Truckload Authority Archives

Dealmaking 101 — Choosing the right battles is key to winning the war

Truckload Authority Staff - January 1, 2021

By The Tenney Group President & CEO Spencer Tenney and Senior Analyst Stephen Joest In order for buyers and sellers of businesses to successfully execute a transaction, both sides must remain disciplined in allocating time, energy, and focus in diligence and negotiation. Consistent with the classic 80-20 rule, one could assume that 20% or less of the deal points in a transaction account for 80% or more of the value creation for each party. However, many transactions fail to even make it to the closing table when one or both parties get bogged down by the 80% of deal points that only have a marginal impact on value. Below are three strategies to consider to “choose the right battles” on the path to “winning the war” in order to successfully close a transaction. Strategy #1: Focus on material deal points in the context of transaction goals Before embarking on a journey to buy or sell a business, it is critical to define goals to serve as a filter for various opportunities that the market may make available. Sellers must define goals around financial outcome, post-transaction involvement, plans for key employees, etc., while buyers must define strategic and financial rationale for acquisitions as part of their larger growth plan. When negotiating a transaction, both parties must let these goals serve as a “North Star” in guiding the sequencing and emphasis placed on each deal point. When parties can focus early energy on structuring a transaction that accomplishes the most material goals of each side in principle, it becomes a whole lot easier to navigate the marginal trade-offs of dollars and risk associated with ancillary deal points. Strategy #2: Remain principled on the “end,” flexible on the “means” When negotiating material aspects of a transaction, buyers and sellers must be willing to take a step back and view the transaction in totality, rather than honing in on specific deal points. Too often the parties get caught up in the “weeds” of specific economic or legal mechanics and “die on the hill” of trying to impose their will on a specific point, when the reality is there are an infinite number of ways to structure a transaction to accomplish various goals. If there are alternative ways to structure a transaction that result in materially similar net economic and risk outcomes, wouldn’t it be worth having that conversation? While it is generally not prudent to compromise on the “end” (i.e. the most significant goals each party has in the transaction), it is necessary to remain open-minded on the “means” to get there. Strategy #3: Seek clarity to determine if a “battle” is necessary at all Particularly in the earlier stages of a transaction, when the parties are just getting to know one another, it is critical to establish clarity around the goals of each party as well as the nature of the sellers’ business. Due to the information asymmetry inherently present in the process (seller has operated the business for 30 years while buyer has had two weeks of high-level diligence), buyers will often err on the side of caution when proposing initial terms. Rather than taking offense and responding emotionally in a way that could jeopardize the transaction, sellers and their advisors should seek to understand the risks the buyer is willing to mitigate, provide additional information or explanation to help the buyer distinguish between “real” and “perceived” risks in order to advance the conversation. As Sun Tzu once wrote in The Art of War, “The greatest victory is that which requires no battle.” Although every transaction that makes it to the finish line will inevitably have a few “battles” (i.e. negotiations around material deal points), the parties must conserve mental and emotional energy by avoiding unnecessary battles so that deal fatigue does not threaten a deal that would otherwise accomplish the goals of both parties. For more information about The Tenney Group visit thetenneygroup.com. About the Authors Spencer Tenney and The Tenney Group facilitate Truckload Live Distance Learning sessions tailored to how trucking executives can build business value in a tough economy. To access recordings, visit www.truckload.org/TAO: Building Value in a Tough Economy: Leadership, Independence, & Culture – Where Big Money is Made Building Value in a Tough Economy: Financial Reporting, Operations, & the “Due Diligence Dry Run” Building Value in a Tough Economy: Offsetting Growing Expenses Through Acquisitions & Creating Value in the Sales Process.

