with the FBI and U.S. Attorney General to establish the Supply Chain Fraud and Theft Task Force. Second, it establishes the purpose of the task force, which is “to address supply chain fraud and theft throughout the rail, motor carrier and intermodal systems, as well as detect, disrupt and deter organized theft groups that are targeting all stages of the supply chain,” according to Valadao. The act also establishes the Supply Chain Crime Coordination Center through HSI’s Innovation Lab to collect and analyze data related to supply chain fraud and theft, as well as to identify regions in the United States, modes of transportation, distribution networks and retail stores that are experiencing high volumes of organized crime. Establishing that the Task Force must “ensure a coordinated, multi-agency, intelligence-based and prosecutor-led approach to identifying, disrupting and dismantling organizations responsible for the organized theft, fraud and theft-related violence in the United States supply chain,” Valadao said. Additionally, the act authorizes $100 million to be appropriated for fiscal years 2025-2029. Reps. Brad Schneider (D-Illinois), Darin LaHood (R-Illinois), Vince Fong (R-California), August Pfluger (R-Texas) and Jim Costa (D-California) have joined Valadao in introducing the bill. “… families are paying more for just about everything, and supply chain disruptions only make this problem worse,” Valadao said. “The alarming increase in cargo theft is having a devastating impact across industries, and we need to do more to ensure these goods are making it to their destination.” Growing threat According to CargoNet, cargo theft spiked by 57% in 2023 compared to the prior year. Thefts have continued at a rapid pace in 2024, increasing another 10% in the first three months of the year. In the year’s first quarter, there were 925 documented incidents of cargo theft, with an average loss of $281,757 per stolen shipment. California, Texas and Illinois had the highest incidents of cargo theft, accounting for 61% of all documented cases. However, motor carriers are not required to report these incidents, so actual cases are likely much higher. Cargo theft not only disrupts the supply chain for American consumers, but it also endangers the lives of truck drivers and law enforcement. The issue is becoming so serious that the American Transportation Research Institute added security — including cargo theft and cyber threats — to its list of strategic priorities earlier this year. “The billions of tons of goods transported by trucks from coast to coast have increasingly become a prime target for organized crime rings, putting truck drivers at risk and raising costs for consumers,” said Henry Hanscom, senior vice president of legislative affairs for the American Trucking Associations. “The Supply Chain Fraud and Theft Task Force created by this bill would strengthen the partnership between motor carriers, law enforcement, the government, and other supply chain partners to strike an effective blow against organized crime.” Fighting back in cyberspace Meanwhile, the team at the National Motor Freight Traffic Association (NMFTA) is working to combat cargo theft through cybersecurity protocols. According to Joe Ohr, COO of NMFTA, cargo thieves are constantly upping their game. “The threat landscape itself has really changed,” he said, adding that load boards can be easy targets for cybercriminals. “What happens is the bad actors will go in and put a bid on the fleet, or they’ll put a bid on the cargo,” Ohr said. “They’ll have it routed to them using a fake account and number, and then they get the load.” As digitalization becomes more integral to the trucking industry, cyberthieves have even more avenues available through which to hijack shipments, adding to trucking companies’ vulnerabilities. “We have phishing, we have ransomware — those are things that impact everyone, whether you’re in health care, trucking, almost any industry,” he said. “And then we have to consider the trucking systems — the telematics, the GPS, the trucks themselves — they’re all connected devices. “Drivers’ laptops, their tablets, the ELDs — they’re all used in logistics and fleet management, and they’re all vulnerable,” he continued. Ohr advises that truckers and trucking companies encrypt all information that’s transmitted in order to avoid cyberattacks. “Make sure you’re using secure communications,” he said. “Make sure you have access control authentication. And when an employee leaves, make sure you’re offboarding them properly.” Multi-factor authentication is an important safeguard, Ohr says. “Make sure you have real-time monitoring,” he said. “Make sure that if somebody’s in your system, you know it and you’re detecting in real time. One of the new things is blockchain for security. It can enhance the security and transparency of the logistics operation. Use industry standards.” Above all, Ohr says it’s critical for companies to constantly monitor their networks. In addition, he recommends that carriers segment their networks; this provides security teams with increased control over the data that goes in and out of the system. Finally, he says, invest in training to help employees recognize and avoid threats. One of the simplest strategies is to avoid the use of public Wi-Fi. “A lot of this comes down to training,” he said. “As the criminals get smarter, we have to get smarter, and the training has to get better.” This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Work is underway in DC to lower the boom on predatory towing

