TLA primary Archives

Going for the Goal: Political teams scrimmage for control of US House, Senate

Lyndon Finney - November 1, 2022

When the evening of November 8 rolls around, it’s time to copy a tradition from football. Grab a soft drink (or maybe an adult beverage, depending on how your favorite party is doing), microwave some popcorn, and plop down in your favorite easy chair. It’s general election time. “Democrats are buoyed by what they see as changing political fortunes on the ground — surprise special election wins in the 19th District of New York and the Alaska at-large seat, high female voter registration numbers, lower gas prices, and an uptick in President Joe Biden’s approval rating,” said Missy Edwards of Missy Edwards Strategies. She noted that Cook Political Report recently revised its estimate for Republican pickups in the House from 20–35 to 10–20. FiveThirtyEight’s forecast continues to predict Republicans will take control of the House, while Democrats are “slightly favored” to retain the Senate majority. “Democrats hope economic improvements will provide some room to run in tough districts,” Cook explained. “Total employment is exceeding pre-pandemic levels, and gas prices are down. President Biden’s approval rating is on its way up — 42.5% in an aggregation of recent polls. Former President (Donald) Trump continues to influence Republican candidates, despite not being on the ballot. His endorsements carried many Republican Senate candidates to primary victories, particularly in states with open seats held by GOP retiring members.” In the House, Edwards pointed out, Cook Political Report’s Dave Wasserman notes that 21 of 26 Trump-endorsed House candidates won their primaries, and only two incumbents — Rep. Dan Newhouse (R-WA-4) and Rep. Nancy Mace (R-SC-1) survived pro-Trump challenges. Polls indicate that control of both the Senate and the House is up for grabs. At press deadline, Real Clear Politics (RCP) favored the GOP with a narrow 47-46 margin, with seven seats classified as toss-ups. In the end, RCP predicts it will be 52-48 for the GOP. RCP shows the GOP leading 218-184, with 33 seats classified as toss ups and 218 seats needed for control of the House. In the end, RCP believes the GOP will also control the House. Edwards pointed to both races that could determine the makeup of the House and Senate and races that are of interest to the trucking industry. Here are some races that could make a difference in which party controls the Senate. North Carolina The seat is currently held by retiring Republican Sen. Richard Burr. An August 13-15 Civitas poll found North Carolina Democratic Senate nominee Cheri Beasley and Republican Rep. Ted Budd tied at 42.3%, with 12.6% of voters undecided. This race is rated Lean Republican. Ohio The seat is currently held by retiring Republican Sen. Rob Portman. Conflicting polls give both candidates a slight edge. An August 15-16 Emerson College poll showed Vance up three points, with 10% undecided, and a September 5-7 USA Today/Suffolk University poll showed Ryan with a one-point edge over Vance, with 6.4% undecided. The race is rated Lean Republican. Pennsylvania The seat is currently held by retiring Republican Senator Pat Toomey. Following pressure from Dr. Mehmet Oz (R), Lt. Gov. John Fetterman (D) agreed to one debate. Fetterman’s campaign is seeking accommodations for auditory-processing complications from a stroke Fetterman suffered in May — while refuting accusations he is unfit for public office because of his ongoing recovery. The Washington Post editorial board called for Fetterman to debate more than once, saying not doing so raises questions about whether he is “fit to serve in the Senate.” Emerson College and Susquehanna Polling and Research polls show the race tightening, with Oz trailing Fetterman by four and five points respectively, after being down by double digits this summer. The U.S. Chamber of Commerce is spending $3 million to support Oz, contrasting his pro-business stance with Fetterman’s “government-knows-best” approach. The race is rated Lean Democrat. Colorado Democratic Sen. Michael Bennet and Republican challenger and business construction owner Joe O’Dea have launched Spanish-language ads. Bennet’s ad, titled “Logros,” highlights his legislative accomplishments, including aid to small businesses, adding jobs in the renewable energy sector, and expanding the Child Tax Credit. O’Dea’s ad, “Una Historia Americana,” introduces him as a voice for working-class people. Public Policy Polling from August 30-31 found Bennet leading O’Dea by 11 points, 46% to 35%. This race is rated Lean Democratic. In addition to helping shape control of the Senate, these races could also impact the trucking industry. Georgia After weekslong negotiations, Democratic Sen. Raphael Warnock and Republican challenger Herschel Walker debated in Savannah October 14. Georgia requires a majority of votes on Election Day to win; otherwise, the top two candidates advance to a runoff scheduled for December 6. Libertarian Chase Oliver is also on the ballot, and may garner enough votes to force a runoff — potentially delaying a call about party control of the Senate. This race is rated a Toss-Up. Sen. Warnock is a current member of the Senate Commerce Committee, which has jurisdiction over highways and transportation. Arizona Democratic Sen. Mark Kelly is outraising Republican candidate Blake Masters at least tenfold — $54 million to $5 million, according to the most recent Federal Election Commission (FEC) data from July. This race is rated a Toss-Up. Kelly is currently a member of the Senate Environment and Public Affairs Committee, which has jurisdiction over the construction and maintenance of highways. Wisconsin Republican Sen. Ron Johnson is expected to launch a statewide seven-figure ad campaign against his Democratic challenger, Lt. Gov. Mandela Barnes, accusing him of supporting open borders, defunding the police, and favoring taxpayer benefits to undocumented immigrants. This race is rated a Toss-Up. Johnson is a current member of the Senate Commerce Committee, which has jurisdiction over highways and transportation. New Hampshire Following an extremely close race in the Republican primary, New Hampshire Senate President Chuck Morse conceded to retired Army Gen. Don Bolduc, who will challenge Democratic Sen. Maggie Hassan in November. Bolduc ran as a populist political outsider and faced opposition from the state’s Republican Gov. Chris Sununu and the GOP establishment. The GOP-aligned Senate Leadership Fund Super PAC is spending $23 million to defeat Hassan. Hassan is a current member of the Senate Finance Committee which has jurisdiction over taxation and revenues. Nevada The Democratic Senatorial Campaign Committee launched its first general election ad to support Sen. Catherine Cortez Masto against Republican challenger Nevada Attorney General Adam Laxalt. Cortez Masto leads Laxalt by four points in an AARP poll conducted August 16-24. This race is rated a Toss-Up. Cortez Masto is a current member of the Senate Finance Committee which has jurisdiction over taxation and revenues. Looking to the House, several representatives who have known to be friends of the trucking industry either lost a primary race or have chosen to retire from Congress. Illinois Rep. Rodney Davis, who had been representing Illinois’ 13th District, lost a primary to incumbent to Rep. Mary Miller. Davis had represented the 13th District as a result of realignment following the 2020 census. She will face Democrat Paul Lange in the general election. Miller is a heavy favorite. In addition, Illinois redistricting forced Democrat Rep. Marie Newman into a member-on-member primary, and she opted to run against Democrat Rep. Sean Casten, who was elected in 2018 and beat a six-term Republican. During her first primary as an incumbent, Newman faced challenges from outside Congress and within — outside groups that spent just under half a million dollars against her, and a congressional ethics probe that ultimately hurt her candidacy. Hers is the first loss of an incumbent backed by Justice Democrats. Newman is a member of the House Transportation and Infrastructure Committee, and she addressed the 2021 Fall Meeting of TCA. Casten will face Orland Park, Illinois, Mayor Keith Pekau, a Republican, in the general election. South Carolina Tom Rice, a five-term South Carolina incumbent who represented the state’s 7th District, was beaten in a primary election by Donald Trump-backed challenger Russell Fry, a state legislator. Rice was one of 10 representatives who voted to impeach Trump. He will face Democrat Daryl Scott and Libertarian Keenan Dunham in the general election. Washington State Rep. Jaime Herrera Beutler of Washington State, another Republican who voted to impeach Trump, was defeated in the primary by Trump-backed candidate Joe Kent. Kent advanced more than a week after the all-party primary. A Green Beret who ran to Herrera Beutler’s right and touted Trump’s backing, he will face Democrat Marie Gluesenkamp Perez, an auto repair shop owner who received the most votes. Oregon Democratic Rep. Peter DeFazio, chairman of the House Transportation and Infrastructure Committee, is retiring. His position on the committee will be filled by Eleanor Holmes Norton (D-DC), Rep. Rick Larsen (D-WA-2), or Ranking Member Sam Graves (R-MO-6) if the House flips. Oregon Democrat Val Hoyle will face Republican Alek Skarlatos, who did not have primary opposition and is moving on to the general election in November. There are several other races of interest to trucking that could help determine the final makeup of the House. New Hampshire Rep. Chris Pappas (D-District 1) faces Republican Karoline Leavitt in the general election. Pappas is a member of the House Transportation and Infrastructure Committee. Pappas addressed the Winter 2021 meeting of TCA Leadership. New Jersey Rep. Tom Malinowski (D-District 7) will face Tom Kean Jr. in a widely anticipated rematch of the 2020 race. Kean came within one percentage point of winning the last election. Malinowski addressed the Fall 2022 TCA Call on Washington. California Rep. Michele Steele (R-District 45) is a member of the House Transportation and Infrastructure Committee. She will face Democrat Jay Chen in the general election. Nevada Rep. Dina Titus (D-District 1) is a member of the House Transportation & Infrastructure Committee. She has met annually with TCA and has been a strong supporter of Twin 33s. She is facing Republican Mark Robertson and Libertarian Ken Cavanaugh in the general election. Arizona Rep. Greg Stanton (D-District 9) is a member of the House Transportation and Infrastructure Committee. His district includes the headquarters of Knight Transportation and Swift Transportation. He is running against Republican Paul Gosar in the general election.