Capitol recap: A review of important news out of the nation’s capital | January-February

Truckload Authority Staff - January 1, 2021

While the aftermath of the general election and Joe Biden securing the presidency have taken the spotlight, trucking news continues to come out of the nation’s capital. This is highlighted by the release of the Federal Highway Administration’s updated version of its Jason’s Law truck parking survey that offered a picture of the status of what drivers say — based on a survey published in October — is the top concern among their ranks. Additionally, the Federal Motor Carrier Safety Administration has solidified a final rule clarifying agricultural commodity and livestock definitions in hours-of-service regulations, while the Commercial Vehicle Safety Alliance’s report on Brake Safety Week showed 12% of the 43,565 commercial motor vehicles inspected were placed out of service. FHWA RELEASES UPDATED JASON’S LAW PARKING SURVEY The Federal Highway Administration (FHWA) recently released an updated version of its Jason’s Law truck parking survey that offered a picture of the status of what drivers ranked — based on a survey published in October — as their top concern. The report revealed new statistics but no real solutions. According to the latest Jason’s Law survey, there are about 313,000 truck parking spaces across the nation, including 40,000 at public rest areas and 273,000 at private truck stops, an increase of 6% and 11% between 2014 and 2019, respectively. The survey report found new shortages among the entire Interstate 95 corridor, Pacific corridors, and states surrounding the Chicago region, as well as other major freight corridors. Not many new parking areas are being developed, the report said, because of challenges in planning and funding. Some states reported fewer public spaces compared with 2014. Among them were Arizona, Colorado, Kentucky, Mississippi, New Jersey, New Mexico, South Dakota, Utah, and Washington state. On the other hand, Delaware, Florida, and Tennessee all showed increases in the number of parking spaces available. Of the nearly 11,700 truck drivers participating in the survey — a 43% increase from the first Jason’s Law survey — 98% reported problems finding safe parking. Issues with truck parking were reported in every state and region. According to the survey, the highest rate of parking issues was found along major freight corridors in states along Interstate 95, the Chicago region, and Interstate 5 in California. Time frames when truck parking is most difficult to find include at night from 4 p.m. to 5 a.m., during the week Monday through Thursday, and in the colder months of October through February. Among the other findings based on driver responses, it was noted that drivers need a variety of parking types; design is important in truck parking; safety and security is valued; public rest area closures present challenges; receivers should offer parking on site; and truck spaces need to be reserved for trucks. State commercial motor vehicle (CMV) safety agencies show the states with the highest rate of unofficial or unauthorized truck parking are typically those with major freight-generating areas, major ports, and intermodal facilities. California, Florida, Texas, and Illinois are among the states with high numbers of unauthorized parking, the report said. According to the survey results, most of the unauthorized truck parking occurs on ramps (58%) and shoulders (34%), most often between 7 p.m. and 9 a.m. CMV safety agency respondents reported that unauthorized truck parking is related to limited spaces and inclement weather, especially snowstorms in the Rocky Mountain states. Illegal parking also occurs when trucks park to stage while waiting for deliveries. Based on that information, FHWA claims dynamic messaging signs and other technologies are needed to send out information about parking availability. Truck stop owners also participated in the 2019 Jason’s Law survey. According to the survey, more than 87% of identified truck parking is at private truck stops. The average number of truck parking spaces per truck stop is 143 spaces. Truck stops reported being over 100% capacity overnight, on weekdays, and from May to October. Nearly three-quarters do not monitor parking. Those that do monitor spaces do so manually. More than three-quarters of truck stop respondents do not offer reservations, and 75% do not charge for parking. Of those that do charge for parking, 3% waive the fee for drivers who buy amenities or food. Despite the need for parking and reports of operating over capacity, 79% of truck stop respondents said they do not plan to add more truck parking. Jason’s Law is named in memory of professional truck driver Jason Rivenburg who was murdered for $7 while parked overnight at an abandoned gas station. LIVESTOCK, AGRICULTURE DEFINITIONS PUBLISHED The Federal Motor Carrier Safety Administration (FMCSA) has published a final rule clarifying agricultural commodities and livestock definitions in hours-of-service (HOS) regulations. The agency said it had worked closely with the U.S. Department of Agriculture (USDA) on the rule in an effort to provide clarity for the nation’s farmers and commercial drivers. “The agriculture industry is vital to our nation, and this new rule will provide clarity and offer additional flexibility to farmers and commercial drivers, while maintaining the highest level of safety,” said the U.S. Secretary of Transportation Elaine L. Chao. Currently, during harvesting and planting seasons as determined by each