John Worthen - August 29, 2024

Predatory towing ranks high among the major issues that create headaches in the trucking industry. But the federal government is working to change that. On July 10, the House Appropriations Committee voted 31-26 to advance a bill to the House floor that aims to crack down on predatory towing as part of the fiscal year 2025 transportation funding bill. The bill would direct the Federal Motor Carrier Safety Administration (FMCSA) to facilitate discussions with local, state and private-sector stakeholders to develop guidelines for towing and recovery regulations at all levels of government. Predatory towing entails any incident in which a towing operator severely overcharges, illegally seizes assets, damages assets by use of improper equipment, or illegitimately withholds the release of a truck, trailer and/or cargo. Already the issue has gained support from top levels of government. “When a truck driver’s vehicle is towed, they can’t earn a living until they get it back — leaving them vulnerable to predatory junk fees from towing companies,” said U.S. Transportation Secretary Pete Buttigieg. “We support the Federal Trade Commission’s (FTC) efforts to stand up for truckers by acting to ban junk fees and prevent predatory towing fees that can cause significant financial harm.” In October 2023, the FTC proposed a ban on junk fees that would prohibit businesses from charging hidden and bogus junk fees by requiring them to include all mandatory fees when quoting a price. FMCSA officials say they believe that predatory towing fee practices fall within the purview of FTC’s proposed rule, which would greatly benefit truckers if finalized. In its comment to the FTC, FMCSA expresses strong support for the important protections and offers suggestions for additional restrictions that would further help protect truckers from predatory towing junk fees. These suggestions include: Banning junk fees for unnecessary goods or services: The FMCSA suggests adding a provision that prohibits companies from charging any fee for an ancillary good or service that has no value, costs nothing extra to provide, or that reasonably would be assumed to be included in the upfront price of the good or service. For example, towing companies often charge “equipment fees” for using equipment that they already own and use routinely to provide towing services. Prohibiting or restricting excessive junk fee practices: The FMCSA encourages the FTC to consider prohibiting or imposing restrictions on excessive fee practices. These practices include charging an excessive number of fees, charging excessive amounts for a fee, or charging variable fees for fixed costs. The provision on excessive fees could focus on consumers who have little to no ability to avoid, negotiate, decline, anticipate, or limit the number or cost of the fees, or consumers who are vulnerable, in distress, or otherwise limited in choice by their circumstances. Treating each illegal junk fee as a violation: The FMCSA suggests that the final rule treat each illegal junk fee as a separate violation and that the rule expressly prohibit companies from charging or collecting mandatory fees that are not appropriately disclosed, are not included in the total price, and/or cannot be fully calculated upfront. According to a recent study by the American Transportation Research Institute, the most common types of predatory towing are: Excessive rates, experienced by 82.7% of motor carriers, and Unwarranted extra service charges, experienced by 81.8% of carriers. A majority of carriers reported encountered additional issues, such as truck release or access delays, cargo release delays, truck seizure without cause and tows misreported as consensual. David Heller, who serves as senior vice president of safety and government affairs for the Truckload Carriers’ Association gave a huge thumbs up to the House committee’s July measure. “I think it stands to reason that unscrupulous towing companies certainly need to be held accountable for their actions and the House language is a start in the right direction,” Heller said. “There continues to be success stories at the state level that address these issues, and the apropos language will go far in beginning the process federally for FMCSA to instill more transparency in the process,” he continued. “We support the efforts of the appropriators in directing the agency to develop stronger guidelines that will hopefully eliminate the bad actors to operate on our highways.” In a column published June 25 on FleetOwner.com, Heller further explained his disdain for predatory towing, writing that “trucking companies nationwide are being hit with massive tow charges that, in some cases, are more than the truck’s value. … Predatory towing has become the new normal. Our industry must find ways to keep this in check out of fear of being faced with a tow bill that creeps into six figures.” Heller also noted that carriers across the country have also been dealing with the issue of holding cargo ‘hostage’ during towing incidents. “In what basically amounts to theft, in predatory towing situations, the cargo on a towed trailer simply isn’t released to the carrier required to deliver it, creating even more significant problems by further disrupting the supply chain,” he wrote. “I have heard of instances where, even when the cargo is released, it is difficult at best to reclaim it.” Over at the American Trucking Associations (ATA), president and CEO Chris Spear echoed Heller’s thoughts. “ATA and our federation of state associations are fighting back against these predatory towers and ransom payments that target the truckers we depend on to deliver our nation’s goods,” Spear said. “We welcome this important step forward to develop commonsense reforms that will inject more transparency and fairness into the system and hold unscrupulous companies accountable.” This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Gloves off: Trucking industry fights to stop EPA’s strict emissions rules

John Worthen - August 29, 2024

Fighting the Environmental Protection Agency’s (EPA) strict new rules on emissions is at the top of almost every trucking executive’s to-do list right now. Back in April, the Biden administration finalized new federal emissions standards for heavy-duty vehicles, including commercial vehicles. Many in the industry contend that the rules will be a financial “gut punch” to smaller trucking operations and independent owners because of increased equipment costs and upkeep expenses. The EPA says there will need to be significant deployment of zero-emission vehicles (ZEV) throughout the nation’s heavy-duty vehicle fleet to meet its strict new emissions standards. For example, more than 40% of vocational vehicles (work trucks) would need to be ZEVs by model year 2032. Additionally, long-haul tractors, which currently have no ZEV deployment, would need to go from 0% today to 25% of the fleet by model year 2032. Truckload Carriers Association (TCA) President Jim Ward says the rules call for the strictest-ever limits on greenhouse gas emissions from heavy-duty trucks. “It’s important to recognize the progress that’s been made by our many TCA members who have tested equipment, trained both technicians and professional drivers, while incurring additional costs along the way to complying with EPA regulations instituted over the past couple of decades,” Ward said. “The industry has effectively reduced NOx and particulate matters through the evolution and implementation of new technologies and remains committed to being a good steward of the environment.” The American Petroleum Institute (API) filed a lawsuit in the D.C. Circuit Court of Appeals on June 18, challenging the EPA’s heavy-duty (HD) vehicle emissions standards for model years 2027-2032. This is just the latest in a series of suits that have been filed against the EPA over the new emissions standards. A total of 24 state attorneys general, the Western States Trucking Association, and the Arizona Trucking Association and members of the state’s legislature have all sued EPA over the rule. “Today, we are standing up for consumers who rely on trucks to deliver the goods they use every single day,” said Ryan Meyers, API’s senior vice president and general counsel. “The EPA is forcing a switch to technology that simply does not presently exist for these kinds of vehicles — and even if it were someday possible, it will almost certainly have consequences for your average American,” he continued. “This is sadly yet another example of this administration pushing unpopular policy mandates that lack statutory authority, and we look forward to holding them accountable in court.” The Owner-Operator Independent Drivers Association (OOIDA), National Corn Growers Association and American Farm Bureau Federation joined API as co-petitioners in the lawsuit. “Small business truckers make up 96% of trucking and could be regulated out of existence if the EPA’s unworkable heavy-duty rule comes into effect,” said OOIDA President Todd Spencer. Spencer went on to say that the rule would devastate the reliability of America’s supply chain and ultimately increase costs for consumers. “Mom-and-pop trucking businesses would be suffocated by the sheer cost and operational challenges of effectively mandating zero emission trucks, but this administration appears intent on forcing through its deluge of misguided environmental mandates,” he noted. “We owe it to our members and every small-business trucker in America to leave no stone unturned in fighting these radical environmental policies.” Harold Wolle, a Minnesota farmer and president of the National Corn Growers Association, chided the EPA and the Biden administration for the strict new rules. “EPA has tried to impose a one-size-fits-all approach to addressing climate change by prioritizing electric vehicles over other climate remedies like corn ethanol,” Wolle said. “But while it could take decades to get enough electric vehicles on the road to make a dent in greenhouse gas emissions, lower carbon fuels such as ethanol are critical and effective climate tools that are available now. “Ethanol is not only critical in the climate fight, but it also saves consumers money at the pump while benefiting America’s rural economies. We look forward to making this case in court,” he concluded. The American Farm Bureau Federation’s president, Zippy Duvall, says farmers rely on heavy-duty trucks to transport livestock long distances, and they choose the most efficient routes to ensure the animals in their care remain on the vehicle for as little time as possible. “Unfortunately, heavy-duty vehicles that are powered by batteries have short ranges and require hours to charge,” Duvall said. “Impractical regulations will extend the amount of time on the road, putting the health and safety of drivers and livestock at risk if they need to stop for long periods of time to charge.” Members of the U.S. Congress are also battling the EPA’s strict measures. Sen. Mike Crapo (R-Idaho) and Rep. Randy Feenstra (R-Iowa) led more than 150 of their colleagues in a July letter to EPA Administrator Michael Regan urging the Biden administration to overturn its de facto electric mandate on trucks, tractors, buses and semis. “Heavy-handed, top-down environmental policies do more harm than good,” Crapo said. “Regulations like these raise costs for Americans, harm farmers and small businesses and push our country toward greater dependence on China. We deserve a choice in the cars and trucks we drive, especially when the consequences of these mandates are so detrimental to the economic success of families, businesses and rural communities.” For now, the strict measures are still on the books. But in offices around the industry, such as Ward’s at the TCA, the fight against the EPA is ongoing. “We cannot just sit idly by and watch the implementation of a policy that will have a significant impact on our members business,” Ward said. This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