A Chat with the Chairman: No Pause in the Action

Lyndon Finney - September 1, 2022

The popularity of sports on television means big bucks for major league baseball (MLB), the National Football League (NFL), the National Basketball Association (NBA), college football leagues, and the NCAA basketball tournament, among others. Of course, the advertisers who are making those big payouts expect a return on their investment — which translates to pauses in the action while they tout their products. That’s a lot of pauses. For instance, the Wall Street Journal took a stopwatch to three MLB games of varying overall length and found the average three-hour game includes less than 18 minutes of actual baseball action. Other reviews show only 60 minutes of action and a 12-minute halftime in NFL games, which take over three hours. However, evidenced by Truckload Carriers Association (TCA) Chairman John Elliott’s Chat that follows, there are no pauses in the action for the TCA chairman. Since we last spoke, he’s been to the Safety & Security and Refrigerated meetings as well as to the annual Officers Retreat. In early September, he’ll head to Washington for the Fall Business Meetings and Call on Washington — all the while taking time to answer questions about issues that are important to the truckload industry. Mr. Chairman, you are now halfway through your term. Will you give us an update on how you think things are going? Also, what is on the agenda for the last half of your term? Things are going very well! The first half of the year has flown by. There are many new and exciting things happening at Truckload Carriers Association (TCA). Our leadership team in D.C. has done an amazing job of strengthening value and positive outcomes for our membership. Our annual Safety & Security Division Conference was a remarkable success, featuring one of our largest turnouts ever. I just came back from our Refrigerated Division Meeting in Traverse City, Michigan, and could see first-hand the progress made on our educational and networking offerings. The officers of both divisions deserve tremendous credit. They helped provide and solicit feedback to better focus the content to serve member needs more directly. Doing that was a win for our great carriers, as well as for our first-rate sponsors and vendors. As we speak, you are in Cancun for the annual Officers’ Retreat. What is the value of this meeting, and what are some of the discussion points on the agenda? The annual Officers’ Retreat is really the time where TCA leadership can sit down for an extended period, in person, and develop the association’s priorities for the coming year. Our goal is always to focus on the needs of our members to set the guidance for our staff. Being a member-driven organization, providing direction and reinforcing the mission is critical to the success of TCA. We will review our successes and look to build upon them, while also addressing areas of concern. This is especially important as we prepare for our Fall Business Meetings, the Call on Washington, and the Annual Convention next March. In June and July, TCA held its annual Safety & Security Meeting and Refrigerated Meeting. What were some of the highlights of both events? I had the privilege of attending and speaking at both events. It is always great to see people face to face, and I was impressed with the content and the overall excitement at both events. It is a pleasure to see members talking and sharing ideas and best practices. I think our members recognize everything we do to improve our companies, which in turn improves our industry. A strong industry is good for everyone, especially when you look at common goals such as promoting safety. Speaking of safety, three articles have recently crossed our desk. The National Highway Traffic Safety Administration (NHTSA) is addressing speeding through the Speeding Wrecks Lives campaign. The Governors Highway Safety Association (GHSA) and General Motors have released a report with the goal of changing the social norm around distracted driving. Finally, according to the Commercial Vehicle Safety Alliance (CVSA), 14.1% of commercial motor vehicles stopped during a one-day, unannounced brake safety day were put out of service. Speak to the importance of changing attitudes with respect to speeding and distracted driving, and the need to be diligent in making sure equipment is in good condition. It is no secret that the industry’s accident trends are going in the wrong direction, and as motor carriers we are the ones in the best position to reverse the negative habits. Speed and distracted driving continue to be a top cause for industry accidents, and it remains our responsibility to enforce safe driving habits for our fleets so that, at the end of the day, our drivers can make it home to their families and we can assure the same for the people with whom those drivers share the road. Maintaining vehicle operations is paramount for the growth and success of your fleet. Poorly maintained vehicles are the building blocks to a bad future — which is precisely why those vehicles are placed out of service. Quality training, coupled with proper fleet policies regarding hiring, maintenance, and safety, goes a long way toward ensuring the safety of your driving force and improving the performance of your fleet. The 2022 mid-term elections are only two months away. As of mid-August, the website Real Clear Politics shows the Senate race at 47-47, with four Democratic seats and four GOP races rated as toss-ups. In the House, the website shows Republicans leading with 221 seats to 181 for Democrats. Twenty-seven Democratic seats and five GOP seats are rated as toss-ups. Only 218 seats are needed for a majority in the House. What is the significance of the mid-term election with respect to how it relates to the trucking industry? The trucking industry is one of the major players in the U.S. economy, so any election can have major implications to an industry that touches everything this nation consumes. Typically speaking, TCA must collaborate with leaders from both sides of the aisle on just about everything we aim to accomplish. While we can interpret the typical political landscape and how it may affect us, we must continue to recognize that our industry has friends in both major political parties. Certainly, there are some issues that resonate better than others. As an industry as vast as trucking, and in a segment as large as truckload, we must always pay close attention to the political changes that occur in every election so we can better communicate the policies of the association and needs of the membership. One of the key issues in the election is global warming. To that end, the Federal Highway Administration (FHWA) has announced a Notice of Proposed Rulemaking (NPRM) for states and municipalities to track and reduce greenhouse gas emissions, including reducing idle time for big rigs at America’s ports. Overall, what is trucking’s responsibility in reducing greenhouse gas emissions? TCA is committed to protecting the environment and continues to invest in experimental equipment that seeks to reverse the trend of climate change. That said, we remain diligent in developing equipment that is actually available and effectively works to deliver our nation’s freight. However, we must continue to remain practical in terms of the effects that these changes have on our industry and the reality that currently exists on our roadways. Putting the proverbial cart before the horse is not a good idea for anyone. To ensure our environment is truly protected and emissions are kept in check, zero-emissions equipment must be widely available and sustained by an infrastructure designed to suit the needs of an industry that travels across the entire nation. Trucking remains the most flexible mode of freight delivery in this nation, and our fleets must possess the ability to reach every corner of this country and back again. Two of the most important (and newest) events on TCA’s calendar are the Annual Fall Business Meetings and Call on Washington, scheduled for September. The business meetings will be held September 12 at the Hyatt Regency Washington on Capitol Hill, and the Call on Washington September 13 on Capitol Hill. For those who haven’t yet made a decision to attend, what words of encouragement would you offer? Do you feel this would be an opportunity to get more involved by joining a committee? I cannot stress enough how getting involved is the best way to maximize the value of membership. The members who are involved become the most enthusiastic and passionate spokespeople for our organization and the industry. The Call on Washington is a prime opportunity for our members to get face to face with the lawmakers who are shaping policy. They need and appreciate constructive feedback from TCA and its members, and especially their constituents. We cannot expect our elected officials to make the correct decisions about our industry if we do not engage and educate them on the issues that matter most to TCA. As an industry we have to continue to tell our story, and the Call on Washington is a great way to do so. At the business meeting, there will be discussions about TCA policies and industry issues. Let’s take a look at some of those and get your perspective on them. First, there is the ongoing issue of speed limiters. How strong is the sentiment among trucking stakeholders to finally write and implement a speed limiter rule? We touched on this earlier, but it is no secret that speeding is a large factor in causing accidents. As major users of the national highway system, it becomes our responsibility to maintain safe speeds. One of the more interesting facets of FMCSA’s Notice of Intent or Advanced Supplemental Notice of Proposed Rulemaking was there is no real target speed at which FMCSA has taken aim, but rather it is requiring the industry to let them know where they stand. Over 15,000 comments had been submitted to the docket, demonstrating that — good or bad — this notice is quite popular. However, it is also fair to note that today’s speed limiters are not what they were when they were first introduced. Many carriers have developed speed control programs that are designed with the driver in mind, that can allow for additional mph for certain amount of time if and/or when it could be needed. In fact, the more technology evolves, the greater flexibility can be allowed to our driving force when implemented. In some cases, speed limiters can govern speeds based on the location in which the truck is operating. If a driver is in a 25 mph zone, the limiter can adjust to the roads the truck is traveling on. They’re very different from the “set it and forget it” speed limiters of yesterday. Flexibility for our industry has always been a necessity, and that rings just as true with a potential speed limiter rule. Second, there is the issue of parking. The House Committee on Transportation and Infrastructure has approved legislation designed to expand the truck parking infrastructure across the nation. Could this be a catalyst for solving a decades-long problem? Yes. We are working to ensure it is the catalyst for change that we believe it could be. Truck parking has been identified as the No. 1 issue for professional truck drivers on the road today. Operating during a supply chain crisis, where drivers in the industry are averaging six and half hours of drive time per day, providing better access and availability to safe and secure truck parking would free up time in the long run to advance loads farther and improve freight efficiencies. Additionally, it could make our industry more attractive to those looking for a new, rewarding career. Dedicating dollars toward truck parking is an opportunity our representatives in Congress can all get behind. While the infrastructure bill did allocate some discretionary funding toward the states that can be used for this issue, real dollars — to the tune of $755 million over four years — that the T&I committee voted up can go even further toward improving upon this critical issue. Next, could you bring members up to date on progress of the Federal Motor Carrier Safety Administration’s (FMCSA) Young Driver Program, which could eventually lead to 18- to 20-year-olds being allowed to drive interstate routes? Also, what do you hear from members about the possible effectiveness of this program? Most likely, by the time this chat gets into print, FMCSA will have begun accepting applications from carriers that are interested in participating in the pilot program. For those that have expressed an interest, I know they are looking forward to exposing their operations to a demographic that has yet to learn how rewarding our industry can be. There certainly are concerns regarding the reporting aspects of the pilot program and whether it will be a detriment to those who are participating. However, as an industry, in the long run, carriers that do hire these drivers could find themselves in the rewarding position of growing their fleet. The image of the trucking industry is always an issue. What is TCA currently doing to improve trucking’s image, and what are other ideas members have mentioned that could help in this area? Image is everything! As an industry, trucking finally enjoyed the positive spotlight it always deserved during the COVID-19 pandemic. Our drivers and staffs have stepped up in times of great adversity to keep the supply chain running and our country moving. However, we cannot take our foot off the gas. In the past, memories have been short-lived. At TCA we must continue to push the positive narrative of our industry, from programs like Highway Angels, Driver of the Year, and Owner-Operator of the Year, and providing a large bank of scholarships to the students whole deserve them and continue to support and participate in great causes such as the Capital Christmas Tree and Wreaths Across America, just to name a few. There will also be discussion about membership campaigns. To this end, TCA has formed the Champions Club to highlight and celebrate those who refer companies for association membership. Share the importance of referrals in helping the organization grow and improve. Referrals are everything. Just like in our individual trucking companies, drivers referring drivers is the single best source of recruiting. The same can be said about membership at TCA. When members tell the story of TCA and the value the organization brings to them, it underscores an authenticity that cannot be beat. That connection and trust help us sustainably grow membership. We are reaching all-time high numbers and continue to grow. As our membership grows, so do our resources and reach, which allows us to create an even more attractive ROI for our members. Thank you, Mr. Chairman, and we’ll see you in Washington.

Chat with the Chairman: Up, Up and Away

Lyndon Finney - July 18, 2022

Most of us have experienced the feeling: You climb aboard a 200-seat jetliner, buckle your seat belt, sit back, and wait for take-off. And wait. Finally, the plane leaves the terminal, waits in line on the tarmac, and moves into position on the runway. Eventually, the roar of the engines grows louder, the captain opens the throttle, and you speed down the runway before soaring into the air. New Truckload Carriers Association (TCA) Chairman John Elliott climbed aboard the association’s proverbial plane in March, took off, and has been flying high ever since. Read as he shares some of his experiences throughout the past few months, as well as what’s ahead, from a meeting at the White House, to meetings at TCA headquarters, to the association’s Safety & Security meeting, and next up, the annual officers’ planning meeting. He sat down with Truckload Authority to share his views on such issues as the lack of adequate trucking parking, the long-awaited Safe Driver Apprenticeship Pilot program, and the rising large truck fatality rate. As we conduct this interview, you’ve just completed your first six weeks as chairman. Will you share with our readers what that experience meant to you and some of the things you’ve accomplished during that short time frame? It’s amazing how fast time has flown already! I started off my tenure as chairman with a trip to the White House with Truckload Carrier Association (TCA) leadership and other industry leaders, such as the American Trucking Association (ATA). It’s an amazing feeling of pride to be in front of the White House as the chairman of the TCA, with ATA Chairman Harold Summerfield by my side, and realize what an important role we are playing to shape our industry in these times. What is on your agenda for the next couple of months? The next few months will be pretty busy. We just wrapped up our well-attended Safety & Security Meeting in Nashville in June, followed by the TCA Refrigerated Meeting in Traverse City, Michigan, July 27-29. I plan on being at TCA headquarters a few times to spend one-on-one time working with President Jim Ward and our amazing staff. We also have TCA Profitability Program (TPP) introductory visits in several cities, and our officer’s planning meeting, which will help shape the year ahead for TCA. It looks like I will be busier than ever — and that is just the summer months. After a year of virtual meetings, TCA was able to offer an in-person, abbreviated convention in September 2021 before holding a full-scale annual convention in Las Vegas this March. The March event included format and content changes, and by all accounts was the largest and best convention in TCA history. Summarize for TCA members the highlights of the convention, and share some of the comments you’ve heard from attendees. It was great to be in person and see so many industry leaders face-to-face. The networking and presentations were second to none, and by all accounts, some of the best content yet. We really took a good bit of time listening to member feedback from last year’s conference. The staff and planning committee worked hand in hand to change our format to improve the experience, and man, did it pay off! Committee meetings have never been that well-attended, with nearly all offering standing room only. But these are good problems to have as we learn and adjust. I think this has only prepared us to put on our best annual meeting ever in March 2023 in Orlando, so please block off March 4-7, 2023, on your calendars to join us. TCA has sustained unprecedented membership growth over the past year. To what do you attribute this growth? In my opinion, TCA’s membership growth centers on value and return on investment, hands down. The value TCA brings to its active and engaged members is simply a no-brainer. When you look at our efforts surrounding education, advocacy, safety, outreach, the TCA Scholarship Fund, philanthropy, and image, the membership decision is an easy one. Knowing that, more and more companies see it and want to be part of it. The annual Fall Business Meetings and the Call on Washington will return this September after a two-year hiatus caused by the COVID-19 pandemic. Share with members, especially newer members, the importance of these two events. I can’t overstate the importance of these events as they relate to the direction that TCA is heading. A few years back, TCA leadership wanted to bring about and develop a second “must-attend” event that focuses on the development of the association and the impact it has on the industry and government. The Fall Business Meetings, as a follow-up to our very successful convention, ensure that the committee process continues to grow and focus on the needs of the membership. Our Call on Washington places those very members in front of our elected officials to communicate the needs of our industry and indoctrinate them on our industry. If you haven’t yet taken advantage of this opportunity, I think you will find that this meeting is wholly worthwhile to attend and delivers the opportunity to move forward on truckload-specific initiatives. Membership participation is important in any organization. What would you say to TCA members who are “straddling the fence” about becoming more active in the association? You’re right — member participation is imperative to this association and it’s something that we continuously strive to improve upon, both in terms of every member’s value and our overall growth. We gauge our success through many channels. I’m happy to share that membership support and engagement have been very strong and at record levels in many categories. These include submissions for our Fleet Safety Awards, Highway Angel program, TCA Scholarship Fund, Best Fleets to Drive For, and Safety Professional of the Year Award. In order to best serve our members, we re-envisioned the format of our convention to convene committees in a stand-alone format, and participation has never been higher. We welcomed an incredible turnout of 1,500-plus attendees for our March convention in Vegas and over 300 for our Safety & Security Meeting in Nashville. These are both 10-year highs! In addition to these events, our educational webinars and their content have been well received, as demonstrated by the 400-attendee average in the past six months. TCA has also had great engagement with our biweekly e-newsletters, which have a 40% open rate from 15,000-plus readers. These successes, along with other member-driven initiatives, have led to a 94% membership renewal rate with our carriers. That’s a fantastic number and a true testament to TCA’s value proposition and high membership engagement. There are many trucking-related issues that are getting attention in the industry today. Let’s look at some of them. First, the Federal Motor Carrier Safety Administration (FMCSA) has responded to several comments filed as part of the public comment period for the new Safe Driver Apprenticeship Pilot. Is TCA pleased with the FMCSA’s responses to these comments? It is no secret that our industry is experiencing a shortage of professional truck drivers. If it is left unchecked, that number could grow exponentially to the tune of about 160,000 by 2028. That being said, we applaud the emphasis the Biden administration has placed upon this program and continue to look forward to what comes next. Our industry takes great pride in the development and training of safe, high-quality drivers that will help our nation move its freight. Now, all things being equal, we continue to wait on the pilot program, outlined by Congress in the infrastructure bill, that would allow younger drivers to operate in interstate commerce as part of that apprenticeship process. Once it is unveiled, we can proceed with exposing and attracting this particular demographic to our industry. A survey of professional truck drivers by the Professional Driver Agency (PDA) shows the two most-mentioned concerns among drivers are equipment and pay. Do these issues match up with what TCA members are hearing from their drivers? As an industry, I think the past two years have seen a tremendous growth in driver salaries. For a while, it seemed as if every week carriers were publicizing pay increases in industry magazines for drivers, which certainly pushes compensation forward as a carrier priority, in line with what has become a top issue for our professional driving force. However, according to the American Transportation Research Institute (ATRI), an issue that can be equally important is the availability of safe and secure truck parking so that our drivers can get the adequate rest while on the road that they deserve, with all the comforts of home available to them. Food, showers, safety, and security should be expectations that our nation and industry can meet, and these are necessities that we continue to voice on Capitol Hill. There is approximately one parking space for every 11 drivers who operate on our roads today, and 98% of drivers report that they regularly experience problems finding adequate parking, equating, on average, about 56 minutes of drive time looking for parking. If we had available parking that time could be spent advancing the load, thus putting drivers in a better position to earn more money and have better options for rest when the hours-of-service clock requires it. The White House is releasing a new Permitting Action Plan to accelerate federal permitting and environmental reviews for projects related to the $1.2 trillion infrastructure Investment and Jobs Act. How important are these two factors in construction projects when it comes to completing road and bridge projects on time? I think we are all aware of the bureaucratic red tape that exists when it comes to funding these large infrastructure projects through federal government dollars. They take time and cost more money, but I know we have shown that these projects can be less burdensome and still achieve the same standards we are used to in the development of new roads and bridges or adding onto exiting lanes. Eliminating the redundancies of these projects helps get these dollars spent in a timelier fashion at a time when improvements are so desperately needed. Rep. Andy Levin (D-MI) has introduced legislation in the House aimed at allowing professional truck drivers to receive overtime pay. Under the current trucking business model, is it feasible for drivers to receive overtime pay? Does TCA have a position on this issue? Generally speaking, TCA relies on our carrier members to develop compensation plans that are practical for their own operations, and current data is showing that driver wages are already rising at five times their historical average. Knowing that, the legislation in question doesn’t do anything that would actually help the supply chain. We need to focus on becoming more productive rather than justify the existence of retaining drivers. Plus, there is no evidence that drivers would actually benefit from the passage of the bill. Our industry is vast and made up of large and small carriers, including independent contractors that would not be affected by this bill if it became a reality. Giving drivers greater flexibility with their hours, incorporating greater access to parking, and improving upon communications with customers that will expedite the movement of cargo and equipment are the fixes we need to efficiently move our nation’s freight. On a sad note, the National Highway Traffic Safety Administration (NHTSA) recently reported that nearly 43,000 people were killed on U.S. roads last year, the highest number in 16 years. In addition, wrecks involving at least one large truck were up 13%. This must be of concern to the trucking industry. Please share your thoughts. This is a major concern for our industry, and those numbers represent very real people and families that have been affected by our industry operations and the performance of our drivers. I know the members of TCA strive for safety improvements on a daily basis, which is an actual foundation of our industry and one of the reasons our safety division has demonstrated greater success than ever before. In safety, there are no secrets, and carriers will always pass safety improvement ideas that they have had success with on to other carriers that inquire about them. That is one of the benefits of belonging to an association, whether it is a national organization such as TCA or a state association. Surrounding yourself with like-minded individuals breeds new ideas or answers to questions you may have about improving upon your performance. I speak for the industry in saying we regret every single accident that happens on the road today, and we actively search for technology and innovative ideas that will help prevent these accidents from taking place in the future. On a personal note, are you thoroughly enjoying your term as TCA chairman? How has it impacted your professional and personal life? I have always been a very hands-on, energetic type of person. This role has only added fuel to that fire. I love spending time talking to our membership and listening to feedback about what they most want from myself and TCA. I am very lucky to have an amazing slate of officers to work with. Those relationships have benefited me over the years in TCA, and beyond that in my corporate life and in my personal life. Surrounding yourself with great leaders and peers is of amazing value. I encourage every member to take that step. Attend the different meetings. Join a committee. Encourage your staff and leadership to be active and take part. The value it will bring to your organization and to your people will be more than you would have ever guessed.