state, drivers transporting agricultural commodities, including livestock, are exempt from HOS requirements from the source of the commodities to a location within a 150-air-mile radius from the source. The agricultural commodity rulemaking from FMCSA was prompted by indications that the current definition of these terms may not be understood or enforced consistently when determining whether the HOS exemption applies. “I applaud Secretary Chao for recognizing these obstacles and working with USDA to come up with common sense definitions for agricultural commodities and livestock that meet both the needs of agricultural haulers and public safety — critical concerns for all of trucking,” said Secretary of Agriculture Sonny Perdue. FMCSA published an advanced notice of proposed rulemaking in July 2019 to solicit feedback from the agriculture community. Based on a review of public comments, FMCSA published the new rule to clarify the meaning of these existing definitional terms to ensure that the HOS exemptions are utilized as Congress intended. “Our nation’s farmers and agriculture haulers will benefit from this clarification of the rules and will be able to deliver their products in a safer and more efficient manner,” said FMCSA’s Deputy Administrator Wiley Deck. “These improved rules will help farmers move commodities and get food to our grocery stores. We have heard the concerns from our farmers and ag haulers and we’ve worked closely with USDA and the industry to provide regulatory clarity and craft this new rule.” FMCSA said it is continuing to work closely with the USDA to eliminate confusion and further align the agencies’ interpretations of agricultural commodity definitions. DOES CALIFORNIA VOTE EXEMPT TRUCKERS FROM AB5? Proposition 22, which was designed to push back against AB5 in California for independent contractor drivers such as those at Uber or Lyft, passed comfortably in the November 3 general election. The role of AB5 in trucking in California remains in the balance as a federal appeals court considers a challenge to an earlier and ongoing preliminary injunction that cited a 90s-era federal law — the Federal Aviation Administration Authorization Act — as effectively blocking the provisions of AB5 in the trucking sector. Oral arguments in the appeal were heard in early September. The California proposition that was approved at the polls took ride-share drivers out of the state’s AB5 law. This should be a factor in whether the trucking industry remains exempt from it as well, according to a lawyer involved in key litigation. In a letter to the court, the attorney for the California Trucking Association (CTA), which brought the original lawsuit, said the victory of Proposition 22 takes a further whack at the idea that AB5 is a law of “general applicability.” Mayer Brown Attorney Andrew Tauber said AB5 was never a law of general applicability, which would cover a broad swath of economic activity. The CTA’s argument is that it was always targeted toward trucking, as well as ridesharing, and is even more so with the success of Proposition 22. Tauber noted that the original AB5 had several exemptions for various industries. That list of employee classifications grew with additional exemptions passed in September. “Now AB5 has been amended yet again and once again rendered even less generally applicable than before,” Tauber wrote in the letter to the court. “After passage of Proposition 22, AB5 is not a generally applicable law — not even in the transportation industry, much less more broadly.” According to published reports, in his arguments before the appeals court Tauber said the state of California — which is the CTA’s opponent in the case — had argued that AB5 can’t be preempted by F4A because it is a law of general applicability. In his arguments before the court, Tauber had described that as a “false characterization.” “AB5 is not a law of general applicability,” he argued. “It contains numerous exceptions for numerous industries and professions.” Further, he said, “it specifically targets the trucking industry.” This was Tauber’s second letter to the court about the matter. After the California legislature significantly widened the number of jobs that were performed by independent contractors that could be exempted from AB5, Tauber told the court that “truck drivers are notably absent from the long list of professions exempt from the ABC test under California law.” That omission, he said, helped make the argument that AB5 is a targeted piece of legislation and is not a law of general applicability. MEDICAL EXAM RULING FAVORS KNIGHT-SWIFT The Federal Motor Carrier Safety Administration (FMCSA) has granted Arizona-based Knight-Swift Transportation a temporary exemption from the requirement that motor carriers rely on motor vehicle records (MVRs) as proof of a driver’s medical qualifications as a condition of employment, according to a November 4 notice on the Federal Register. The exemption took effect December 4, 2020, and expires November 4, 2025. Under the exemption, Knight-Swift can require newly hired commercial driver’s license (CDL) holders to undergo a complete medical examination; the company would rely on the MVR for drivers’ later annual reviews. Knight-Swift first applied for the exemption March 8, 2016, citing the “prohibitive” cost of obtaining MVRs. According to a second application, submitted October 16, 2019, the 2016 application “languished for over three years” without being reviewed and processed. FMCSA on December 23, 2019, published a notice of the application, requesting public