NHTSA advisory committee disagrees on findings, efficacy of underride protection report

Cliff Abbott - August 28, 2024

Those who were expecting a resolution to the issue of side underride protection were disappointed in the June 18 report from the National Highway Traffic Safety Administration’s (NHTSA) Advisory Committee on Underride Protection. While the report included recommendations to the NHTSA, it included a minority report that claimed those recommendations don’t meet the agency’s directive to the committee to provide “written consensus advice.” The result, unsurprisingly, is that more discussion will be needed. The creation of the ACUP began with the Biden administration’s Bipartisan Infrastructure Law in 2022 and was made a part of the U.S. DOT’s 2022 National Roadway Safety Strategy. Selected for the 16-member committee were representatives from families of underride crash victims, truck safety organizations, motor vehicle crash investigators, law enforcement, labor organizations, motor vehicle engineers, the insurance industry, vehicle manufacturers and, finally, motor carriers. The mission The ACUP was charged with researching strategies to reduce the number of underride accidents and the fatalities and injuries that occur and then presenting their recommendations to the Department of Transportation. Underride crashes involving the front, rear and sides of tractors and trailers were considered separately. The recommendations The ACUP report recommended that all new trucks and trailers that have “open spaces” along the sides be equipped with side underride guards that can prevent passenger vehicles from going under at speeds up to 40 mph. Additionally, the committee recommended that all trucks and trailers manufactured after 1998 be retrofitted with the same type of guards. ACUP also presented a recommendation that a new cost-benefit analysis that includes pedestrians, bicyclists and motorcyclists, categories that were omitted from the previous study. For rear underride protection, ACUP recommended tougher standards for rear impact guards on new vehicles and retrofits for older ones, as well as stronger standards for conspicuity tape. The minority report The minority report issued concurrently disagreed with the findings of the majority, mostly on the basis of whether simple majority votes by the committee constituted a “consensus,” as required by NHTSA directive. Objections were raised about “preconceived biases” by some committee members, as well as claims that the committee ignored materials and technical presentations made by members. At the same time, the group asserts, materials that were not approved by the committee were included in the final report. The minority group advised that the U.S. Secretary of Transportation should commission “comprehensive, evidence-based studies to determine the scope of the underride problem, the ability to solve it and the costs of doing so” before developing recommendations. One of the concerns raised by the minority is the possibility of unforeseen consequences. Side underride guards would increase the dimensions of trailers and trucks, creating more surface that could be involved in collisions. Todd Spencer, president and CEO of Owner-Operator Independent Drivers Association (OOIDA) agreed in a letter to transportation committee members in both houses of Congress. “OOIDA has discussed operational challenges regarding rail crossings, loading docks, and low ground clearances with Congress, as well as equipment damage resulting from curbs, roundabouts, speed bumps, and other highway features. These are all discussed at length within ACUP’s minority report,” he said. Additional weight of side underride guards could result in structural damage to trailers and would impact load capacity, possibly resulting in more trucks needed. The reaction Dave Heller, senior vice president of safety and government affairs for the Truckload Carriers Association (TCA), weighed in on the topic. “Certainly, I believe if it moves forward at this point, it would be one of the most expensive rule makings to be bestowed upon the industry ever,” he said. “So, in saying that there are certainly needs, they need to handle this with ‘kid gloves’ and make sure all the i’s are dotted and t’s crossed”. Hailey Betham, TCA’s manager of government affairs, agrees. “The trucking industry does adopt technologies of all kinds to increase safety on our nation’s highways. However, I think there are other technologies besides side underride guards that could have a greater impact,” she said. “We need more research and testing to see what the impact really is.” Weight is always a consideration when adding equipment to trucks or trailers and the ACUP minority mentioned their concern. “The weight would be an additional 800 pounds or so, and trucks are allowed to weigh no more than 80,000 pounds,” Betham said. “So, that does that mean that you have to haul less freight in order to use this technology?” Heller has another view of side underride guards. “I think it’s worth noting that side underride guards are not an ‘accident-prevention’ piece of technology, which is what industry is really interested in. We don’t want to justify the accidents we want to stop them from happening altogether,” he said. Clearly, the trucking industry has already absorbed substantially increased costs for technology to increase safety and efficiency. A large percentage of new trucks come equipped with advanced driver assistance systems (ADAS), such as adaptive cruise control, lane departure and collision-mitigation systems. Carriers have absorbed increased costs for emissions control, too, and are preparing for another substantial increase with 2027 model-year trucks. Whether the DOT or one of its sub-agencies will act on the recommendations of the ACUP remains to be seen. “I believe that there will be more discussion,” Heller said. “I think they constituted the committee for another year, which means the dialogue will be ongoing to make sure that this is entirely vetted to its utmost, and then go from there.” Until ACUP recommendations are formed into law, TCA plans to continue the conversation in Washington. “It’s certainly one of those situations that we will talk about on Capitol Hill,” Heller said. “We’ll be explaining what the underride world looks like and how new technology can supplant the discussions on side underride guards — if we go that route — but at the same time, we will not just accept flawed guidance under the auspices of underride or anything else.” The November elections may have an impact on the issue as well, as the makeup of Congress, as well as the occupant of the White House, will undoubtedly change. Whether those changes end up favorable to the ACUP majority recommendations or those of the minority group may be decided in precincts across the nation.