Chat with the Chairman: ‘Very humbling’

Lyndon Finney - May 1, 2022

John Elliott is a third generation trucking professional. His grandfather — a truck driver — was a strong influence in his life, and his father was successful in key operational roles for numerous large carriers. Elliott began his trucking career at a young age — he was handed a broom and advised to sweep out trailers. Today, after rising through the ranks, Elliott is CEO of his own company — Load One, LLC — and is the 2022-23 chairman of the Truckload Carriers Association (TCA). Like other chairmen before him, Elliott takes the reins as the trucking industry faces the need for resolution to several ongoing critical issues, among them the driver shortage, supply chain issues, and the lack of truck parking. He also assumes the chairmanship as the world faces a new challenge — the war in Ukraine, which has exacerbated already-high inflation and fuel prices and worsened global supply chain pains. Elliott sums up the challenges before him in two words: Very humbling. Q. Congratulations on taking the helm of the Truckload Carriers Association (TCA). What does it mean to be chairman? A. Thank you. It is very humbling. Having grown up in the industry, it’s been exciting to experience so many changes over the years. And to now serve as TCA’s chairman and have the chance to lead such an impressive group of officers and top-notch staff is truly an honor. I value the opportunity to not only help tell the story of our industry, from its struggles to its triumphs, but to help shape industry policy. Additionally, I’m honored to work on behalf of the membership — these are all things I love and embrace. Q. Can you tell the membership a little about your career in trucking and about the company you lead, Load One, LLC? A. I am the third generation of a trucking family. My grandfather, A.J. Pellegrino, was a coal miner in Pittsburgh and then became a truck driver. He later started a very successful trucking company, Transportation Service, Inc., out of Detroit, Michigan. As I grew up, he was a very strong figure in my life and an incredible mentor to so many in the industry. My father was also successful in key operations roles for numerous large carriers. My first job was in trucking. As a kid, I was handed a broom and told to just go out in the yard and sweep trailers all day during my summer break. From there, I learned basic trailer repair and serviced trucks. When I was in high school, I had the opportunity to work in operations, which I loved. Working for a family company is great, but as many know, it also has a lot of challenges! While attending college, I was introduced to a new major — aviation management and logistics. I had always loved planes, so I pursued the degree with the intent of starting a career in the air freight industry. After exploring that career path for a few years, a trucking company made me an offer I could not refuse. Just like that, I was right back in trucking operations, serving as an operations manager for Thompson Transport based in Dearborn Heights, Michigan. During my seven years at the company, the fleet size increased from 76 trucks to over 700 after merging with Frederick Transport out of Ontario. During that time at Thompson, I had also become a fleet owner as a side business. After accruing 28 trucks, I determined my side business needed to be my main focus. I devoted the next few years to growing my business as a fleet owner, jumping to 145 tractors leased to three motor carriers. I was an agent for one as well. Finally in 2013 I made the decision to take the biggest risk of all and start my own motor carrier — Load One, LLC. Q. What do you see as the Top 3 critical issues the trucking industry will face over the next 12 months, and what might be the top strategies for helping solve them? A. The Top 3 pain points that are impacting our industry are: the driver shortage, supply chain issues, and the lack of truck parking. Each issue is pervasive enough to, like dominos, generate a chain reaction of further problems. According to some reports, the current driver shortage has left the U.S. short 90,000 drivers and has strained supply chains and freight mobility. Supply chain disruptions have limited the availability of purchasable parts and technologies, which causes a vicious cycle where supply chain blocks reverberate down the line. Lastly, the lack of truck parking burdens drivers and inhibits their productivity, at a time when driver retention is more important than ever. While there are no easy fixes, there are ways we can fight these problems. Truck parking is the most straightforward. We need federal and state government, as well as private industry, to invest in truck parking and infrastructure. In my view, the key to increasing the driver population is incentivizing new drivers, like women, to enter the field and improving overall retention by relieving stressors and increasing job satisfaction. Finally, the supply chain issues will require a larger workforce and targeted investments to bolster areas most affected by supply chain chaos, like the semiconductor and chip sector. Q, How would you summarize TCA’s just-completed annual convention? A. It was excellent. I think anyone who attended the event would also give very positive feedback! Not only did we see a bump in our attendance numbers — 1,520 registrants — but we also had representatives from more than 180 carrier companies, which surpassed our goal. This year’s revamped schedule featured meaningful and impactful educational content that was well received. Lastly, the event offered a sold-out, robust exhibit hall that featured lots of networking opportunities and great interaction with our associates. Q. What specifically does your calendar look like for the next three months? A. My calendar has always been pretty busy, but this new role takes it up a notch for sure. Shortly after returning from convention, I attended the White House event hosted by President Joe Biden and Secretary of Transportation Pete Buttigieg in early April. What a way to kick off my role as chairman! I plan to spend a good bit of time at the TCA offices working with President Jim Ward and our staff. Also, I am very excited for the upcoming TCA Safety & Security Meeting and Refrigerated Meeting this summer. Definitely make plans for your team to join us! Q. Share some of the highlights of the agenda for the Safety & Security Meeting, and explain why it’s important for members attend. A. Building off of a well-attended event last year in St. Louis, with nearly 300 safety professionals, we’re eager for this year’s event set for June 5-7, in downtown Nashville. I’m most excited for our slate of educational sessions that will tackle topics like cargo security, data preservation, DataQs, legal perspectives, and more. In fact, I am one of the panelists for Sunday’s CEO panel that will focus on safety as a retention tool. Also, you won’t want to miss our jam-packed exhibit hall. It will highlight the best innovation our industry has to offer! Q. As you step into the role of chairman, what is your message to TCA members who are not actively involved in TCA conventions and programs? A. Honestly, you’re missing out and not taking full advantage of your membership. I would strongly encourage carrier participation — from your leadership and operations staff to your safety and HR departments. It sounds cliché, but there’s something for everyone. Be sure to view TCA’s upcoming events calendar at truckload.org/events. Q. In early April, President Biden updated the nation on the progress of his Trucking Action Plan designed to improve the nation’s supply chain. The president said 2021 was the best year for trucking, with 35,000 new trucking jobs, and noted that a new plan to expedite the speed at which CDLs were issued had yielded 120,000 new CDLs in January and February. The president also called on the industry to recruit different ethnicities and women. Were you pleased with this progress report? A. I was pleased that the president is engaging with the trucking industry and is interested in working to solve some of our most critical issues, like the driver shortage. At TCA we agree that 2021 was a great year for trucking, with new levels of success in the face of extraordinary challenges, along with truck drivers deservingly being elevated to essential worker status in the public consciousness. While we are glad to see progress including new trucking jobs and expedited CDL applicants, we know there is still much work to be done on many fronts. We hope to see action taken to improve supply chain efficiency and strengthen the economy where it’s hurting most, like inflation and fuel prices. Q. It soon will be six months since Congress approved President Biden’s $1.2 trillion infrastructure plan. Based on conversations TCA has had with Congressional officials and within its own peer groups, is there a substantial chance the plan might actually get off the ground before the midterm election? Also, what is the trucking industry doing to facilitate implementation? A. While Capitol Hill is generally not known for its speed, there is considerable excitement over putting the infrastructure package to use. Congressional offices rightfully view the infrastructure plan as an unprecedented opportunity to address some of the challenges most affecting their states and districts. TCA staffers recently met with several offices and committees, to advocate appropriate levels of infrastructure spending be allocated toward expanding truck parking — an issue that has plagued the industry for years. It will be important that the trucking industry help steer the direction of infrastructure investment, as the movement of freight across this country needs adequate and safe roads and bridges. We as an industry know better than most what infrastructure features and geographical areas are most in demand and in need of improvement. The trucking industry will also need to push for a mindful and forward-looking implementation of the infrastructure plan, one that considers not only the troubles of today, but also tomorrow. The projected growth of freight, with added demand on our electrical grid and increasingly high-risk weather events, are on track to test our national infrastructure in new ways, and we need to be prepared. Q. Transportation Secretary Pete Buttigieg said at a recent Senate hearing that he is “very concerned” about the lack of truck parking, noting that not only is it a matter of inconvenience for truck drivers but it also becomes an issue of emissions. The lack of truck parking has been an industry topic for longer than we’d like to remember. Do you think Buttigieg’s concern might serve as a catalyst to finally get something done about this issue? A. Industry leaders and advocates like TCA have been “ringing the bell” on truck parking for some time now. So, certainly it is gratifying to know that Secretary Buttigieg has heard the noise we made and takes this issue seriously. Currently, there is about one truck parking space for every 11 drivers. This leads to added stress, lost productivity and compensation, increased idle time and emissions, and unsafe parking alternatives and outcomes. TCA is optimistic that under current leadership, the U.S. Department of Transportation (USDOT) will continue to discuss and act on this issue. Secretary Buttigieg provided remarks at our recent convention, where he highlighted the department’s push for city and state governments to apply for USDOT grants to fund much-needed investments in truck parking. As an industry, we should aid this effort by advocating our own local government partners to take this step and thereby prioritize this issue. Q. The war in Ukraine is having a worldwide impact, and the trucking industry is certainly no exception. What has been the biggest impact — or impacts — on the trucking industry, and how is the industry handling them? A. First, I want to say that TCA is deeply saddened by Russia’s violent attacks on Ukraine. While it is our role to focus on industry-specific ramifications, we acknowledge that these issues in no way compare to the scale of suffering being afflicted upon the people of Ukraine. Our thoughts and prayers are with them. With that said, for the trucking industry here in the U.S., Russia’s invasion of Ukraine has exacerbated already-high inflation and fuel prices and worsened global supply chain pains. The world is more connected than ever; sanction-fueled shortages across the globe could rapidly cause massive delays and scarcities here at home. The most enduring impact for the trucking industry and the nation will be uncertainty. What will be the depth and duration of the war? What are Russia’s global intentions moving forward? What role will the U.S. and its allies play in the new geopolitical landscape? What are the long-term economic effects, and how will they impact trucking? I can assure members that TCA and its partners remain committed to delivering our members with up-to-date, relevant news and first-rate expert projections to help ease this uncertainty and provide clarity when possible. Q. The Federal Motor Carrier Safety Administration (FMCSA) is searching for industry stakeholders to join its new Women of Trucking Advisory Board (WOTAB), which has a goal “to recruit, support, and ensure the safety of women commercial motor vehicle (CMV) drivers and the trucking industry at large.” Why is it important that the work of this board be successful? A. TCA applauds FMCSA’s decision to establish the WOTAB. We are looking forward to working with the advisory board to expand the role women play in the trucking industry, both on our roads and in our offices. The importance of the board’s work is twofold. First, simply put, it’s important because women deserve better. Improving safety for women in this industry needs to be a top priority. The advisory board can also help lead the effort to ensure women in the trucking industry are not subject to discriminatory practices and disproportionately less pay. Secondly, the board’s work is important because the industry would be better off with more women involved. Women make up less than 10% of the U.S. driver population, and the industry is short over 90,000 drivers. The math is simple — adding more women to the field will help address the shortage. Also, carrier and vendor operations and leadership would undoubtably benefit from a larger, more comprehensive talent pool. Q. Finally, as you assume the chairmanship, what excites you most about the year ahead? A. That is a tough one. Aside from being eager to work more closely with the TCA officers and staff, I’m looking forward to talking with members, receiving their input on industry and association initiatives, and continuing to work with our government affairs team and lobbyists on advancing the critical issues. It’s imperative that we also engage with other trade organizations and partners on common issues and goals. Last, but certainly not least, our membership continues to grow — and we have positive energy as an association, so I want to continue to build on that momentum. We must keep pushing it to the next level. I guess you could say I am just pretty excited overall about everything trucking and TCA! I hope you are as well.