comments. According to the most recent Federal Register notice, FMCSA received three comments from individuals, all of which opposed granting the exemption. After reviewing the comments, along with the application, which included supporting data, FMCSA granted the exemption, noting that the agency believes that “allowing Knight-Swift to rely on its records of medical certificates for the first year of employment for newly hired drivers would not compromise safety or enforcement of the medical certification requirements for CDL holders.” In its application, Knight-Swift provided data on a sample pool of 5,722 newly hired drivers with valid two-year medical cards. After undergoing the hiring process, 19% of the sample pool drivers were downgraded to a one-year certification and 2.1% were disqualified. Knight-Swift did not indicate whether it knew if these drivers (those holding a CDL) provided the new certification to the state driver licensing agencies (SDLAs) issuing their licenses. To ensure an equivalent level of safety, Knight-Swift proposes to include in the driver qualification file the newly hired driver’s medical examination report in lieu of obtaining a second MVR. Under the temporary exemption, Knight-Swift is subject to the following terms and conditions: The carrier must maintain the initial MVR reviewed prior to hiring the driver showing the driver was medically certified by a health care professional on the agency’s National Registry of Certified Medical Examiners; The medical examiner’s report the company will rely upon for the first year of employment must be prepared by a health care professional on the agency’s National Registry of Certified Medical Examiners and be available for inspection by federal or state enforcement personnel during an investigation or compliance review; and Knight-Swift must obtain reliable proof that the new medical examiner’s certificate was provided by the driver to the SDLA and include such proof in the driver qualification file. In addition, the carrier must provide a quarterly report to FMCSA about newly hired drivers whose two-year medical certificate is downgraded to a shorter term or are medically disqualified after completing the company-mandated medical exam. This report must include: Driver’s full name; CDL number and state of issuance; Medical examiner’s name and FMCSA-issued National Registry identification number for the examination recorded on the MVR prior to the Knight-Swift medical exam; Examination date and expiration date for the medical exam noted on the MVR; Knight-Swift medical examiner’s name and FMCSA-issued National Registry identification number; and Knight-Swift examination date and expiration date for the medical exam. TANK HAULERS GET OK FOR PULSATING TAIL LIGHTS Motor carriers hauling tank trailers can now install a red or amber brake-activated pulsating light on the rear of the trailers, according to a decision by the Federal Motor Carrier Safety Administration (FMCSA). The pulsating light must be positioned in the upper center position or an upper dual outboard position and be used in addition to the steady-burning brake lights required by Federal Motor Carrier Safety Regulations (FMCSRs). According to a notice on the Federal Register, FMCSA has granted a limited five-year exemption in response to a September 2019 application by National Tank Truck Carriers Inc. (NTTC), noting, “The agency has determined that granting the exemption would likely achieve a level of safety equivalent to or greater than the level of safety provided by the regulation.” The limited exemption will expire October 8, 2025. NTTC is an association that includes more than 200 tank-truck companies responsible for transporting more than 80% of the volume in the tank-hauling industry. According to the Federal Register notice, most of NTTC’s members are regional, family-owned businesses that specialize in bulk transportation of hazardous products, such as petroleum products, chemicals, gases, and hazardous wastes. These companies also haul nonhazardous materials such as bulk foods and dry bulk products such as cement or plastic pellets. In its application for an exemption from 49 CFR 393.25(e), NTTC contended the pulsating brake-activated light, used in conjunction with the required steady-burning light, will improve visibility and help prevent accidents. “Rear-end crashes generally account for approximately 30% of all crashes. These types of crashes often result from a failure to respond (or delays in responding) to a stopped or decelerating lead vehicle. Data collected between 2010 and 2016 show that large trucks are consistently three times more likely than other vehicles to be struck in the rear in two-vehicle fatal crashes,” noted NTTC. Additionally, NTTC cited a similar exemption granted by FMCSA to Groendyke Transport, Inc., based on real-world demonstrations of the pulsing lights’ effectiveness in reducing the frequency of rear-end collisions. NTTC also cited studies conducted by the National Highway Traffic Safety Administration on the issues of rear-end crashes, distracted driving, and braking signals. In granting the current exemption, FMCSA noted that while flashing, rotating, or pulsating red lights are usually only allowed on emergency vehicles, these vehicles use high-intensity lights that are visible on all sides of the vehicle, while the pulsating brake lights requested by NTTC are visible only from the rear of the vehicle, and only when the vehicle’s brakes have been activated. In addition, FMCSA said, the requested lights are similar in intensity and flash rate