Seeing employees as more than ‘just a number’ is key to attracting, retaining quality drivers

John Worthen - August 28, 2024

Truck drivers are a vital link in the supply chain. In fact, it could well be said that they’re the backbone of America’s economy. These men and women navigate tractor-trailers packed with cargo up and down the interstates, along the back roads and through crowded city streets at all hours of the day and night. And even when the rest of the world stops because of an emergency or disaster, truck drivers … well, they keep on trucking. Each September, the industry celebrates National Truck Driver Appreciation Week. This year, it’s September 15-21. It’s a time when motor carriers, shippers, receivers and the general public honor these hardworking professionals. While the average citizen might think a week is plenty of time to thank drivers for doing their jobs, others — such as truckload carriers — know that it takes a 365-day approach to make sure drivers feel appreciated. Turnover rates in the trucking industry are an ongoing concern. A recent survey of truck drivers, conducted by Conversion Interactive Agency, found that 40% are looking for a new job, and it’s estimated that empty seats at motor carriers could double by 2031. A few of the reasons for drivers’ unrest include a lack of feeling appreciated, concerns over health and safety, and low pay. Find a balance Many carriers — especially the successful ones — recognize the importance of finding a balance between the company’s bottom line and creating an atmosphere that attracts (and keeps) qualified drivers. Michelle Duggins, a driver for Boyle Transportation, jokes that early in her career she felt like “just a monkey holding the steering wheel.” That changed once she started driving as part of a team for Boyle, she says. “I feel — and they make me feel — like they appreciate me all the time. It’s all about knowing that I did the job, I did the job well — and them knowing it as well,” she said. “It’s not just about one week out of the year. It’s about the recognition all the time of the fact that you’re out here doing a job. “You’re putting your life on the line (out here on the road),” she continued. “And then, when you walk into the office, you get a smile from everybody and they’re like, ‘I’m so glad you’re here! Let us buy you lunch.’” Laura Duryea, director of driver recruitment and professional growth at Boyle, and a former driver herself, knows the importance of making drivers feel valued every day of the year. “Think about it,” she said. “A driver appreciation picnic is once a year. If you’re not extending that support and that hand up and those encouraging words (the rest of the year), then your drivers aren’t going care about doing a good job for your company.” Not just a number Graig Morin, president and co-founder of Brown Dog Carriers and Logistics, says he remembers feeling like “just another number” when he began his trucking career as a driver. “My number was 301, and that absolutely drove me crazy,” he said. “And I said, ‘When I have my own company, I will not have a driver that is a number.’ Here, everyone has a name.” Pat French, director of recruiting and retention at Modern Transportation, agrees. “There’s a phrase that gets thrown around in the trucking industry: ‘We’ll treat you like family.’ Here, it really feels that way,” he said, adding that some companies have so many drivers that they’re assigned a number for easier tracking. “Here, we have the luxury of asking for a name,” French said. “If a driver calls in, nobody asks for a driver number. We ask for their name. “We need as an industry to treat the driver as a partner, not just an employee,” he continued. “You have to be there for them. And if you’re going to make a promise to a driver, you need to deliver on that promise. Do what you say, say what you mean.” The most important thing, French says, is to always remember the vital role drivers play at a motor carrier. “The corporate and office staff don’t generate any revenue,” he said. “The revenue’s generated by the drivers. If we don’t have any drivers, we don’t have a company.” Provide support Duryea says it’s also vital that motor carriers give drivers the support they need. “When drivers are able to do their job effectively, it affects your business in the end, because you have happy drivers,” she said. “If you don’t have high turnover and you retain drivers, then those drivers become more experienced. They get to know your customers and can provide a better customer service experience for your customers,” she said. “It’s all interconnected.” Company culture For David Pike, director of recruiting for NFI, culture is the name of the game — and culture is all about human interaction, something he says is sometimes all too easy to forget. “People leave companies because of people. Not because of home time, not because of anything else. They leave because of people,” he said. Because of this, he says, NFI works to provide drivers with the resources they need to succeed both professionally and personally. “It all starts with human engagement from our management teams across all business units and platforms,” he said. “You have to engage your people, you have to engage them frequently, and it has to be genuine.” Often, when management asks drivers what they want, the first answer is “more money.” However, Pike notes, money is no substitute for company culture that places personal value on each employee — and that begins at the top, in the “corner office,” so to speak. Pike says the NFI team has a mantra, one he attributes to Bob Knowles, the company’s president of transportation. “Culture beats out strategy every time,” he said. “This is something we all believe in. As a people leader, our boss has allowed us to embrace this concept.” Drivers, Morin said, just want to feel respected, and Brown Dog’s way of doing that is by getting to know each employee. “You’ve got to learn who each driver is — what they like and what they don’t like,” he said. “Some drivers like Oreos, some like chocolate chip cookies. Some drivers don’t mind working in the city, some hate working in the city.” Open communication Like French, Duryea and Pike, Morin believes that maintaining open lines of communication is vital to driver satisfaction and productivity. “Our door is open. If we’re here, drivers know they can come in and chat, even if it’s just to say hi,” Morin said. “I’m trying to build a company that, as a driver, I would want to work for. I spent 20 years driving a truck for other people — and some of it was great and some not so great.” The most important thing, according to many retention specialists, is to be aware of drivers’ needs and wants. Drivers need more than just a day or week filled with parties, prizes, gifts and free food. “I don’t care how many cookouts you have, if you don’t hop on the phone and spend time learning about your drivers — asking about their families and what’s going on — and then doing things to help support their values, you’re missing the mark,” Pike concluded. Co-written by John Worthen and Linda Garner-Bunch This story originally appeared in the September/October 2024 edition of Truckload Authority, the official magazine of the Truckload Carriers Association.