Sneak peek |Truckload 2022: Las Vegas

Truckload Authority Staff - March 1, 2022

Cybersecurity experts present info to help carriers fight hackers By Lyndon Finney Many Americans are familiar with the critically acclaimed movie “Catch Me If You Can.” It’s the real-life story of Frank Abagnale Jr., who allegedly, before his 19th birthday, successfully performed cons worth millions of dollars by posing as a Pan American World Airways pilot, a Georgia doctor, and a Louisiana parish prosecutor. It took them a while, but Federal Bureau of Investigation (FBI) agents finally tracked down Abagnale in France and brought him back to the United States to stand trial, whereupon he was convicted and sentenced to prison as a result of his passing thousands upon thousands of dollars’ worth of counterfeit checks. However, his conviction also got him a job with the FBI helping agents track down counterfeiters. Eventually he formed his own company to advise companies about the security of their documentation. Hector Monsegur’s story is similar to that of Abagnale’s. Monsegur, who will be one of two featured speakers during the Tuesday, March 22, general session of Truckload 2022: Las Vegas, is co-founder of the hacking group LulzSec. At one point, facing a sentence of 124 years in prison, Monsegur became an informant for the FBI, working with the agency for over 10 months to aid them in identifying the other hackers from LulzSec and related groups. Formerly known by his online alias Sabu, Monsegur was once the technical expert behind the Anonymous/LulzSec hacker collectives. As a black hat hacker, Monsegur identified critical vulnerabilities in numerous organizations, including governments, military organizations, and cybersecurity firms. The other featured speaker during the Tuesday session will be former FBI special agent Christopher Tarbell, who is considered one of the most successful cybersecurity law enforcement officials of all time. So successful, in fact, that books and movies are being made about his legendary career. Dubbed “the Eliot Ness of online crime” by Newsweek, Tarbell is the man responsible for infiltrating the hacker group Anonymous and taking down the notorious dark web drug trafficking site Silk Road, which has been described as “the most sophisticated and extensive criminal marketplace on the Internet.” He led the tracking and arrest of two of the most infamous figures in cyberspace — Monsegur, who was at one point the most influential hacker in the world — and the cybercriminal known as Dread Pirate Roberts, who was later convicted for his involvement with Silk Road. In working with the U.S. government, Monsegur identified key vulnerabilities and potential attacks against major federal infrastructure, including the U.S. military and The National Aeronautics and Space Administration (NASA). Since working with U.S. government and commercial security executives around the world, he has helped prevent more than 300 cyberattacks. “Cyber threats are of increasing concern to the trucking community,” said Truckload Carriers Association (TCA) Director of Meetings Kristen Bouchard. “Hackers are getting more aggressive and creative when it comes to gaining access to confidential data. With the seemingly innocent click of a link, your organization’s infrastructure crumbles, and your customer’s data is compromised.” Knowing the proper protocols and implementing plans to secure data, can save a business from irreparable damage and in the case of trucking, a logistical disaster. “As we all know, trucking is an essential part of the economy, so it is of vital importance for TCA to help its members prepare for and defend themselves from cyberattacks,” noted Bouchard. “TCA is committed to providing its members with the knowledge and the resources that will help them to remain profitable and protected. We appreciate Pilot Flying J for sponsoring this session.” McLeod Software Vice President of IT and Chief Information Security Officer Ben Barnes, and Truckload 2022: Las Vegas workshop speaker, shared that cybersecurity theft can affect all aspects of a trucking company. “At its core, each company has its own set of critical information systems and data standards that can be compromised and stolen,” he stated. “Often this is for financial extorsion, personal data theft that can be sold, or some financial gain for the criminals. Identification of all business systems, such as VoIP, email, TMS, and other information systems that support essential operations, should be identified, secured, and an incident recovery solution developed that takes into account all critical business systems.” Ten years ago, cybertheft was little more than a term most in the trucking industry understood,” explained Barnes. “The transportation industry has since become a prime target for cybercrimes. This can be attributed to late adoption of cybersecurity, lack of standard cyber controls around the industry, lack of cybersecurity defense talent, a revenue-rich industry, and the cost of a cyber defense strategy,” he added. “Cybercrimes have gone through basic phases, starting with easy targets that had no cyber defense to current day pinpointed attacks against trucking firms with cyber defense strategies.” Barnes noted trucking’s understanding of cargo theft, and said cybertheft and cargo theft are interlinked. “In short, they are both crimes that affect rates and cost,” he said. “These two types of theft are loosely connected in name — but what if autonomous vehicles could be rerouted or stopped at specific locations for centralized cargo theft? Or what if telematics could be hacked in order to halt a specific mobile communication vendor’s customer base across the U.S. Those two scenarios may seem farfetched, but criminal minds work in ways that most of us never consider.” The Tuesday general session begins at 8 a.m. PT and will also include the naming of the 2021 Highway Angel of the Year. Make plans today to attend! Ben Carson to deliver keynote address Dr. Benjamin S. Carson will deliver the keynote address at Truckload 2022: Las Vegas, during the general session on Monday, March 21, thanks to International Trucks. Carson is founder and chairman of the American Cornerstone Institute, a new think-and-do tank whose mission is to promote four founding principles that are cornerstones of the United States: faith, liberty, community, and life, as well as to pursue common-sense solutions that challenge conventional “groupthink.” He most recently served as the 17th Secretary of the U.S. Department of Housing and Urban Development. For nearly 30 years, Carson served as Director of Pediatric Neurosurgery at the Johns Hopkins Children’s Center, a position he assumed when he was just 33 years old, becoming the youngest major division director in the hospital’s history. In 1987, he successfully performed the first separation of craniopagus twins conjoined at the back of the head. In 1997, he also performed the first fully successful separation of type-2 vertical craniopagus twins in South Africa. Carson has received dozens of honors and awards in recognition of his achievements, including the Presidential Medal of Freedom, the nation’s highest civilian honor. He is also a recipient of the Spingarn Medal, the highest honor bestowed by the National Association for the Advancement of Colored People (NAACP) and has been awarded more than 70 honorary doctorate degrees. Carson authored nine books, four of which he co-wrote with his wife, Candy. The U.S. News Media Group and Harvard’s Center for Public Leadership recognized him among “America’s Best Leaders” in 2008. Express Talks, Discussion Groups, workshops await at Truckload 2022 The new educational formats debuting at Truckload 2022: Las Vegas are designed to engage, energize, and be interactive for the attendees. There will be a change in educational opportunities during the Truckload Carriers Association’s (TCA) Annual Convention, Truckload 2022: Las Vegas, set for March 19-22 at the Wynn Las Vegas. “The formats offered in 2022 are designed to engage, energize, and be interactive for the attendees,” shared TCA’s Vice President of Education and Operations Jim Schoonover. New this year are the Express Talks, which are designed to create excitement, he said. “These 15-minute presentations will be fast-paced, robust presentations designed to provide information in a clear and succinct manner,” said Schoonover. “And with the presentations being held adjacent to the exhibit floor, the conversation can continue after the session is over.” Schoonover shared that TCA was also excited to introduce the Discussion Groups to the Annual Convention. “These open discussion groups are designed to give industry professionals the opportunity to share their challenges, pain points, and successes in a roundtable format,” he said. “This opportunity to engage with peers will be moderated by TCA Profitability Program (TPP) consultants and industry leaders,” he continued, adding that attendee engagement at the event is the highest priority for the association. “We are striving to hold a captivating event that, encourages networking, and provides the sharing of ideas and insightful business practices to elevate the industry,” he noted. EXPRESS TALK TOPICS Monday, March 21 #1 How to Prepare for the 3G/4G Sunset Ready or not! The 3G sunset is upon us, and it’s estimated over 7 million IoT devices still need upgrading. Is your fleet ready? Join Velociti’s President and COO Deryk Powell as he walks through an actionable five-step plan on how to upgrade your fleet in the nick of time. He’ll also expose critical items for consideration before, during, and after the transition. #2 Technology’s Role in Driver Recruiting and Retention The wrong software integration choices hurt your bottom line due to lost productivity, while also frustrating drivers and dispatchers. In this session, attendees will learn how the right telematics provider and integrations improve the overall driver experience through greater workflow automation, fewer screen clicks, and faster turn times. Speakers include Jean-Sebastian Bouchard, co-founder and vice president of sales for ISAAC Instruments, and Neil Abt, vice president of public relations for ISAAC Instruments. Key takeaways: 1) The role technology plays in retaining and recruiting top employees; 2) Why a single screen contextual workflow is so important; 3) How the gamification of software improves safety and efficiency; and 4) The role customer support plays in successful technology integrations. #3 Cybersecurity: What It Costs and How Much You Should Spend Every company has budget limitations. How should you spend the first dollar towards protection, and how should you prioritize the money you are able to spend on cybersecurity? What are the most important investments within the limits of your budget? In this session, Ben Barnes, chief information security officer for McLeod Software, guides you on ways to determine the appropriate spending level for your cybersecurity. Tuesday, March 22 #1 Optimizing Your Company’s Capital Structure You’ve optimized your routes. You’ve optimized your maintenance and equipment replacement cycles. But have you optimized your company’s capital structure? Join Ken Kramer, managing director of corporate banking for BMO Transportation Finance, as he steps through cash generation and expenditures and free cash flow, your level of fixed and floating rate debt, and your overall risk. By using these factors, he will guide you through the evaluation of your capital structure and the level of debt and equity you should use to support and grow your company. #2 Wireless Roadside Inspections: The Impact on Motor Carriers The concept of wireless roadside inspections (WRI) for commercial motor vehicles (CMVs) has been explored for over a decade. Proponents say WRI will wirelessly assess compliance of CMVs and drivers at highway speed by conveying real-time data to federal and state regulators. WRI is envisioned as “a system of systems,” both public and private, for the collection, capture, and assessment of significant quantities of information on carriers, drivers, and equipment. What seems to be left out of the discussion on WRI are the concerns and benefits to motor carriers. The speaker will be Steve Vaughn, vice president of field operations for PrePass Safety Alliance. Key takeaways: 1) What information about the truck and driver will be communicated to enforcement? 2) How will the information be communicated and protected? 3) Who will pay for a wireless roadside inspection system? and 4) Will motor carriers get credit for clean Level VIII inspections? #3 How to Modernize Fleet Technology Uptime Technology plays a crucial role in every fleets operation, so how do you ensure it’s always up and running? Velociti’s Senior Vice President of Sales Ryan Powell will discuss the importance of technology maintenance with a fleet customer and how to maximize technology uptime and investment. WORKSHOP TOPICS The 4 Es of the Employee Experience with speaker Clayton Brown, experiential marketing for Prime Inc. Discovering Your Core Values with speaker Allen Phibbs, independent executive director for The John Maxwell Team Cybercrimes: Impacts and Preventions for Transportation with speaker Ben Barnes, vice president of IT and chief information security officer for McLeod Software International Freight and Port Congestion: The Continuing Impact on Domestic Freight with speakers David Arsenault, president of GSC Logistics, Inc., and Glenn Jones, global vice president of product strategy and marketing for Blume Global Improving Your Overall Safety Performance: Applying Innovative Strategies through a Cognitive Learning Approach with speakers Dr. Gina Anderson, CEO of Luma Brighter Learning; and Randy Luckow, vice president of safety, training, and compliance for DART Transit Co. The Three Cs of Digital Communications with speaker: Blythe Brumleve, founder and host of Digital Dispatch Mitigating Carrier Risk: Fighting Driver Sleep Fatigue with speaker: Lisa Ries, division manager for Lincare, Inc. CSR and ESG: What Is This and Why Does It Matter for Fleets? with speakers Matt McLelland, vice president of sustainability for Covenant Logistics, and Bill Wettstein, president and CFO of Nussbaum Transportation For more information, visit www.truckload2022.com/schedule. TCA 2021 Fleet Safety Awards Winners The Truckload Carriers Association (TCA), along with the competition’s Presenting Sponsor Great West Casualty Company and Supporting Sponsors Tenstreet and Peterson, are proud to announce the 18 division winners in the 46th Annual TCA Fleet Safety Awards competition. These annual awards identify truckload carriers that have demonstrated an unparalleled commitment to safety through presenting the lowest accident frequency ratios per million miles in each of six mileage-based divisions. The 18 division winners are now invited to compete for one of two grand prizes — one for carriers with a total annual mileage less than 25 million miles, and the other for carriers with mileage greater than 25 million miles. Grand prize winners will be announced at Truckload 2022: Las Vegas March 19-22 at the Wynn Las Vegas. All winners will also receive recognition at TCA’s 2022 Safety & Security Meeting June 5-7 in Nashville. For more information about TCA’s Fleet Safety Awards, including eligibility requirements and rules, visit the Fleet Safety Awards page at truckload.org/FSA. To view images from historic Fleet Safety Awards presentations, visit TCA’s Flickr page at truckload.org/Flickr. DIVISION I WINNERS (Less than 5 million miles) 1st Place: JR Kays Trucking, Inc., Clarendon, Pennsylvania 2nd Place: Diamond Transportation System, Inc., Racine, Wisconsin 3rd Place: Meyers Bros. Trucking, Pioneer, Ohio DIVISION II WINNERS (5 to 14.99 million miles) 1st Place: Parish Transport, Ellisville, Mississippi 2nd Place: X-treme Trucking LLC, Maribel, Wisconsin 3rd Place: Chief Carriers, Inc., Grand Island, Nebraska DIVISION III WINNERS (15 to 24.99 million miles) 1st Place: Fortune Transportation, Windom, Minnesota 2nd Place: Hill Brothers Transportation, Inc., Omaha, Nebraska 3rd Place: Big Freight Systems, Inc., Steinbach, Manitoba, Canada DIVISION IV WINNERS (25 to 49.99 million miles) 1st Place: Johnson Feed, Inc., Canton, South Carolina 2nd Place: Trans-West Logistics, Inc., Lachine, Quebec, Canada 3rd Place: American Central Transport, Inc., Kansas City, Missouri DIVISION V WINNERS (50 to 99.99 million miles) 1st Place: Groupe Robert, Inc., Boucherville, Quebec, Canada 2nd Place: Brown Trucking Co., Lithonia, Georgia 3rd Place: Challenger Motor Freight, Inc., Cambridge, Ontario, Canada DIVISION VI WINNERS (100 million or more miles) 1st Place: Bison Transport, Winnipeg, Manitoba, Canada 2nd Place: CFI, Joplin, Missouri 3rd Place: Prime Inc., Springfield, Missouri Best Fleets to Drive For Top 20 winners announced, Hall of Fame launched The Truckload Carriers Association (TCA) and CarriersEdge have released the Top 20 winners in the 2022 Best Fleets to Drive For competition and jointly announced they’ve expanded the program by adding a Hall of Fame category, a recognition level that honors fleets that demonstrate Top 20 performance for an extended period of time (see story on Page 39). To be eligible for the Hall of Fame, a fleet must either be named as a Best Fleet for 10 consecutive years, or for seven years with at least one overall award. The Hall of Fame is sponsored by EpicVue. “What an exciting time for this prestigious contest as we launch the Hall of Fame category,” shared TCA President John Lyboldt. “During Truckload 2022: Las Vegas, we’re eager to recognize 28 fleets who are dedicated to providing the best possible workplace experience to their essential workers — professional truck drivers. Be sure to attend this year’s revamped awards presentation in March.” The Top 20 winners are comprised of for-hire trucking companies across North America that are being recognized for providing exemplary work environments for their professional truck drivers and employees. “This year we saw more than 200 fleets nominated by their drivers for this program, and all participants were clearly stepping up their game,” said CarriersEdge CEO Jane Jazrawy. “This year’s Top 20 and Hall of Fame fleets rose to the top with a range of innovative and effective programs that continue to improve the work experience for their drivers.” This year’s Top 20 winners are, in alphabetical order: American Central Transport, Kansas City, Missouri Brenny Specialized, Inc., Saint Joseph, Minnesota Challenger Motor Freight Inc., Cambridge, Ontario, Canada Chief Carriers, Inc., Grand Island, Nebraska Continental Express, Inc., Sidney, Ohio Decker Truck Line, Inc., Fort Dodge, Iowa Erb Transport, New Hamburg, Ontario, Canada Fortigo Freight Services, Inc., Etobicoke, Ontario, Canada Fremont Contract Carriers, Inc., Fremont, Nebraska Garner Trucking, Inc., Findlay, Ohio K&J Trucking, Inc., Sioux Falls, South Dakota Landstar Transportation Logistics, Inc., Jacksonville, Florida Leonard’s Express, Farmington, New York Liberty Linehaul, Inc., Ayr, Ontario, Canada Thomas E. Keller Trucking Inc., Defiance, Ohio TLD Logistics Services, Inc., Knoxville, Tennessee TransLand, Strafford, Missouri TransPro Freight Systems Limited, Milton, Ontario, Canada Veriha Trucking, Inc., Marinette, Wisconsin Wellington Group of Companies, Aberfoyle, Ontario, Canada Hall of Fame Honorees are: Bison Transport, Inc., Winnipeg, Manitoba, Canada Boyle Transportation, Billerica, Massachusetts Central Oregon Truck Company, Inc., Redmond, Oregon FTC Transportation, Inc., Oklahoma City, Oklahoma Grand Island Express, Grand Island, Nebraska Halvor Lines, Inc., Superior, Wisconsin Nussbaum Transportation Services, Inc., Hudson, Illinois Prime Inc., Springfield, Missouri In addition to the Top 20, TCA and CarriersEdge identified five Fleets to Watch (honorable mentions): Epes Transport System, LLC, Greensboro, North Carolina GP Transco, Joliet, Illinois Magnum LTD, Fargo, North Dakota Stokes Trucking, LLC, Tremonton, Utah TP Trucking, Central Point, Oregon Two carriers are to be recognized for five consecutive years as a Best Fleet — American Central Transport and Thomas E. Keller Trucking Inc. To be considered for the Best Fleets program, companies operating 10 or more trucks must receive a nomination from one of their company drivers or owner operators. The fleets are then evaluated using a scoring matrix covering a variety of categories, including total compensation, health benefits, performance management, professional development, and career path/advancement opportunities, among other criteria. Driver surveys are also conducted to collect input from drivers and independent contractors working with the fleets. Two overall winners, in large and small fleet categories, will be named during TCA’s Annual Convention — Truckload 2022: Las Vegas — set for March 19-22 at the Wynn Las Vegas. The overall winner awards are sponsored by Eleos Technologies and TruckRight. To learn more about the Hall of Fame category, the nomination process, or get additional information on the Best Fleets to Drive For program, visit www.bestfleetstodrivefor.com. Be sure to follow the hashtag #BestFleets22 on social media to get updates this year’s contest. Meet the 2021 Driver of the Year finalists The Truckload Carriers Association (TCA), Overdrive, and Truckers News have announced the finalists for the 2021 Driver of the Year Contests, a competition that recognizes both company drivers and owner operators who provide reliable transportation of North America’s goods. This year’s finalists for Company Driver of the Year include: Robert Cole of Spring, Texas — Ryder Systems, Inc.; Denny Cravener of Virginia Beach Virginia — Givens Transportation; and Robert Howell of Shelley Idaho — Doug Andrus Distributing, LLC. This year’s finalists for Owner-Operator of the Year include: Glen Horack of Elkland, Missouri — Prime Inc.; Gene Houchin of Shenandoah, Iowa — Midwest Express, LLC; and Allen and Sandy Smith of Oak Hill, West Virginia — National Carriers, Inc. Thanks to the program’s longtime sponsors, Cummins Inc. and Love’s Travel Stops, the overall winner in each division will receive $25,000, while the two runners-up in each division will win $2,500. The finalists and grand prize winners are selected based on their ability to operate safely on public highways, their efforts to enhance the public image of the trucking industry, and their positive contributions to the communities in which they live. “TCA is the voice of truckload, and we are committed to educating the public on the collective accomplishments of our industry,” said TCA Chairman and Incoming President Jim Ward. “It is imperative that we recognize and positively promote the remarkable achievements of our essential workers — those who set the bar for the rest of our industry.” To be eligible for the contests, company driver nominees are required to meet strict standards, such as driving at least 1 million consecutive accident-free miles. Judges examine each driver’s operating information, work history, and safety record, and also review three 300-word essays or video testimonials explaining why each nominee is a “good trucking citizen,” “how they stay healthy while on the road,” and “why they should be the next Driver of the Year.” For owner-operator candidates, judges also review equipment specifications, lengthy business plans, and financial statements. The names of the grand prize winners will be announced at Truckload 2022: Las Vegas at the Wynn Las Vegas, March 19-22. For more information about the Driver of the Year Contests and their sponsors, visit www.truckload.org/DOY. To keep up with the finalists and to learn of the grand prize winners, follow @TCANews on Twitter and other social media networks. Members of Best Fleets Hall of Fame consistently top performers The prestigious Best Fleets to Drive For contest and survey has expanded. New this year, the Truckload Carriers Association (TCA) and its partner CarriersEdge created the Hall of Fame, a category to showcase those members who are consistent top performers in the program year after year, shared CarriersEdge President Mark Murrell. The newly created Hall of Fame is sponsored by EpicVue. “They’re … always noticeably better than the rest of the Top 20,” Murrell noted. “In general, they score about 8% above the rest of the pack in the final scores. What’s significant there is that the bar gets raised every year. (These carriers) improve at the same or better rate than the rest of the pack, which effectively means it’s nearly impossible for other fleets to catch them.” It’s been observed that once fleets reach a point where they’re sustaining that level of performance over multiple years, they tend to stay there. Unless something dramatic happens, they’ll keep performing at that level, year after year, he said. Murrell cited examples: Nussbaum Transportation, which won the Best Overall award for three consecutive years; Grand Island Express, which has now made the list for 11 consecutive years and has won the Best Overall award three times; and Halvor Lines, which has made the list for 10 consecutive years and frequently has the most creative program ideas among all participants. “These fleets are also among the first to pick up the results book to see what other people are doing, and the first in the room when we do an educational session to share the trends and new ideas,” said Murrell. “They never rest on their laurels, and they’re constantly finding new things to add for their drivers.’ There are definitely more than 20 fleets that warrant recognition, he noted, adding that often the difference between a fleet that squeaks into the Top 20 and one that misses out is less than 1% on the final score. In several cases, it’s been 0.5%. It’s pretty hard to argue that one fleet is worthy of recognition and the other isn’t when they’re that close in total points, he shared. “That situation is only more evident with participation in the program growing every year,” stated Murrell. TCA’s Senior Director of Outreach & Engagement Marli Hall who helps to oversee the program agrees. “There are substantially more than 20 in that group who are doing incredible things and deserve to be recognized. By adding the Hall of Fame and moving some of the consistent top performers into that group, we’re doing just that. It’s exciting to showcase new carriers in this year’s Top 20 and for decades to come.” Murrell shared additional examples which include: TransLand, which not only has a walking trail at its head office but also a community garden, which is tended by both drivers and office staff. K&J Trucking, which has relatively few staff in the office but still manages to provide a range of programs to help its independent contractors grow their businesses. “Those are just two, but all of the new names on the list have great stories,” shared Murrell. “The Hall of Fame allows us to recognize more deserving fleets, without watering down the criteria for recognition.”