to rear-hazard lights currently allowed by FMCSRs. The Truckload Carriers Association filed comments with FMCSA in support of both the NTTC and Groendyke exemptions. FMCSA SEEKS OPINIONS ON AUTOMATED DRIVING SYSTEMS The Federal Motor Carrier Safety Administration (FMCSA) is seeking public input on a survey questionnaire, Trucking Fleet Concept of Operations (CONOPS) for Managing Mixed Fleets, designed to collect opinions of automated driving systems (ADS) from industry professionals both before and after hands-on demonstrations with the technologies. The agency plans to use the survey to collect opinions from about 2,000 commercial vehicle drivers, fleet managers, industry engineers, vehicle-sales personnel, researchers, and state and federal government personnel at four roadshows. The roadshows will take place in conjunction with large conferences, such as the Technology Maintenance Council’s annual meeting, the North American Commercial Vehicle Show, the SAE COMVEC digital summit and the Automated Vehicle Symposium. Phase 1 of the study will be conducted before the roadshows to provide baseline opinions of ADS technologies; Phase 2 will consist of opinions gathered after participants take part in hands-on demonstrations of the technologies at the roadshows. “Although ADS-equipped trucks hold the promise of increased safety, productivity, and efficiency, it is not clear how these vehicles should be integrated into fleet operations with conventional trucks for mixed-fleet operations,” the notice reads. “Existing stakeholders in the road freight ecosystem (primarily for-hire and private truck fleets, but also shippers, brokers, truck manufacturers, and service and maintenance providers) do not have a clear picture of how they will implement ADS in their daily operations.” According to the notice, FMCSA hopes to use the program to help ADS technology gain traction in the nation’s trucking industry through hands-on demonstrations. Through these demonstrations, the agency hopes to familiarize industry insiders and the general public with ADS technology; collect participants’ opinions and perception of ADS; and use the data collected to make sure the resulting concept of operations covers major industry concerns. FMCSA is seeking comments on various aspects of the information-collection program, including the following: Whether the proposed collection is necessary for the performance of FMCSA’s functions; The accuracy of the estimated burden; Ways for FMCSA to enhance the quality, usefulness, and clarity of the collected information; and Ways that the burden could be minimized without reducing the quality of the collected information. TRUCKING FIRM OWNER CHARGED FOR FALSE STATEMENTS Tony Kirik, 39, of Rochester, New York, is facing criminal charges for allegedly making false statements to the Federal Motor Carrier Safety Administration (FMCSA) and the U.S. Department of Transportation and conspiring to do the same. The charges carry a maximum penalty of five years in prison and a $250,000 fine. Assistant U.S. Attorney John J. Field, who is handling the case, stated that according to the criminal complaint, Kirik owned and controlled a trucking business called Dallas Logistics. The company was put in the name of a nominee owner to conceal the fact that it was affiliated with another trucking company, Orange Transportation, that Kirik also controlled. Orange Transportation had received a negative rating from the Department of Transportation, and that negative rating would have been applied to Dallas Logistics had the true relationship between the two entities been disclosed to the FMCSA. To prevent the government from learning that the two entities were affiliated, Kirik directed his employees to create and present false documents and representations to the FMCSA. The defendant made an initial appearance in late November before U.S. Magistrate Judge Marian W. Payson and was released. The criminal complaint is the result of an investigation by special agents of the Department of Transportation, Office of Inspector General. The fact that a defendant has been charged with a crime is merely an accusation and the defendant is presumed innocent until and unless proven guilty. HIGHWAY DESIGN STANDARDS PROPOSED The Federal Highway Administration (FHWA) has published a Notice of Proposed Rulemaking (NPRM) to allow state departments of transportation more flexibility with design standards to repair the nation’s freeways and interstate highways. “The FHWA proposes to provide regulatory relief to states to address the immediate repair needs of our nation’s roadways without compromising safety and efficiency,” Federal Highway Administrator Nicole R. Nason said. The rule would allow states to develop design standards for resurfacing, restoration, and rehabilitation projects — commonly known as RRR — for freeways, including those on the interstate system, which has been a longstanding practice for non-freeway projects. Consistent with federal law, RRR standards would be required to preserve and extend the service life of the existing roads and enhance highway safety. This change would allow states to develop RRR freeway projects using a performance-based, flexible approach. The RRR standards developed by states would be subject to FHWA approval. FHWA would continue to work with state departments of transportation as they develop RRR design standards that integrate safety and cost-effectiveness. The rule also proposes to incorporate the latest versions of design standards and standard specifications that have been previously adopted.