Highway Angels | July/August 2024

Truckload Authority Staff - July 26, 2024

The Truckload Carriers Association (TCA) has recognized professional truck drivers Rodney Clay, Andrew Hastie, Stephen Miller, Andre Reynolds and Devin Rhinehardt as TCA Highway Angels because of their acts of heroism while on the road. In recognition of these drivers’ willingness to help fellow drivers and motorists, TCA has presented each Highway Angel with a certificate, a lapel pin, patches, and truck decals. Their employers have also received a certificate highlighting their driver as a recipient. Since the program began in 1997, nearly 1,300 professional truck drivers have been recognized as Highway Angels because of the exemplary kindness, courtesy, and courage they have displayed while on the job. TCA extends special thanks to the program’s presenting sponsor, EpicVue, and supporting sponsors DriverFacts and Northland Insurance. To nominate a driver or read more about these and other Highway Angel award recipients, visit highwayangel.org. RODNEY CLAY: Norton Transport, Ringgold, Georgia On March 4, around 1:30 p.m., Rodney Clay who lives in Riverview, Florida, and drives for Georgia-based Norton Transport, was driving on Interstate 435 in Lawrence, Kansas, when a car about a quarter mile ahead of him crashed. “I saw a car practically in the air, flipping. Nobody was stopping,” said Clay, who is a 30-year veteran of the U.S. Marine Corps. “So, I pulled over about 100 yards in front of the car, off the interstate. I ran towards the car and saw it smoking and had fluid leaking.” The car, which had flipped, hit the ground, slid to the fast lane wall and crashed into the median wall, was severely damaged. When Clay reached the car, he saw that all the air bags had deployed. He couldn’t immediately tell whether anyone was in the front passenger seat. He says he lifted the passenger-side airbag, afraid of what he might see. Beneath the airbag was a young girl, who was screaming and shaking. The driver, a woman, was bleeding from her mouth. Knowing he needed more help, Clay stood in the way of traffic and stopped another truck, whose driver got out to assist. “I told the women, ‘You have to get out of this car now. It’s smoking really bad,’” Clay said. “I was afraid it was going to blow up.” The girl told her rescuers that she couldn’t feel her hips. Together, Clay and the other driver pulled her out of the vehicle and then rescued the driver, moving both far away from the smoking vehicle. The girl borrowed Clay’s phone and tried to call her father, but there was no answer. Soon, paramedics arrived, and Clay left the scene. Afterward, he says, he texted the girl’s father to tell him what happened; later that day, the father called Clay to thank him for helping his family. Clay explained why he stopped to help: As the father of six, he thinks about paying it forward. “If it happened to any of my kids, I’d want somebody to stop,” he said. ANDREW HASTIE: Decker Truck Line, Ft. Dodge, Montana Andrew Hastie, who lives in Bryan, Texas, and drives for Montana-based Decker Truck Line, was driving south on Interstate 75 in Kennesaw, Georgia, around 2:30 p.m. on April 29, when he came upon the scene of an accident. A car was ablaze about 25 yards off the highway, in the woods. Others had already stopped to help and were attempting to put out the fire, but Hastie saw one of the rescuers pointing to a fire extinguisher, indicating that another one was needed. “My thought process at that point was, ‘I’ve gotta stop; I just can’t keep going,’” Hastie said, noting that he had a fire extinguisher with him. He pulled over, grabbed the extinguisher and ran to the burning car, where he tried unsuccessfully to open the driver’s door and get the driver out. “It was one of the worst (accidents) I’ve seen,” Hastie said. The bystanders were able to pull an injured female passenger out of the vehicle. She was eventually life-flighted to receive medical attention. Her condition is unknown. Hastie says he suspects the driver did not survive the wreck. Paramedics, fire crews and other responders arrived five or 10 minutes after Hastie stopped to help. A former volunteer police/firefighter, Hastie helped lay the fire hoses out to extinguish the flames. Looking back, he’s glad he stopped. “They needed a fire extinguisher; I had a fire extinguisher,” he said. “If I had just kept going, I would have felt like crap.” STEPHEN MILLER: Hogan Transports, Inc., Maryland Heights, Missouri Stephen Miller of Tifton, Georgia, who drives for Missouri-based Hogan Transports, Inc., earned his Highway Angel wings after helping put out a car fire. Shortly after midnight on February 21, Miller was traveling south on Interstate 75 in Punta Gorda, Florida, when a car passed him at a high rate of speed. As they passed over a bridge near exit 164, the vehicle in front of Miller hit a dip in the road. “The guy hit the dip, and I thought he wiped out because there was a huge plume of smoke,” Miller said. “As I was coming through the smoke, I was looking for a wrecked-out vehicle.” When he spotted the vehicle, which hadn’t yet stopped, smoke was billowing out from underneath, quickly followed by flames. The driver pulled off the road. Miller pulled his truck over, grabbed his fire extinguisher and sprang into action as other vehicles passed the scene. “I jumped out, ran back there and shot the fire extinguisher underneath the car to see if I could get the fire out from there, because that’s where it was coming from,” Miller said. The fire continued to grow, however, so Miller asked the other driver to pop the hood — whereupon Miller deployed the rest of the fire extinguisher. The fire was still not out, so Miller returned to his truck and grabbed a 40-pack of bottled water. “I got the fire out with the bottles of water,” said Miller, who has been driving a truck for 10 years. He stayed by the vehicle with the driver until first responders arrived. There were no injuries to the male driver and passenger from the vehicle. “I was raised, if you see something, you help out if you can. We gotta look out for each other,” Miller said. ANDRE REYNOLDS: Hogan Transports, Inc., Maryland Heights, Missouri On April 15, at about 1 p.m., Andre Reynolds of Phoenix, who also drives for Hogan Transports, was traveling near Utica, Mississippi, along MS27, a two-lane highway, when he noticed a Ford Mustang turning into his lane. The car was moving erratically and came almost to a stop in the lane, nearly causing a collision, before suddenly veering off the road and landing head-first in a ditch. “I was so close to hitting this dude,” Reynolds said. “I wasn’t expecting that at all!” Reynolds pulled over to check on the other driver and discovered that the man behind the wheel of the Mustang was having a seizure. “He was pretty much incoherent,” Reynolds said. Another driver stopped to help, so Reynolds asked him to call 9-1-1. Together, they waited with the driver until the seizure stopped. The man was still disoriented, but he tried to make a phone call to his father. Reynolds took the phone and explained to the man’s father what had happened. “Slowly but surely, he started to come back,” Reynolds said. Once the accident victim was alert and walking on his own, Reynolds left and continued on his way. “I wouldn’t leave somebody in a bad spot,” he said. “It doesn’t hurt to help somebody.” DEVIN RHINEHARDT: Maverick Transportation, North Little Rock, Arkansas Devin Rhinehardt of Twinsburg, Ohio, who drives for Arkansas-based Maverick Transportation, is honored for helping another driver, who was injured and in need of medical treatment. On April 2, Rhinehardt was picking up a load from a customer in Silver Grove, Kentucky, when another driver walked into the office and asked for an ambulance. “I turn around and I saw blood just gushing out of his arm,” Rhinehardt said, who immediately called 911. “There was blood all over his arm, all over his chest — he was very badly injured.” The other driver had slipped, fallen and suffered a severe cut on one wrist. Once Rhinehardt made sure help was on the way, he ran to the guard shack to let security know emergency responders were en route. When the ambulance arrived, he led first responders to the injured man. Looking back, Rhinehardt was glad he stepped up to help. “I immediately realized that he was bleeding really bad. I wasn’t just gonna sit there and watch the man die,” Rhinehardt said. Feedback from the hospital revealed that Rhinehardt’s quick actions likely saved the other driver from bleeding out on the way to the hospital.