A chat with the chairman: Heading for a strong finish, and then …

Lyndon Finney - January 1, 2022

Truckload Carriers Association (TCA) Chairman Jim Ward is heading into the final weeks of his term, but he’s surely not slowing down. Coming off the success of Truckload 2021: Las Vegas and Bridging Border Barriers in Canada, the chairman still has several trips to the TCA headquarters in Alexandria, Virginia, to plan future events, including Truckload 2022: Las Vegas, which will mark the second time he’s moderated convention sessions. Then, as you’ve probably have heard by now, he will step from the role of TCA chairman into the role of TCA president. Between trips, meetings, and the presidential selection process, he took the time talk about the $1 trillion bipartisan infrastructure plan and how the $110 billion targeted for roads and bridges will impact trucking. He also comprehensively shared the associations’ position on the gas tax-vehicle miles traveled debate. Mr. Chairman, we hope you and your family had a merry Christmas and a happy New Year. As you enter the home stretch of your term as chairman, what does your schedule look like for January and February? The second week of January, I will be at TCA headquarters, meeting with the leadership of TCA’s Refrigerated Division as they plan their 2022 event in Traverse City, Michigan. In the fourth week, John Lyboldt, John Elliott, and I will meet in Alexandria to plan for my passing of the Chairman gavel to John Elliott at the convention in March. In February, we hope to oblige current American Trucking Associations Chair and TCA member Harold Sumerford Jr. of J&M Tank Lines and take him up on his offer to host a meeting at his facility in Birmingham, Alabama. The remainder of the time will be spent working on tying up any loose ends for Truckload 2022: Las Vegas. Since we last spoke, there has been a major development in transportation as the House and Senate passed President Joe Biden’s $1 trillion bipartisan infrastructure plan and, in a bipartisan ceremony November 15, the president signed the bill into law. The plan will put $550 billion in new money into transportation, broadband, and utilities, including $110 billion for roads, bridges, and other projects. What are the key provisions of this bill that will help the trucking industry? We can’t overlook the funding — $110 billion is a lot of money to repair and rebuild the first-class office space that our professional truck drivers deserve. To put it into perspective, the Highway Trust Fund, which supports our roads and bridges, annually commits approximately $45 billion to necessary roadwork across the country, so the immediate funding this bill generates is greater than two years’ worth of investments. Bills of this magnitude are usually spoken about in a sense of what is in the bill, but there are times when what is left out of the language is equally as important. The absence of the PRO Act in the infrastructure can be hailed as a victory by this industry because of the threat it could have had on the highly successful independent contractor business model. This demonstrates the association’s ability to message; TCA membership and staff were quick to voice industry opposition to the issue. The PRO Act can always reappear in future legislation, but the very fact that it was omitted from this bill is a great success. Biden has touted the bill as a long-term plan, with projects and programs stretching out as long as 10 years. What are the most urgent needs in the eyes of trucking industry? I don’t think it is a state secret that our nation’s roads and bridges are deteriorating. In fact, the American Society of Civil Engineers consistently refers to the state of disrepair our infrastructure is in. As an issue that has been circulating since the 2016 presidential election, the need for an investment into our interstate network certainly represented the most urgent need and served as the very basis upon which this bill was formulated. The infrastructure bill would transfer money to the Highway Trust Fund to keep it solvent, including $90 billion for highways and $28 billion for mass transit. Given the dwindling resources in the Trust Fund and the increased push toward electric vehicles, some lawmakers have called for a transition to a vehicle-miles traveled (VMT) fee instead of a gas tax. What is the latest discussion among TCA members about a gas tax versus a VMT tax? The fuel tax continues to represent the most cost-effective measure for collecting fees that would directly support our roads and bridges. Of course, with the increase in electric vehicles and the strides our industry and nation have made in fuel-efficiency standards, visits to the fuel pump are becoming less frequent. TCA continues to support an increase to the federal fuel tax program in an effort to raise the necessary dollars to keep the Highway Trust Fund solvent. However, through the work of our Highway Policy Committee, we have been proactive in keeping TCA at the forefront of conversations regarding a VMT tax. The committee has established a guidance document for these discussions surrounding whether a VMT would be a viable alternative and has identified some issues to consider when participating in these conversations. For a VMT to be considered a viable alternative, the following issues must be addressed through additional research, studies, and pilot programs: The technological and administrative infrastructure is currently not in place to report and collect this tax or to prevent fraud in any VMT reporting system. The potential for dual taxation is high if the fuel tax is not fully phased out before the VMT goes into effect. The VMT as currently envisioned has a significantly higher administrative cost of collection when compared to the current federal fuel tax system, which has a proven, low-cost administrative and collection infrastructure. Past and present VMT pilot programs, including those in which TCA members like D.M. Bowman, Inc., have participated, lack adequate data to determine whether this is a reliable alternative on a national scale. While the trucking industry is accustomed to digital tracking through electronic logging devices and annual reporting of mileage to the state and federal government, private citizens are much more sensitive to the VMT’s privacy implications. Also included in the bill is a provision to establish an apprenticeship program designed to encourage 18- to 20-year-olds to enter the industry as professional truck drivers. Where does TCA stand on this issue? TCA supports and continues to champion the apprenticeship program that is reflective of the DRIVE Safe Act. This program allows carriers to expose their operations to a new demographic by presenting a rewarding career path for people when exiting high school, an opportunity that only previously existed for those who operated in intrastate freight. Not as simple as it sounds, of course, since there are training aspects and technical equipment specifications that would coincide with recruiting these individuals, but the opportunity to recruit younger drivers is one that our industry would embrace so that these potential employees can get more involved in our industry than before. On the subject of professional truck drivers, the “Critical Issues in the Trucking Industry — 2021” report recently released by the American Transportation Research Institute, which is based on questionnaire responses by drivers and motor carrier executives, shows the industry’s Top 3 concerns are driver-related. No. 1 is the driver shortage (it has been the top concern the past five years); No. 2 is driver retention; and No. 3 is driver compensation. Do these rankings surprise you? What are the top strategies to address this concern? I don’t think these things come as a surprise to anyone, especially in our segment of the industry. Recruiting and retaining drivers is just about the No. 1 goal for every trucking company these days, which also seems to coincide with increases in driver compensation. Tight capacity and the supply chain crunch don’t appear to be going away anytime soon, so carriers continue to stress the importance of finding drivers that will efficiently and safely move freight. I do not think a week goes by without hearing news of wage increases for the professional truck driver, and they are well deserved. Carriers establish pay programs that are practical for their own operations and drivers ultimately find a carrier that can satisfy their wage needs, so it really is not a one-size-fits-all approach, but rather one that each and every operation views differently. New to the list of concerns, at No. 10, is a shortage of diesel technicians. What has happened to create such a shortage, and what has been the discussion among association members about how to address this concern? This is an issue that continues to grow as the U.S. Bureau of Labor Statistics reported that employment of diesel service technicians and mechanics is projected to grow by 12%, faster than the average for all occupations. The agency also said 67,000 technicians will be needed to replace retired workers, and 75,000 new mechanics must be added to meet additional demand by 2022. This issue has been building for the better part of a decade, even before COVID-19 impacted the workforce. Retirement, natural attrition due to COVID, and even job-hopping has affected the industry in a manner that quality technicians are becoming harder and harder to recruit. Much like a professional truck driver, it continues to be a challenge finding people to enter an industry that desperately needs them. Not only do we have to identify and train more technicians, but we must continue to change the way people think about this kind of job. It remains a highly skilled profession and the opportunity for advancement is prevalent for those who choose to make this a career. The mandate requiring companies with 100 or more employees to have a fully vaccinated workforce is scheduled to go into effect in January. Where does TCA stand on this issue, and how will it impact the motor carrier industry? TCA remains committed to expressing the viewpoints of our industry on this issue, focusing on the dramatic change it could have on our driving force and exorbitant impact it would have on capacity in an already tight market. As such, we continue to stress the impractical demands that such a rule would have on our segment of the industry, especially for the drivers operating in an irregular route environment. Obviously, the logistics of vaccinating an army of professional truck drivers in an irregular operating environment remains a strong concern. A larger fear is that a rule requiring a vaccine or weekly test could lead to a massive driver exodus from this great industry. Already faced with a shrinking pool of drivers from COVID-19 itself, we are all confronted with the pervasive challenge of locating qualified drivers to deliver our nation’s freight safely, effectively, and efficiently. As part of an industry that continues to examine the impacts that this mandate, if enacted, could have, we continue to be part of the conversation in an effort to maintain our current level of drivers, not make it worse. Recently there has been discussion within the industry about a shortage of truck parts. What are you hearing about this shortage, and what is the answer to alleviating the shortage? Is there anything we are not experiencing a shortage of nowadays? The semiconductor shortage is wreaking havoc across the industry, and capacity is not helping the issue as people continue to wait for the parts they need. Unfortunately, this has become a sign of the times. Whether it is new equipment or replacement parts, backorders continue to be the standard message for today’s marketplace. It is important to continue keeping an accurate inventory of the parts that are needed and forecast on a wider variety of parts rather than a select few in order to keep your operation running effectively. TCA participated in two important events during November — the Fifth Annual Bridging Border Barriers, held in Canada, and the transport of the U.S. Capitol Christmas Tree and the lighting of the tree in Washington, D.C. Why is it important for the association to participate in these events? Both of these events were extremely well attended, which was great to see. Nearly 150 industry professionals participated live and in person at the Bridging Border Barriers event in Ontario, and the chatter on social media was superb. Keeping up with current and potential cross-border issues is crucial; TCA and its sponsors know how important it is for like-minded colleagues to gather, and this top-notch event provides that opportunity. Additionally, thousands of people had the opportunity to visit “The People’s Tree” in our hometown of Williamsport, Maryland, during a “whistle stop.” The four-hour event provided the community with an opportunity to sign the banner that lined the tree, visit with local vendors, chat and have a photo with Santa and Mrs. Claus, purchase commemorative ornaments, and more. And to make the event even better, the Federal Motor Carrier Safety Administration’s Deputy Administrator Meera Joshi was in attendance and addressed the crowd about the importance of safety on our nation’s highways. She was very familiar with our community from participating in the JFK 50 mile run at least twice. We could not have envisioned a more memorable event. Looking ahead to Truckload 2022: Las Vegas, the association recently announced two exciting program participants. The keynote speaker will be Ben Carson, a retired neurosurgeon who served as Secretary of Housing and Urban Development during the Trump administration and was a Republican presidential candidate during the 2016 primaries. The featured speaker will be Kevin Mitnik, a cybersecurity expert who will teach attendees how to avoid being hacked. Please share a word of encouragement for TCA members to go ahead now and register for the convention, and speak to the quality of speakers the association is able to attract to its convention. Aside from our lineup of insightful speakers, the event will offer a revamped schedule so be sure to look at some of the changes. For example, committee meetings will no longer be held on just Sunday morning. Additionally, more networking opportunities have been added, including a March Madness Viewing Lounge in the exhibition hall so attendees can enjoy the games, beverages, and food while mingling with colleagues. Make plans to join us now — register at www.truckload2022.com. In closing, Truckload 2022: Las Vegas will be John Lyboldt’s last convention as TCA president. How does the association plan to honor him at the event? We want to make sure John and Lynne know how much we appreciate all they have done to support the membership and staff during his six-plus years as TCA president. Thank you, Mr. Chairman.