Highway Angels | January-February

Truckload Authority Staff - January 1, 2021

Professional truck drivers Rick Connell, Bruno Filipe Da Costa Raposo, Chris Delancey, Josh Elmore, Gene Miller, Robbin Peters, and Donna Wright have been named Highway Angels by the Truckload Carriers Association (TCA) for acts of heroism while on the road. Since the program’s inception in August 1997, nearly 1,300 professional truck drivers have been recognized as Highway Angels for the exemplary kindness, courtesy, and courage they have displayed while on the job. The program is made possible by presenting sponsor EpicVue and supporting sponsor DriverFacts. Rick Connell Connell, who lives in Auburn, Washington, and drives for ABF Freight, was recognized for coming to the aid of an elderly man who had fallen in his yard. A delivery truck driver, Connell responded to an unusual request as he was making a delivery in a residential neighborhood in Lynnwood, Washington. According to a letter sent to ABF Freight by a customer, when Connell arrived with a delivery, the next-door neighbor could be heard calling out for help through the bushes. She told Connell her husband had fallen in their garden and couldn’t get up. “The consignee and I ran through the bushes,” shared Connell, “and I jumped over the fence.” He found the man lying in a flowerbed. “He had been there for an hour on a hot, sunny day,” Connell added. The man was conscious but couldn’t lift himself out of the raised flowerbed. “I asked him if he had any injuries and checked him over,” said Connell. “I think his pride was hurt, but otherwise he seemed to be okay.” Connell helped him up and placed him into a chair in a shady area of the yard. At the wife’s request, he called 911 to get the fire department and paramedics to come and assess the man. “He was cold and clammy and I was concerned about a potential heart attack. I knew he was embarrassed, so I told him if he needed anything I’d be on the other side of the fence,” shared Connell. With that, Connell then jumped back over the fence to finish his delivery and stayed until he heard the paramedics arrive. Connell has been driving for 23 years. He has come across fatal accidents and stranded motorists in the middle of the night, and once helped Oregon state police search for a vehicle that had gone off the road in a blizzard. “I don’t consider what happened that day to be extraordinary,” he said. “It was such a minor thing. It was nothing exciting or dramatic.” Then he chuckles a bit, recalling that he was pleasantly surprised he was able to jump that fence two times at the age of 50. Bruno Filipe Da Costa Raposo Da Costa Raposo, who lives in Montreal, Quebec, Canada, and drives for Bison Transport, was recognized for helping prevent a man from jumping off a bridge onto the roadway below. Da Costa Raposo was on U.S. Highway 287 near Amarillo, Texas, in the late morning hours of August 24, 2020, when he saw something on a bridge up ahead. As he got closer, he realized the figure was a man who was about to jump off onto the roadway. As Da Costa Raposo approached, he put on his four-way flashers, pulled over to the shoulder, and stopped about 50 feet from the bridge. He waited until there was a break in traffic and then positioned his truck and trailer to block the highway and stop traffic. He got out and went to talk with the man who was sitting on the edge of the bridge above him. “He told me he had lost his job, his wife had left him, and his kids didn’t want to see him anymore,” recalled Da Costa Raposo. He tried to empathize with the man and told him about the difficult times he had had in his own life. “I was trying to distract him,” he said. “Those few minutes felt like half an hour.” Then the man stood up and looked as though he was going to jump. “It felt like things were going in slow motion,” said Da Costa Raposo. “I pleaded with him to talk a little bit more. I wanted him to listen to me, to let time pass until the police arrived. I kept looking (around) and wondering, where are the cops?” A few minutes later, a police officer arrived, having been alerted about Da Costa Raposo’s truck stopped across the roadway. When the officer realized what was going on, he called for backup. Just a short time later, Da Costa Raposo saw police officers on the bridge approaching the man. They spoke with him for a few minutes and were able to convince him to move back from the edge of the bridge. Da Costa Raposo said he awoke early that morning, unable to sleep. “I had an uneasy feeling,” he remembered. “I thought that something was going to happen that day.” He recalled that as he approached the bridge a few hours later, his hands began to shake. Afterward, when he got back in his truck, he decided he needed to take a break. “It was emotional,” he said. “I couldn’t focus on the road.” He drove to a safe spot where he could get out and walk around to clear his head. Da Costa Raposo’s family moved to Montreal, Quebec from São Miguel, Azores, Portugal, when he was young. He learned French at school and learned English by listening to the radio at home. Today, he and his wife, Stéphanie, have two young