TCA welcomes Olympic Transport as first Mexican carrier member

Dana Guthrie - July 22, 2024

ALEXANDRIA, Va. — The Truckload Carriers Association (TCA) has welcomed Olympic Transport, as its first carrier member from Mexico. “We are thrilled to welcome Olympic Transport to the TCA family,” said Jim Ward, President of TCA. “Their inclusion not only marks a significant milestone in our association’s history but also strengthens our position as a dynamic North American trade association.” According to a TCA press release, the significant expansion underscores TCA’s role as a truly North American trade association that actively serves members across Mexico, the USA and Canada. “Joining the TCA is a proud moment for all of us at Olympic Transport,” said Fernando Paez, Olympic Transport CEO. “This partnership signifies our commitment to enhancing the efficiency and safety of North America’s freight transportation network. We look forward to contributing to and benefiting from TCA’s extensive resources and advocacy efforts, further enabling our growth and operational excellence across borders.” Founded in 1990 by Paez, Olympic Transport has become a pivotal player in cross-border logistics. Headquartered in Monterrey, Mexico, with strategic terminals in Nuevo Laredo, Monclova, Queretaro, Laredo, and San Antonio, Texas, the company excels in providing seamless and regulatory-compliant services across North America, according to the TCA. The company’s journey began with Fernando’s first truck purchase in San Antonio, Texas, from a Freightliner dealership, which set the foundation for what has become a highly regarded operation known for its efficient, straightforward cross-border transport solutions. “With Olympic Transport, we enhance our advocacy and representation of carriers across all of North America, ensuring a more connected and efficient cross-border trucking landscape,” Ward said.

Helping others overcome challenges drives TCA Professional Driver of the Year Rosalinda Tejada