Golden boy: Ryan Murphy, son of Landstar exec, makes Olympic dreams come true

Dwain Hebda - November 1, 2021

Swimming is all about propulsion. Olympic champion Ryan Murphy was initially propelled by sibling rivalry. The youngest of three, he watched his older siblings swim competitively and set his mind to besting their accomplishments. Before long, the youngster proved to be such a prodigy that he’d eclipsed his older brother and sister. At the tender age of 7, Murphy had set a new goal — to be an Olympic gold medalist. Since then, Murphy, whose father Pat Murphy is an executive with Landstar System, Inc., out of Jacksonville, Florida, has faced off against the top talent in the world and come away with multiple collegiate, World Championship, and Olympic wins, with a hatful of national and world records to boot. Along the way, he’s learned it’s not the accomplishment that drives him, but the testing of his own limits of endurance and talent to see just how good he can really be. In short, the only thing that propels Ryan Murphy these days is Ryan Murphy. “I don’t feel like I’ve had my best performances yet,” said the amiable Olympian. “When I look at the measurables that I have throughout the year in practice — whether that be what sort of aerobic capacity, anaerobic capacity, how fast I can kick, pull, what my technique is doing — I feel like I’m better than I ever was this past year. I’m doing everything correct in practice and it hasn’t led to a best time. “And it’s not like it’s far off,” he continued. “It’s like a tenth of a second here, a tenth of a second there. I think I could go faster than I ever have.” Murphy has reached such an elite level status that, if his predictions are true, his true best is measured in terms of world records. He currently holds the mark in the 100-meter backstroke, setting the world and Olympic mark at 0:51.85 in 2016 in Rio. He and his teammates also set a new Olympic and world record time in the 4×100-meter medley relay in Tokyo this year, closing out those games in 3:26.78. To top such marks is daunting, even for an athlete of Murphy’s stature. But then, he didn’t get this far by thinking small. “I’ve really come to realize that my personality is, no matter what I’m doing, I’m going to be going after that as hard as I can,” he shared. “I love working hard, and I love challenging myself to be really good at whatever I’m doing.” Murphy was in the water before his first birthday and says he can’t remember a time he wasn’t swimming. His love of the water was hardly an unrequited affair — his proficiency at swimming was as great as his love for the sport. He set 17 age-group records growing up, five of which still stand today. As successful as Murphy was during high school at the prestigious Bolles School in Jacksonville, Florida — a factory for elite swimmers — those years were also when he learned to deal with losing. The ability to put loss into perspective, something Murphy says is the downfall of many rising elite athletes, is one of the things that has allowed him to reach the levels of the sport that he has. “I consider myself to be in a really fortunate position,” he said. “At Bolles we had a lot of talent in the water, and we had a lot of people who were really driven to be great. In high school I got used to getting beat in practice. I didn’t like it, but it’s something you have to deal with. You’re not going to win every time out.” Murphy went on to add that “when I got to college and I got around even more talented guys, I was OK with going in there and getting beat on some sets,” he explained. “Being able to ‘re-brain’ things so that the level of competition every day doesn’t hit the confidence, that was the most important thing moving from high school to college.” Murphy’s proof of this concept is immediately apparent. Competing for the University of California, he posted four consecutive NCAA titles in the 100-yard and 200-yard backstroke, only the fourth male swimmer in history to do so. In the process, he set American, U.S. Open, and NCAA records at both distances — 0:43.49 in the 100-yard race and 1:35.73 in the 200-yard event in 2016. That would have made enough of a year for any athlete, but it proved to be a mere warm-up for Murphy. The crowning achievement of 2016 came in Rio de Janeiro at his maiden Olympics. There he burst into prominence, earning three gold medals and a world/Olympic record, transforming him from just another swimmer into a brand name overnight. “It’s a 100% weird transition to make, because I’m doing a sport,” he said. “It starts out as something you do as a kid a few times a week to here, where it’s a career. With it being a career, you have to be able to make money with it. I wouldn’t be able to be a great swimmer if I had to work a 9 to 5. I wouldn’t have enough time to train, I wouldn’t have enough time to recover, focus on nutrition. So, you have to make a living and doing that, you do have to become a brand.” Additionally, he added, “you have to find brands to partner with where the brand that I’ve developed will complement theirs so there’s synergy between the two,” he noted. “It’s something I’m comfortable with now, (but) I think coming off of 2016 I definitely struggled with it. “In terms of social media, I was still sharing posts that I thought my close friends would like and not really recognizing that I’ve got kids that are following me, that are looking up to me. I have parents following me, trying to show their kids something that I am doing,” he continued. “It’s something where you never really grasp how big your audience is, but it’s something you have to try and conceptualize.” Murphy said he didn’t really feel overly disrupted by the postponement of the Tokyo Olympics from 2020 to 2021. Nevertheless, his failure to claim gold in either of his individual events gave him a particular fire in his eye coming out for the 4×100-meter final. “We knew we had a really good relay,” he shared. “The night before, we all got together and said, ‘Realistically, if we just do the swims that we’ve already done this week, we’re going to break the world record.’ And it was as simple as that. We knew what we wanted; we wanted to set the world record and we wanted to win. “With the way that it worked out, I swam eight days in a row and that relay was on Day 8,” he recalled. “I did not feel good, I was tired, and it was a long, exhausting meet. We were like, ‘All right, we’ve got one more race. Let’s man up here.’” Even with four Olympic golds — six medals overall — Murphy doesn’t hesitate to say that he’s ready for more. He is already training for the Paris Olympics in 2024. “I’m in a place right now where I’ve found something that I’m really good at, so it’s kind of fun to really go after something,” he said. “My next career, there’s no guarantee I’ll be really good at it. I know I’ll work really hard, but there’s no guarantee I’ll be good at it so I might as well try to hold onto this while I have it.”

Viva Las Vegas! Truckload 2021 heads to Las Vegas September 25-28

Truckload Authority Staff - September 1, 2021

Movers and shakers in the trucking industry will converge on the Entertainment Capitol of the World Saturday, September 25, through Tuesday, September 28, for the Truckload Carriers Association (TCA) annual convention. More than 1,200 attendees are anticipated for Truckload 2021: Las Vegas — TCA’s first in-person annual convention since the onset of the COVID-19 pandemic — which will feature more than 110 exhibitors, dynamic keynote and featured speakers, and musical guest Clint Black, as well as educational workshops, discussion panels, banquets and awards presentations, and networking opportunities. Entrepreneur Daymond John of ABC’s “Shark Tank” will be the keynote speaker for the first general session on Monday, September 26. John, a successful fashion designer, branding expert, author, and consultant, will share his awe-inspiring journey and provide a roadmap for others to achieve success in business and in life. On Tuesday, September 27, the general session will feature Jim Kwik, founder of Kwik Learning and an expert in speed-reading, memory improvement, brain performance, and accelerated learning. Kwik, who overcame challenges presented by a childhood brain injury to become a renowned learning expert and bestselling author, has dedicated his life to helping others unleash their capacity for faster learning. Musical entertainment will be provided by country music legend Clint Black, who released his first ground-breaking album and hit single, “Killin’ Time,” in 1989. Now, more than three decades and 22 No. 1 singles later, Black remains a force in the industry. Attendees can choose from more than 20 educational workshop sessions targeting a variety of issues facing the trucking industry, from harnessing the power of technology to improving profitability, driver recruitment and retention, managing challenges created by the legalization of marijuana, and many others. For a complete list of workshops, visit truckload2021.com/sessions. In addition, industry experts will participate in informative panel discussions on Sunday, Monday, and Tuesday, presenting valuable insights and solutions. Sunday’s session, The View of the Industry: The Executive Perspective from Across the Border, will focus on critical issues impacting cross-border trucking, including the impact of the pandemic on trucking, disruptions, new leadership, and the United States-Mexico-Canada Agreement (USMCA). Moderated by Bison Transport President and CEO Rob Penner, the panel will include Canadian Trucking Alliance President Stephen Laskowski, TCA President John Lyboldt, and American Trucking Associations President and CEO Chris Spear. The possibility of spiking insurance liability rates is of concern for carriers across the nation, and Monday’s discussion is designed to help companies navigate the greatest insurance challenges facing the industry, including lawsuit abuse, as well as contributing factors to increased rates and how carriers can position themselves and be better aligned with risk-management strategies. Navigating Insurance Pressures in the Trucking Industry will be moderated by D.M. Bowman, Inc., President and TCA Chairman Jim Ward and will feature Aon Transportation & Logistics Practice CEO Mark Brockinton, Maverick USA President John Culp, Protective Insurance Co. CEO Jeremy Johnson, and Berkshire Hathaway Specialty Insurance Senior Vice President and Head of General Casualty and Trucking Liability William Smyth. Last but definitely not least, TCA’s own Vice President of Government Affairs David Heller will moderate The Executive Vision: 2021 and Beyond on Tuesday. During this discussion, Kevin Knight, Executive Chairman of the Board for Knight-Swift Transportation Holdings, Inc., and Prime Inc. President and Founder Robert Low will delve into critical topics that will impact truckload carriers in 2021 and the years ahead, such as the political landscape, COVID-19, capacity and fleet growth trends, technology, labor, infrastructure, and the positioning of fleets for potential environmental mandates. For more information about Truckload 2021: Las Vegas, visit truckload2021.com or follow the event hashtag #2021TCA on social media.

Just a crack? Fracture in I-40 Memphis bridge brings critical discussion of declining infrastructure