children and are expecting their third child. Chris Delancey Delancey, who lives in Vineland, New Jersey, and drives for Hirschbach Motor Lines, was recognized for helping stop and apprehend a reckless driver who was found to be carrying cocaine. This marks the second Highway Angel recognition for Delancey in six months. In December 2019 he was at a Flying J truck stop in Columbia, South Carolina, when he responded to screams for help. The parents of a young child had found her unresponsive in the back seat of their vehicle. Delancey performed CPR and was able to resuscitate the child before first responders arrived. Most recently, it was just before midnight on June 14 and Delancey was on Interstate 65 North in Tennessee, about to pass the Kentucky state line, when a pickup truck entered from an on-ramp and swung wildly across the three-lane highway. “He almost hit the concrete barrier,” recalled Delancey. “Then he swerved back to the right shoulder, nearly colliding with another vehicle. Then he stopped dead in front of me.” Delancey said he wondered what was happening. He activated his dashcam and watched as the male driver and female passenger got out and urinated in the middle of the highway. “Then they got back in the vehicle and drove 300 yards and then got out and did it again,” he said. Delancey called 911 and reported what he thought was a drunk driver. He described the vehicle as well as his own. Then he positioned his rig to prevent a passing motorist from rear ending the drunk driver’s vehicle. The dispatcher told Delancey to turn his four-ways on. “Then the driver took off again. I lost sight of him as he went over a hill,” said Delancey. When Delancey crested the hill, he saw the vehicle was now stopped up ahead, partly on the shoulder and right lane. Delancey positioned his truck in front of the pickup to prevent them from driving off. By now they could hear sirens coming. “The trooper pulled up and handcuffed the driver, who could barely walk, and put him in the back of the squad car, and had the female passenger lean against the squad car as he searched their vehicle,” said Delancey, adding that as this was happening, the passenger opened the squad car door. “She was trying to stuff a two-ounce packet of cocaine into the driver’s mouth to swallow,” he recalled. He acted quickly and restrained her until the trooper could handcuff her. The trooper told Delancey there was a little girl who looked to be about 4 years old, asleep and unrestrained in the front seat. Delancey learned that both the driver and passenger were using fictitious IDs and vehicle tags. They were charged on multiple counts, including driving while intoxicated, possession of cocaine, wanton disregard for public safety, and child endangerment. They had been wanted by immigration for three years. The child was placed in protective custody. Later, Delancey received a phone call from the Kentucky State Police Commissioner, who commended him for his actions that likely saved many lives that night. Robbin Peters Peters, who lives in Vancleave, Mississippi, and drives for Carroll Fulmer Logistics Corporation, was recognized for springing into action to extinguish flames and save a fellow truck driver from a burning rig. It was April 8, 2019, and Peters had just parked his truck at a Petro in Hammond, Louisiana. He had no idea he was about to have a life-changing experience. Peters noticed a driver exit a truck nearby and head inside the truck stop. Without thinking much about it, Peters assumed this was the only driver in the cab. A few minutes later, Peters noticed dark smoke billowing out from under the passenger side of the truck. Leroy Kirk, a Petro employee, also saw the smoke and came running out to assess the situation. He had not seen anyone from the truck go into the store, so the employee was under the assumption that someone must be in the truck. Without hesitation, Peters grabbed his fire extinguisher and ran over to the truck. When he got closer, he saw there were 2-foot flames now rolling under the front portion of the cab on the passenger’s side. Peters shared how hot and intense the flames were, and that hot molten metal was dropping onto the fuel tank. “I didn’t know at the time that there was still someone in the truck,” said Peters. “I was assuming it was just the one man that went inside. I began to start extinguishing the fire, and the Petro employee came running out and [started] knocking on the door. At this point I realized there was still someone inside.” Peters shared that there was a puddle that looked like lava, and a soccer ball size hole in the fuel tank. “I didn’t know how much longer that tank would make it,” he said. “We had a row of trucks that were about to become the equivalent of a meteorite hitting Earth. Because it was diesel, it didn’t explode. But if it would have been gas, I wouldn’t be having this conversation with you right now.” Peters successfully extinguished the fire and the Petro employee retrieved the other man, who had been sleeping inside the truck. The driver in the truck spoke broken English, but the men could tell he was terrified. The fire was