Dana Guthrie - July 17, 2024

When Knight Transportation driver Rosalinda Tejada learned she had been named one of the five Professional Drivers of the Year by the Truckload Carriers Association (TCA), she says she was sure there had been some kind of mistake. “I was shocked,” Tejada told Truckload Authority. “I thought they were jiving me! “They told me that it was because of the help I give to others and the dedication I have to my job,” she continued. “Knowledge is power — and if we have it, we need to pass it on to others. It’s not just for me to keep.” During TCA’s 2024 annual convention, held in Nashville March 23-26, Tejada and four other drivers were honored as the association’s Professional Drivers of the Year. Each driver was recognized for outstanding performance both on the job and off. Tejada’s story is one of deep personal strength and resilience. From surviving abusive relationships and dealing with the tragic shooting of a sibling to living with diagnoses of both lupus and fibromyalgia, she has worked hard to overcome every obstacle. In fact, Tejada has turned those experiences into a life of serving others and training the next generation. When she was working to take control of her life and support herself, her uncle, a driver for Knight Transportation, shone a light on the trucking industry, suggesting that Tejada get her CDL. While she was hesitant at first due to her family responsibilities, Tejada quickly realized this was her chance to achieve her dreams and allow her to take care of herself and her family. “The traveling aspect appealed to me the most,” she said. Once she had her CDL, it was time to take the next step: Find a job as a driver. “When I was deciding which company to go with, I looked into different companies,” Tejada shared. “The reason I chose Knight over all the other companies was their safety. I love their history. I talked to other drivers. “I went to other places to visit too, but I really liked what Knight stood for,” she continued. “They have an open-door policy. We share personal cell numbers and emails, and I can call anyone right now. I love their (dedication to) safety and that they do hair follicle drug testing. When I started out elsewhere, companies didn’t have that. You had people out there driving on all kinds of drugs.” Today, she says, training new drivers is an essential part of her job at Knight, adding that she works hard to help them learn company culture as well as about life as an over-the-road (OTR) driver. “I try to put myself in their shoes,” she explained. “I remember being nervous and scared.” Drivers who train with Tejada receive a gift. “I give everyone a welcome pack to help them feel more at home,” she said. “It’s kind of like a beach bag with pockets, and I load it up with snacks, drinks, Advil, Tums — things you are going to need. I want them to feel special and welcome in my truck.” While she has achieved many goals during her years as a driver, one of Tejada’s favorite accomplishments is driving one of the first Children’s Miracle Network trucks. “My truck raises money for the pet therapy program for the children’s hospital,” she said. “They are going to have a total of four trucks in the fleet. Mine is the first one. “We deliver the supplies for the Children’s Miracle Network convention that happens every April in Orlando,” she continued. “We get to meet the champions, the kids. We have a ‘touch-a-truck’ event where the kids come inside my truck and check it out and honk the horn.” With a laugh, Tejada shared that the question she is asked most often by the children during these events is, “Where do you go to the bathroom?” “We go to a lot of events with my truck,” Tejada said. “Every mile that I drive donates three cents to the children’s hospital. That’s why it’s important for me to drive consistently and get my miles in, because it’s going to a good cause.” Another way Tejada works to give back to is by pouring her efforts into improving the lives of other women. “I do volunteer at a women’s shelter when I can I take my truck,” Tejada said. “I talk to the ladies about truck driving — how it saved me. “I let them know that there is hope and let them know that they’ve gotta find their self-worth. They can be independent, and there is a light at the end of the tunnel,” she added. Tejada sees her life as a testimony that allows her to help those in need. “I want to be a message for others,” Tejada said. “I didn’t know it at the time, but all of the struggles that I went through made me a stronger person, and a wiser person, and I want to pass that along. “I didn’t have anyone to guide me through those times, and I want to be that person who helps guide others, so they know they are not alone. I want people to know it’s going to be OK,” she concluded.

Getting in gear: After a slow start, under-21 pilot apprentice program gaining momentum

Dwain Hebda - July 16, 2024

When the Federal Motor Carrier Safety Administration (FMCSA) announced its Safe Driver Apprenticeship Pilot Program, a product of the Bipartisan Infrastructure Law enacted in 2021, the trucking industry breathed a long-overdue sigh of relief. At last, many thought, Washington had heard the industry’s pleas to create some path to allow drivers under 21 to operate in interstate commerce as a means to help ease the pervasive driver shortage. In the time since, however, the program has sputtered, attracting participation by only a handful of carriers. Virtually no small companies, which some believe the bill would benefit most, have stepped up to take part. Critics blamed the low response to what they described as excessive regulatory and reporting requirements in the program. The most criticized portions of which were requirements for participating carriers to register with the Department of Labor, mandating driver-facing cameras in the cab, and reporting requirements. Whatever the reason, the apprenticeship pilot was widely panned and appeared to be headed for the scrap heap. Not so fast, say some carriers who have given the program a try. Tim Chrulski, COO of Ohio-based Garner Trucking, a participant in the pilot program, says his company didn’t take much issue with the requirements of the program as written. “The program itself is one that, frankly, I’ve believed in for a long time,” he said. “Before all of this even started, we put together an apprenticeship program of our own so we could at least train drivers under the age of 21 to be able to operate in the state of Ohio,” he shared. “So, when this program came to fruition, it was extremely exciting for our organization. I think this is one of the best things to happen to the industry in a long time.” Some naysayers may be focusing on the wrong things. “First and foremost, the most important thing is that we have safe drivers driving tractor-trailers, because my family and your family are out on the same road sharing the same highways,” Chrulski said. “I think the way that the program is structured, with the amount of hours that you have to complete, the accountability for reporting, and the need for safety equipment inside the trucks — all of those things are beneficial, and really very productive for the program,” he said. New York-based Leonard’s Express was another early adopter of the apprentice program. Ken Johnson, the carrier’s CEO, says that, even before the pilot program was launched, the New York state trucking industry was already working on issues. “We were one of those few states that didn’t allow 18-year-olds to get their Class A, so we worked hard on getting that done,” he shared. “A lot of the reason we did it was because we knew that there was the possibility of the pilot program coming through from the federal government. We wanted New York state carriers to be able to participate in it.” Johnson says his company had no issue with the pilot’s requirements, having already established its own independent driving school, ensuring it was carrying the necessary insurance and equipping all of its trucks with cameras. “The only thing that we had to do was put the proper training parameters in place. It wasn’t that big of a hurdle for us to overcome,” he said. “Having never been involved in a federal government pilot program before, we really didn’t know what to expect,” Johnson continued. “Some of the rules that came out of DOT we thought stretched it some, but we also didn’t think that they were so stretched that we couldn’t achieve the goal.” The Safe Driver Apprenticeship Pilot Program is the most proactive attempt yet to produce safe, qualified younger drivers for interstate operation. The program outlines a training pathway by which 18- to 20-year-old apprentices complete two probationary periods. In addition, specific educational requirements must be completed as laid out in the program guidelines. Both Chrulski and Johnson believe that whatever shortcomings the program might have had were miniscule compared to the issue it was created to address. The industry’s driver shortage stretches back decades and is consistently cited as the biggest challenge facing the industry in terms of current capacity and future growth. Having a workable mechanism that safely moves young people into interstate driver jobs earlier is worth jumping through a few hoops, they said. “I hope they convert the pilot to where everyone can participate in it. I think it’s heading in the right direction,” Johnson said. “It’s imperative for the industry to have this to start attracting younger people. If you go to our typical first day of class at our driving school and you look around, it’s clearly people in their second or third careers,” he continued. “We need to find ways to lower the age and bring in people for whom trucking is a first career choice. I think the program provides that.” This spring, proponents of the pilot got some good news as the FMCSA issued an emergency request to the Office of Management and Budget for approval of program revisions. The request dropped the inward-facing camera requirement and mandatory registration with the Department of Labor. Hopefully, the changes will eliminate any remaining barriers and open the pilot program to wider participation across the U.S. “I personally believe that if you are going to have a complete picture of what’s going on behind the wheel you need that camera inside the truck anyway, and I think the amount of reporting is quite necessary as a part of the program,” Chrulski said. However, he noted, if the camera requirement was the deciding factor for a motor carrier to not participate in the apprentice program, that the FMCSA made a worthwhile decision. “I don’t know that there’s been anything I’ve been more passionate about than this apprenticeship program in all my years of trucking,” Chrulski said. “I just think this is the right decision for our industry and I just want to encourage other companies to embrace this and figure it out for themselves,” he continued.” I’m willing to help where I can and give some guidance where I can, because I just think this is the right thing to do for our industry.”