Truckload Authority Staff - July 1, 2021

Commercial vehicle operators are accustomed to the occasional delay due to traffic, and trucking companies are typically prepared to handle intermittent delays due to road closures. However, when the Hernando de Soto bridge on Interstate 40, a key link across the Mississippi River at the Arkansas and Tennessee state line, was suddenly closed to traffic on May 11, this critical passage into Memphis, Tennessee, became a national concern. The I-40 bridge connecting Memphis and the Arkansas city of West Memphis was shut down immediately after inspectors found a fracture in one of two 900-foot horizontal steel beams that are critical for the bridge’s structural integrity. Since traffic has been rerouted to the nearby I-55 bridge in Memphis, commercial truck drivers have endured heavy delays on the I-55 bridge, or they have been forced to use two other bridges that cross the river to the north and south of Memphis. The next closest crossings are about 60 miles to the south near Lula, Mississippi, and 100 miles to the north near Dyersburg, Tennessee. I-40 is a key artery for U.S. commerce, running from North Carolina to California, and Memphis is a key national infrastructure hub, featuring five major rail lines, an inland river port, and one of the world’s busiest cargo airports. When the 48-year-old, six-lane I-40 bridge is open, about 50,000 vehicles travel across it daily, with about a quarter of those being commercial trucks, Tennessee transportation officials have said. The Arkansas Department of Transportation (ARDOT) on May 14, said an image captured by an inspector’s drone video in May 2019 showed evidence of damage on the lower side of the bridge, the same area as the fracture that was discovered in May of this year. Shortly thereafter, the ARDOT inspector in charge of the 2019 inspection was terminated from his position with the department. Engineers have already completed Phase 1 of the repairs, which involved installing steel plates on each side of the fractured beam. Phase 2 of the project, which includes removing and replacing the damaged piece of the beam, remains ongoing. Following the closure of the I-40 bridge, inspectors studied the four-lane, 71-year-old I-55 bridge and determined it can withstand the increased traffic caused by the closure of the I-40 bridge, said Tennessee Transportation Commissioner Clay Bright. A timetable for the I-40 bridge’s reopening has not been officially set, but Bright said construction is expected to run at least into late July. The bridge closure has made trips longer and more expensive for commercial truck drivers seeking to get across the river on the three open regional bridges. Trucking companies have changed work times for drivers, while truckers are adjusting their travel routes, often on the fly. As a result of the delays, food warehouses are having trouble servicing restaurants in eastern Arkansas, said Ozark Motor Lines’ Chief Financial Officer Jason Higginbotham. He also shared that his company was having trouble receiving timely diesel fuel deliveries. Tennessee Trucking Association President Donna England said the bridge closure is making it more expensive for companies to operate during an ongoing truck driver shortage. The Arkansas Trucking Association has estimated the closure is costing the industry about $2 million a day. “When that cost is added, then who does that cost get passed down to?” said England. “It gets passed down to our consumers, as well as our shippers.” Arkansas Trucking Association President Shannon Newton said the trip on the I-40 bridge between the two states averaged eight minutes. Since the I-40 bridge closure, trips on the I-55 bridge being used as the closest alternate route have averaged 84 minutes. In an inspection for the 2020 National Bridge Inventory report, the Federal Highway Administration (FWHA) said the I-40 bridge checked out in “fair” condition overall, with all primary structure elements sound and only some minor cracks and chips in the overall structure. Its structural evaluation was determined to be “somewhat better than minimum adequacy to tolerate being left in place as is.” U.S. Department of Transportation Secretary Pete Buttigieg traveled to Tennessee on June 3 to learn how the closure has affected freight movement since it was shut down. Buttigieg met with regional transportation officials at a FedEx Corp. facility in Memphis before a tour of the Hernando de Soto bridge. Shipping giant FedEx operates its massive fleet of airplanes and trucks out of its headquarters in Memphis. Buttigieg’s visit came as negotiations continued between President Joe Biden, House and Senate Democrats, and the GOP to finalize a national infrastructure package. Biden had proposed a broad $1.7 trillion infrastructure package, while Republican members of Congress want a narrower investment in roads, highways, and other traditional public works projects. The cracked bridge serves as a symbol of bridge decay in the U.S., which federal transportation officials have said has 45,000 bridges in poor condition and faces a trillion-dollar backlog in repairs. Officials note that making the I-40 bridge safe for traffic should be the main goal, with maintaining the flow of interstate commerce and commuter traffic as other priorities. “Safety is at the heart of what’s happened at the de Soto bridge,” Buttigieg stressed during the discussion at FedEx. “I know that the protracted closure has been frustrating, it has been difficult, it has been challenging, and it has been costly.” Attending the meeting with Buttigieg at FedEx were U.S. Sen. Marsha Blackburn (R-TN) and U.S. Rep. Steve Cohen (D-TN-9). They heard from members of the trucking industry about problems caused by the shutdown. In a letter to Biden days after the bridge’s closure, Republican U.S. Sen. Bill Hagerty of Tennessee said the shutdown is “affecting the lives and livelihoods of real people right now.” Arkansas’ two Republican senators, Tom Cotton and John Boozman, have said they’re concerned about the impact the bridge’s closure will have on the economy and have indicated they want an infrastructure package that’s focused on traditional public works projects, such as the Hernando de Soto bridge.

Log in to TCA’s educational workshops for valuable info about communicating in a virtual environment

Truckload Authority Staff - October 5, 2020

ARLINGTON, Va. — Since the onset of COVID-19, the world has seen many changes in business practices — in particular, the now-common practice of conducting important meetings via Zoom or other virtual conference hosts. On Oct. 8, Truckload Carriers Association kicks off a three-part educational series designed to help members of the trucking industry — or any industry — communicate effectively, both in person and virtually. The second and third workshops will be held Nov. 12 and Dec. 10. Guest speakers W. Jordan Wagner, founder of WJW Consulting, and Tim Hindes, CEO of Stay Metrics, will present insightful 90-minute workshops focused on nonverbal communication, engaged listening and purposeful responding, and interpersonal investment. During these workshops, participants will gain insights on how to interpret and improve their own nonverbal communication skills and will be provided with tools for communicating more effectively with their virtual teams. Nonverbal Communications: We Are Always Communicating (1 p.m. Eastern on Thursday, Oct. 8) Attendees will learn how to read and interpret nonverbal communication (NVC) in a Zoom environment, as well as discover vital tools for communicating in a virtual world. Engaged Listening and Purposeful Responding (1 p.m. Eastern on Thursday, Nov. 12) At the end of this session, participants will be able to understand the magnitude and importance of listening first; comprehend how we let the various forms of “noise” influence our communication attempts; and listen and respond effectively for improved performance by way of interpersonal relationships. Interpersonal Investment: Having a People-First Portfolio (1 p.m. Eastern on Thursday, Dec. 10) The final session of the series is designed to help attendees positively increase workplace relationships; recognize the importance of human capital (aka “team members”); and employ simple tools for improving culture through interpersonal investment. To learn more about the series and reserve a virtual seat, click here.

Power Team: Lorie Tudor and Shannon Newton are driving the future of transportation in Arkansas

Linda Garner-Bunch - September 1, 2020

In March, Lorie Tudor took the reins as director of the Arkansas Department of Transportation (ARDOT), becoming the first woman in the state’s history to hold the top spot and making ARDOT one of 13 woman-led transportation agencies in the U.S. The move also made Arkansas one of only two states with women at the helm of both the transportation agency and a state trucking association; Shannon Newton has headed up the Arkansas Trucking Association since 2014. The other state is New York, where Marie Dominguez was appointed transportation commissioner in 2019 and Kendra Hems serves as the president of the Trucking Association of New York. While Tudor and Newton entered the transportation arena in different ways, both have become deeply rooted in the trucking industry, and the pair work together to ensure the safety of professional drivers and to effect legislative changes that will have a positive impact on motor carriers, their employees, and the transportation industry as a whole. “I consider it a partnership,” explained Tudor. “The trucking industry is one of the largest providers of revenue for our roads and bridges. Truckers need a good transportation system. We’re committed to providing that for them and to keeping the roads safe.” Newton also views the combined efforts of ARDOT and the Arkansas Trucking Association as a valued partnership. “We collaborate heavily on legislative priorities — what the transportation department’s are, what ours are and how they align — and typically there’s a lot of overlap,” shared Newton. “We have an incredible working relationship with our DOT.” In addition to partnering on highway funding, truck parking, driver safety, and other issues, ARDOT and the association work together to help make sure motor carriers and professional drivers are well informed and compliant with various regulations. “Together, we’re performing a huge function for the citizens of the U.S. and for Arkansas,” added Tudor. From an entry-level clerk to a civil engineer Tudor, who is now a registered professional engineer, joined ARDOT (then the Arkansas Highway Department) in 1981, filling an entry-level clerical position that required experience with word processors, a technology few people were familiar with at the time. Having previously worked for a start-up computer firm, Tudor said, she had an advantage over other applicants. “Having that skill opened the door for me as the age of the personal computer really began, and I had more knowledge about computers than most,” noted Tudor. “It gave me an advantage and I moved up through the organization, holding various positions.” By the early 1990s, she had held about 10 different positions within the department and was serving as the federal-aid bookkeeper. At that point, she said, it was time for a change. “After working at the Department for 13 years, I knew I had reached that ‘glass ceiling’ that is in place for most folks without a college education,” she explained, adding that while there were several women employed at the Department, very few served in managerial roles. Tudor decided to return to school and seek a degree in civil engineering — a field she never would have envisioned before her experience at ARDOT. In fact, she shared, as a high schooler, she had dreams of becoming a nurse, a career that was the “norm” for women in the late 1970s and early 1980s. Her experience at ARDOT reshaped her goals, however. “At the Department, I worked with and for some amazing engineers and I learned what a great profession engineering is. I learned that I enjoyed the work; I loved problem-solving and making things better,” she said. “(By the 1990s), engineering was no longer a ‘mystery’ career that only men chose. I considered myself just as capable as the engineers I worked with.” Tudor enrolled at the University of Memphis, one of only four women in her class at the Herff College of Engineering. Because she was married and had two children at the time, a 5-year-old daughter and a 13-year-old son, Tudor elected to make the approximately 166-mile drive from central Arkansas to Memphis, Tennessee, to attend classes rather than temporarily move closer to school. She credits her husband, Jeff Tudor, in helping her achieve her educational goals. “I couldn’t have done it without my husband. He was such a supporter, and such a help with my son and daughter,” recalled Tudor, adding that she often left for class at 4 a.m. “He made sure they got up, got their breakfast, got my daughter’s hair fixed, got them to school … he was just great, and he was behind me 100%.” She has high praise for the engineering instructors at the University of Memphis. “They were outstanding and very helpful; they were committed to the success of the students. I received an amazing education,” she stated. “It was a great experience, and I made a lot of wonderful memories.” In the fall of 1997, Tudor earned a Bachelor of Science degree in civil engineering and returned to ARDOT to serve as an engineer in the planning branch. Once again, she rose through the ranks, becoming the Department’s deputy director and chief operating officer in 2014. “I never thought I would become director one day, especially since the previous director, Scott Bennett, is younger than me. It came as a surprise,” she said. “My goal was and is to have a rewarding and meaningful career and to make a difference,” she continued. “My goal for the transportation system is to keep it in a state of good repair and able to meet the needs of the traveling public and commerce. Both are equally important in our focus for the future.” Tudor noted that mobility is the key to success in the trucking industry, adding that ARDOT’s goal is to collaborate with members of the industry to help ensure that goods can be transported through the state in a safe and effective manner. “It’s up to us — the DOTs — to provide a quality ‘workspace’ (highway) for the trucking industry to operate. We take that responsibility very seriously,” she explained. As elsewhere in the nation and the world, the COVID-19 pandemic has had an undeniable impact on Arkansas, and Tudor said the trucking industry remains vital to economic recovery. “The health pandemic has cast a different light on the transportation industry. Many segments of our economy were negatively impacted, but the trucking industry kept the supply chain moving. ARDOT’s role in making this possible was to keep our crews working so maintenance and construction could continue to keep our highways operating,” said Tudor. “But the real heroes were the truck drivers who made sure medical supplies got to where they were needed the most, who made sure grocery-store shelves stayed stocked,” she concluded. Incorporating an accounting role into trucking leadership As a high school student, Newton said, she dreamed of becoming an accountant — and that’s exactly what she did … with an unexpected twist. “It’s somewhat unusual for someone at 18 to know what it is they’re going to do and to not change their mind,” she said with a laugh, adding that she graduated from the University of Central Arkansas’ College of Business with a double major in computer information systems and accounting. While trucking was not a field she had ever considered, Newton said, she was approached by Maverick Transportation LLC, a carrier based in North Little Rock, Arkansas, during an on-campus recruiting event. “I had a great interview and a good experience with their recruiter. I wanted to work in an accounting department, specifically in payroll, and they offered me that opportunity,” she recalled. “I really had no knowledge of the trucking industry. They did a good job of informing me about the size of their company and the opportunities available and how integral (trucking) is to the economy,” she continued. “It seemed like a great place to go to work. They wanted me and I wanted to go to work there.” Newton was hired as Maverick’s DOT payroll coordinator, where her responsibilities included conducting payroll orientation for newly hired drivers. “So, there I was at age 22 or 23, every Monday morning, standing in front of between a dozen and two dozen new-hire truck drivers, orienting them to the process of how their payroll was going to work,” she said. “It put me in a position where I was forced to take ownership in a process and be comfortable with the drivers — and I truly loved it!” While working at Maverick, Newton said, she started to realize that there was much more to the trucking industry than just trucks. “I was fresh out of college and not really in tune with what was going on in politics or outside my department,” she shared, adding that the state trucking association sometimes held board meetings at Maverick. “I knew we had to clean our desks and show up on time, and I knew there was some degree of reverence to the work the association was doing exhibited by my employer, someone I trusted.” As Newton’s knowledge of the issues facing the trucking industry grew, she became more interested in how those issues were addressed. That interest led to her first position with the Arkansas Trucking Association in 2004, serving as the organization’s director of corporate services. In late 2008, she was promoted to vice president of the association by then-president Lane Kidd. The most compelling aspect of Newton’s new role was the opportunity to take part in the organization’s visits to Washington to call on lawmakers. “That was really my first taste of getting to sit in those small conference rooms (with legislators) and learn about the issues, and to understand that we’re here to build those relationships and make sure we communicate issues that are important to the industry,” she explained. “Then, when it’s time to make a decision, the information is not foreign (to them); you’re not trying to rush and get it in front of policymakers.” In 2014, Newton, a wife and mother of two children, was named the organization’s first female president. While the Association was preparing to fill the vacancy left by Kidd, Newton said she had two questions in the back of her mind about applying for the promotion as a woman in a male-dominated field. “First, did they feel I was competent and that I could do the job? And second, how could I dispel any sort of fears or preconceived notions that they might have about me being a female?” she shared, adding that in addition to representing truckers, her job entails working closely with legislators and lobbyists, also predominately male. “I want to be worthy of the position, and I want to make the industry proud, and I want to accomplish the goals that make the industry better, regardless of whether I’m a man or a woman,” she shared. While Newton said she has typically “shied away” from speaking out as a woman in the trucking industry, of being seen as “different” because of her gender, her viewpoint has changed in recent years. “Growing up, (gender limitations) were never a thing for me,” she said, explaining that both her mother and grandmother worked full time, not from necessity, but because they chose to do so. Because of this, she noted, her achievements as a woman had never seemed “exceptional” to her. “In the time I’ve been in this position, though, I have been exposed to young people, particularly young girls, who didn’t have the same opportunities that I did,” she stated. “I have come to know and understand that other young girls don’t always see successful women; they don’t see women in positions of authority or leadership.” Because of this, Newton said she now advocates for young women to be open to possibilities and to not place limitations on themselves. She also notes that networking and building relationships is different for women. “I don’t ever forget that I’m not ‘one of the boys.’ It’s not that anyone intentionally excludes or dismisses women; it’s that I don’t golf. I don’t hunt. I don’t smoke cigars,” she explained. “It’s those inherent opportunities that you think of when you’re talking about networking and relationship-building, or spending time with policymakers, or with executives, trying to get insight about their business or what issues are keeping them up at night,” she said. “I have to work harder to manufacture those scenarios, those settings in which to build those types of relationships. It just looks different. It means cocktails and dinners and things of that nature that are maybe a little less traditional.” While Newton’s younger self might not have ever envisioned a career in the trucking industry, she has thrived on her road to success. “People say, ‘Once you get into trucking, you never get out,’ and that would be an accurate reflection of my experience,” she concluded.

Finally flexible: Carriers, drivers applaud HOS revisions

Cliff Abbott - June 30, 2020

Long-awaited revisions to the hours of service (HOS) regulations were released on May 14 to mixed reviews. The changes, published in the Federal Register on June 1, will become effective on Sept. 29. The 120-day period before the ruling becomes effective allows time for training of enforcement agencies and updating of ELD equipment. In announcing the ruling, Federal Motor Carrier Safety Administration (FMCSA) Acting Administrator Jim Mullen said: “The Department of Transportation and the Trump administration listened directly to the concerns of truckers seeking rules that are safer and have more flexibility—and we have acted. These updated hours of service rules are based on the thousands of comments we received from the American people. These reforms will improve safety on America’s roadways and strengthen the nation’s motor carrier industry.” “America’s truckers are doing a heroic job keeping our supply chain open during this unprecedented time and this rule provides greater flexibility,” said U.S. Transportation Secretary Elaine C. Chao. “The DOT listened directly to the concerns of truckers seeking rules that are safer and more flexible and we have acted.” The revisions having the greatest impact on most over-the-road drivers were a change to the required 30-minute break and a change to the method of splitting the 10-hour rest period into two segments. Also, the on-duty period for short-haul drivers was increased, as was the miles limit that defines “short-haul,” along with a change to the two-hour “adverse conditions” allowance. The 30-minute break, which is required after being on duty for eight hours, will only be required after driving for eight hours. Further, the break can be logged as any activity other than “driving.” With the change, the driver can spend the break fueling, completing paperwork or on other “on-duty” activities. The change to the rest period split is also larger than it may at first appear. Currently, the driver can split the rest period into two parts, one of which must be at least two hours long. The remaining hours must be spent in the sleeper berth. The two-hour period counts against the 14-hour day. Under the revised rule, the number of hours the driver is required to spend in the sleeper is reduced to seven. The shorter rest period, up to three hours, does NOT count against the 14-hour window. This will give the driver greater freedom in choosing when to rest, without penalizing driving time. Another revision is the adverse driving conditions exemption. Currently, if adverse conditions, usually weather-related, occur that the driver didn’t know about when dispatched, he or she can continue driving for up to two additional hours to get to their destination or to a place of safety. Those extra two hours, however, had to be driven within the 14-hour window. Since the 14-hour window wasn’t extended, drivers often couldn’t take advantage of the extra driving hours. Under the revised rules, the 14-hour period is extended, up to 16-hours, if the two additional hours of driving are needed. Finally, the short-haul exemption, excusing drivers from logging (ELD or paper) if they return to their home terminal and don’t exceed the area of a 100-air-mile radius, is changed to make the radius 150 miles. Further, the 12-hour work period is extended to 14 hours, matching their over-the-road counterparts. This exemption may benefit drivers of local routes that are home each night. The 232-page FMCSA release contained the statement, “The flexibilities in this final rule are intended to allow drivers to shift their drive and work time to mitigate the impacts of certain variables (e.g., weather, traffic, detention times, etc.) and to take breaks without penalty when they need to rest.” The announced changes were welcome news to those who had long fought for the revisions. TCA Vice President of Government Affairs David Heller commented, “TCA applauds the work of the FMCSA regarding the new hours of service regulations that will be effective this fall. This rule is a product of our industry’s dedication to data-driven decisions used to revise a regulation in order to provide our professional truck drivers an opportunity to be more flexible with their time in relation to how their day shapes up.” Heller continued, “Communicating our industry’s need to incorporate greater flexibility into the rule, TCA is viewing the final rule as a positive start to a conversation that will continue to improve upon our industry’s safety record and demonstrate that data, derived from newly implemented technology, will continue to play a major role in how this rule evolves in the future.” The Owner-Operator Independent Driver Association (OOIDA), whose petition to the FMCSA was credited in the final ruling with initiating the revision process, said in a May 15 letter to its membership, “Do we think the provisions are great? No. Do we think they are a step in the right direction? Absolutely.” Kevin Steichen, president and co-founder of United States Trucking Alliance (USTA), thought it best to withhold judgment until fully reading the 232-page FMCSA release. “It’s a good start,” he said. “It does allow for a little more flexibility in how drivers use their hours. It’s a little early for anyone to be picking it apart. Knee-jerk reactions don’t get us anywhere.” Any or all of the revisions could be held up or eliminated if legal action threatened by safety advocacy groups actually takes place. Since the 2003 HOS revision that included the 14-hour period and 34-hour restart, “final” rulings have been changed or overturned by the courts three times, due to litigation initiated by safety advocacy groups. During the comment period, multiple organizations submitted comments opposing the revisions. Among them were the National Transportation Safety Board (NTSB), the National Safety Council (NSC), the American Academy of Sleep Medicine (AASM), Advocates for Highway and Auto Safety (AHASP), RoadSafe America, the International Brotherhood of Teamsters (IBT), and the Truck Safety Coalition (TSC). Two members of Congress, Sen. Patty Murray (D-WA) and Representative Peter DeFazio (D-OR-4), also submitted opposing comments. After the final ruling, opponents expressed their displeasure. In a Teamsters press release, General President Jimmy Hoffa said, “In an effort to increase so-called ‘flexibility’ for trucking companies, the FMCSA is abandoning safety and allowing drivers to push themselves to the limit even further.” AHASP President Cathy Chase said, “Any regulatory changes should be focused on reducing this preventable death and injury toll. Extending truck drivers’ already highly demanding workdays and reducing opportunity for rest will endanger the public. The rule issued today contradicts the FMCSA’s statutory duty to reduce crashes, injuries and fatalities.” Joan Claybrook, chair of Citizens for Reliable and Safe Highways (CRASH) had this to say; “It’s no coincidence that this latest effort to expand hours of service began once truck companies and drivers were required in 2017 to objectively verify their driving time by using [ELDs] to ensure compliance with federal rules. We know that in the past, skirting the rules or falsifying hours of service records was common and widespread. Now that it is harder to do, segments of the industry have been clamoring to eviscerate hours of service limits and pushing dangerous changes like the ones issued today.” No matter how the revisions are received, one thing is for certain – trucking regulations will continue to evolve along with the industry and the world it serves.

The Oak Ridge Boys’ Joe Bonsall: Following his parents’ road map to success

Kris Rutherford - June 3, 2020

“One thing about truck drivers is that they never change.” Those are the words of Joe Bonsall, one of four members of The Oak Ridge Boys (ORB), a quartet approaching a half-century atop the country music world. Over the decades as they’ve toured America, the ORB have shared untold highway miles with professional truck drivers. “Truckers are the same people they’ve always been. They have the same values. And every one you run into is solid red, white, and blue.” Bonsall’s description of truck drivers could just as easily apply to his own life. The ORB are perhaps best known for their 1981 song “Elvira.” Featuring Bonsall’s tenor voice contrasted with Richard Sterban’s bass in the repeated solo, “giddy up ba-oom papa oom papa mow mow,” “Elvira” was certified platinum. For several years, the only other country recording earning the same level of sales was “Islands in the Stream,” sung by the late Kenny Rogers and Dolly Parton. “When we recorded ‘Elvira,’ all of a sudden we went from being a big-name country act to a household name,” shared Bonsall. “It was so powerful and so huge. We were on every television show. We did ‘The Tonight Show’ 30 times. ‘Elvira’ was the number one country single from March until June 1981.” Finding his way Johnny Carson’s Los Angeles studio was a long road from the Kensington area of Philadelphia where Bonsall grew up with members of the “K & A Gang,” an organized crime gang working throughout the East Coast beginning in the 1950s. “I actually knew some of those guys and some of the young guys who wanted to grow up to be [in the K & A Gang],” he said. “It was a tough neighborhood, but nothing like what the area is today.” “In my neighborhood, you stood a pretty good chance every day of getting beat up or having to beat up somebody,” said Bonsall. “Today, some of the buildings have collapsed, and the drugs and hookers are present … it’s really sad.” Bonsall says he learned a lot growing up on the streets of a major American city. “I never, ever, ever, want to go back there. But I’m glad I was there.” Based on the experiences of his father four years before Joe was born, he was lucky to have been anywhere. As Bonsall wrote in G.I. Joe and Lillie: Remembering a Life of Love and Loyalty, one of 10 books he’s authored, Joe Sr. stormed Omaha Beach in Normandy as a 19-year old Army private on D-Day. He beat the odds and survived the initial invasion only to be seriously injured in combat six weeks later. While hospitalized he met Lillie, a Women’s Army Corps nurse. Three days later, the two married, eventually settling in the neighborhood where they raised a family with Lillie caring for her husband after he suffered a disabling stroke at the age of just 35. The loyalty, patriotism, and values Bonsall describes in his tribute to his parents have guided his life for 72 years. Values: The red, white, and blue and Jesus Bonsall wasn’t particularly religious as a youngster, but an unplanned trip to a live Southern Gospel quartet performance near his home had a profound impact on his future. In fact, looking back on “Elvira,” the song’s success allowed Bonsall to trade in his used Buick and buy a new Cadillac — “black with red interior” — an upgrade indirectly highlighting the day he was introduced to Southern Gospel. “I only went to church off and on,” shared Bonsall. “But a lot of kids were involved in a youth organization called ‘Christian Endeavor.’ They were always trying to get me to do stuff, but I never wanted to bother with them. They were ‘vanilla.’ They weren’t cool.” As “vanilla” as the youth organization seemed, one member attracted Bonsall, or rather, Bonsall was drawn to his car. “This guy had a white ’61 Buick convertible,” said Bonsall. “It was just incredible — white with red interior, a top-down. The guy said, ‘A bunch of us are going out to the suburbs to hear a Southern Gospel quartet sing.’ Well, I wanted to ride in the Buick.” Bonsall hopped in the car. Being in the right place at the right time led to his first “big-time live four-part harmony” experience. “It saved my life,” he said. “I knew that was what I wanted to do.” Four-part harmony may have attracted Bonsall to music, but it wasn’t long before the lyrics’ meaning struck a chord. “I went with these kids to a youth camp, accepted Christ into my heart, and my whole life changed,” Bonsall said. “Instead of being a 10th grade hoodlum, I had a Bible study club with 235 members. I was making quartets out of every four guys.” He’s been following a similar road ever since. “Look at me,” he said. “I’m almost 72 years old. I’m sticking to it. So, I guess I had an epiphany growing up, and I’m very thankful for it. If I’d taken that left turn, who knows where I’d have ended up?” Still, success in the music business followed a winding road. Soon after becoming hooked on Southern Gospel music, he met another young quartet singer who would become a major part of Bonsall’s life for what is now approaching 60 years. Navigating a road to the top Richard Sterban was a 20-year-old native of Camden, New Jersey, across the Delaware River and a few miles south of Bonsall’s Philadelphia neighborhood. Despite growing up so close to each other, Sterban and Bonsall led much different lives. “Richard really grew up in church,” shared Bonsall. “He was always pretty strait-laced, and I met him when I was 15. He was singing bass with a group called the Eastman Quartet. “When I met Richard, he was working at Gimbel’s men’s store in Northeast Philly,” said Bonsall. “I would go up there and follow him all around and talk about gospel quartets and maybe buy a shirt from him.” Over the next few years, Sterban sang with the Eastman and Keystone Quartets, the latter based in Buffalo, New York. When Bonsall was 19, the Keystones asked him to join the group. “Richard and I sang together for six years before he joined The Stamps [Quartet] and went on to sing with Elvis [Presley],” added Bonsall. Bonsall then turned the Keystones into what he calls the “little Oak Ridge Boys.” “I hired a band, and we were singing about Jesus with a rock and roll attitude,” he said. When the real Oak Ridge Boys called Bonsall to join them in 1973, he brought that “edge” along with him. Arriving, but not at his final destination “When I joined the Oaks, we were singing all gospel music,” shared Bonsall. “But in the next year or so, a lot of the people that ran gospel kind of turned on us.” It seemed the ORB didn’t fall into Southern Gospel’s long-held image of clean-cut quartets with short hair and matching outfits. “The Oaks were the coolest act in gospel,” he quipped. “But we grew our hair long, we didn’t dress alike, and we hired a whole band instead of just a piano player. We were trying to advance in music the same time the gospel industry was [carrying] on. The Oaks were ready to move forward but gospel kept moving backward.” Following “the gray years” as Bonsall calls the mid-1970s, when the group feared it might starve to death, in 1977, they recorded the album many consider the group’s crossover between gospel and country music, “Y’all Come Back Saloon.” “We were on our way then,” said Bonsall. “But before that, man, it was some tough sledding.” Over the next three years, the ORB recorded five gold albums and had a dozen No. 1 hits on the way to three Country Music Association and Academy of Country Music Awards. In 1980, the ORB went on a 90-city tour with the late Kenny Rogers and Dottie West. The view from the high seats “Every seat sold out,” said Bonsall. “It was a big production with a big stage in the middle of the arena. We were the hottest young act in the business, and we just tore it up.” At the tour’s end, the ORB recorded “Elvira.” “Those days were just amazing times. They were the type of heyday most acts would give their right arm for,” shared Bonsall. The aftermath of “Elvira” is country music history. That history includes many more hit records, membership in the Grand Ole Opry, and induction into the Country Music Hall of Fame. As for Bonsall, he is especially proud of his status as a member of the Philadelphia Music Hall of Fame. Even as the ORB oldest members have reached the age of 80, Bonsall says they have no intention of slowing down. “We have 150 dates scheduled for 2020 (this interview was conducted prior to the COVID-19 crisis), and were setting up for 150 for 2021,” he said. And with his wife Mary Ann, two daughters, two granddaughters, a 350-acre farm, and a foundation dedicated to rescuing cats, Bonsall continues to juggle it all. The long road he’s traveled is only a bit shorter than it was when he joined the ORB, but Bonsall can’t see it ending. And the road continues to be filled with truck drivers, something Bonsall doesn’t see changing. Truck-driver talk Bonsall admits at one time he truly feared a group of truck drivers. “We pulled into this truck stop in Texas when ‘Y’all Come Back Saloon’ had just hit the charts,” he said. “We were so excited to see our record in the jukebox we sat at the counter and kept putting quarters in and playing the song over and over. The truckers were looking at us like we were a bunch of long-haired hippies,” he said. “It’s a wonder we didn’t get hit with a tire iron.” Things have changed since that early experience with truck drivers. “We never stop at a truck stop, fuel up, and go,” he shared. “We like to hang around, buy stuff, and fellowship with the truckers. When they recognize us, truckers make a big fuss.” In Bonsall’s mind, it’s the truck drivers who deserve the attention. “Truckers move our country,” he said. “These guys are the backbone of the nation.” And, as Bonsall commented at the outset of our interview, “Truckers never change.” “Back when we traveled in one bus, we broke down in New Mexico,” said Bonsall. “A group of truck drivers took us to a place we could stay while the bus got fixed. They’re like that everywhere. I’ve been seeing it for decades and decades. Truck drivers today are the same as they always have been.” Bonsall doesn’t know what the future holds for the ORB or himself. But considering the many miles the group has put on multiple tour buses, he’s learned one thing about the future — “That’s one of those things down the road.”