Trucker’s quick action earns TCA Highway Angel award

Erica N. Guy - July 12, 2024

ALEXANDRIA, Va. — Roy Chandler from Rockport, Texas, is named as a recipient of the Truckload Carriers Association’s (TCA) Highway Angel award. Chandler is a Diamon Transportation System, Inc. driver in Racine, Wisconsin. Chandler, a second-generation truck driver for 37 years, has received this award after he provided a helping hand to a woman who he witnessed rear-ending a semi-truck. The day of this occurrence was in the late afternoon of April 20, 2024, in Morris County, Texas, on Interstate 30 in heavy rain conditions. At the same time, he witnessed a young woman speed past him in the left lane despite visibility being extremely low. He then witnessed the same young woman attempt to merge back into the right lane. The heavy weather conditions caused water to spray onto the windshields of vehicles, which prevented her from seeing another semi-truck in the lane she was merging into, causing her to crash into the back end of the semi and flip multiple times into a median. “She hit the back tire, and the momentum of her tire going forward, and his tire just launched her into midair,” Chandler said. “She went up about 20 feet into mid-air.” Upon seeing this, Chandler immediately pulled to the side of the highway and ran to help the woman. He found her responsive with minor injuries but trapped in her car. He also checked on the shaken truck driver, who complained of dizziness. He called 911 to report the accident and stayed with both drivers until emergency services arrived. Chandler remained on the scene until a state trooper arrived, and he provided the trooper with his dashcam footage of the accident. Thinking back on why he stopped to help both crash victims, Chandler said, “It’s always what we’re supposed to do. As a Christian and as a truck driver, I’m supposed to help wherever I can. To me, it was just another day at work.” Since the program was first incepted in 1997, and with the continued support from sponsors, almost 1,500 professional truck drivers have been recognized as Highway Angels. These angels have displayed exemplary kindness, courtesy, and courage throughout their careers. The TCA Highway Angels website can be accessed at https://www.truckload.org/highway-angel/.

ACT driver Mark Wilson earns TCA Highway Angel wings for pulling trapped driver from wreckage

Erica N. Guy - July 11, 2024

ALEXANDRIA, Va. — Mark Wilson of Hernando, Mississippi, has been awarded a TCA Highway Angel award for his courageous act on the job. Wilson is an American Central Transport (ACT) driver in Kansas City, Missouri. Wilson’s heroic act occurred in the late morning of May 2, 2024. On I-70 near Marshall, Missouri, Wilson observed a passenger vehicle lose control and drive off the road into a ditch. Upon entering the ditch at a high speed, the car rolled multiple times. Wilson pulled over onto the shoulder of the road, risking possible danger to reach the wrecked car and offer help. “It end-over-end crashed,” Wilson said. “I was only 100 feet away from him by the time I parked,” said Wilson. “Fear took over because airbags were covering the window,” Wilson said. “I was afraid if I looked in, I was gonna see something I couldn’t unsee.” Once he arrived at the car, he yelled into it and heard a response from the driver. Wilson noticed the driver was a large man who, to keep him responsive if he had severe internal injuries, told him that he was driving to Illinois to pick up his grandmother so she could attend his college graduation at a University in Nebraska. Wilson noticed that the man was pinned in the car and unable to get out on his own, so he grabbed an arm of his and started pulling to see if he could slide out. “I pulled him out as far as I could, and I told him, ‘I need you to hug me like I’m your best friend,’” Wilson said. Once the driver did this, Wilson pulled him out of the vehicle and stayed with him until help arrived. Emergency vehicles arrived shortly after, but the man refused treatment. When thinking about why he stopped to help the man, Wilson said, “How could I just drive away? It just seemed like there was no way anybody could have survived that crash.” Since the program was first incepted in 1997, and with the continued support from sponsors, almost 1,500 professional truck drivers have been recognized as Highway Angels. These angels have displayed exemplary kindness, courtesy, and courage throughout their careers. The TCA Highway Angels website can be accessed at https://www.truckload.org/highway-angel/.