directly under his bunk. The outcome was a good one, all things considered. Peters was in the Marine Corps for 11 years on active duty and was a police officer for almost another 11 years. During this time, he was a first responder to an active shooter at an apartment complex, and he saved a little girl in a wheelchair from a massive flood in a housing community. He has been driving trucks since he was 16, but now drives full time and is based outside of Biloxi, Mississippi. “I’ve always been very busy, active, and drawn to high-stress occupations and situations, which is what has kept me so healthy,” shared Peters. “It keeps my awareness up; high-stress situations come naturally for me. Jimi Hendrix playing guitar is the way I handle stress. It’s like me breathing air! I’ve done it all my life, (and) I don’t even recognize it as stress. I just go out and do what I have to do.” Josh Elmore Elmore, who lives in Lincolnton, North Carolina, and drives for ABF Freight, was recognized for helping a driver after his vehicle collided with a dump truck. This is his second set of Highway Angel wings. Elmore also assisted a motorist on February 20, 2015, after her car caught fire. It was a summer morning and Elmore was northbound on U.S. Highway 220 near Madison, North Carolina. “I was talking to another driver and checking my mirrors and my speed,” shared Elmore. “All of a sudden, I saw a big cloud of smoke or dust in front of me. I realized there was a dump truck and car that had made contact.” The car was spinning around ahead of Elmore in the left lane, and the dump truck was in the right lane. “The car hit the guardrail,” he recalled. “I started getting on my brakes to slow and stop and make sure cars behind me didn’t hit him. My first reaction was to stop, protect the scene, and then go check on the driver. I threw my hazards on and came to a stop, blocking traffic in the left lane.” As Elmore jumped out, a power company truck stopped traffic in the right lane. He could see that the dump truck went around the bend and pulled over. Elmore ran to check on the driver in the car. “There was debris all over the road,” he said. “The driver’s airbags had deployed and I didn’t know what to expect.” As Elmore approached the car, he was relieved to see the driver was maneuvering out of the vehicle. “I checked him for injuries and asked him several times if he was okay,” said Elmore. “He was able to walk around, but was shaken up. He said he was on his way to Raleigh for a business meeting.” Elmore remained on the scene for about an hour. He shared that he’s been in a wreck before and understands what it’s like. “I try to help people when I can, show some compassion,” he shared. “Whatever happens, I hope I’m never in too much of a hurry to stop and help somebody. I try to live by that code every day. That’s the way I was raised.” Gene Miller Miller, who lives in Blue Springs, Missouri, and drives for ABF Freight, was recognized for stopping to help a family after their vehicle struck a deer and overturned. It was shortly after 6 a.m. on June 6 and Miller was northbound on Interstate 35 near Wellington, Kansas, on his way to Wichita. He was traveling behind a family in an SUV. “As we were going along, I looked up the road and saw a deer on the southbound side standing by the concrete divider,” he recalled. Miller hoped the deer wouldn’t jump the wall, but it did. Miller said the driver of the SUV swerved to the right but couldn’t avoid striking the deer. The vehicle hit the guardrail on the right shoulder, bounced off, hit the concrete wall divider under a bridge, and rolled over onto its roof. The vehicle then slid toward the right lane and Miller had to do a harsh brake to avoid T-boning it. “I grabbed my phone and headset and ran back,” said Miller. A woman and young girl were climbing out of the vehicle. The woman told him that her husband was still inside. Miller directed them to stand by the wall and then went to check on the driver. “He said he thought he had a broken leg. I crawled in and looked and discovered the man had a compound fracture by his ankle,” Miller shared with TCA. Miller already had 911 on the line and relayed the location of the accident and condition of the occupants. “By then, another truck driver stopped and we were trying to keep the driver calm,” he said. “His daughter, who was about 10 or 12, was really getting hysterical, afraid the car would catch fire and blow up. We assured her everything was okay, but the driver wanted us to get him out to ease her fears. So, we slid him out, taking it easy, and moved him over to the concrete wall.” Other cars were going around the accident. “A couple of them, you could see on their faces that they knew them,” said Miller. “They stopped and came over. I assume it was maybe a girls’ softball team or something and they were traveling together. They consoled the mother and daughter while the other driver and I stayed with the father. He told me this was his first accident. I said, ‘You sure made it a doozy,’ and he chuckled. I knew he didn’t want to hit the deer, but you don’t swerve to miss a deer. This is what happens.” Donna Wright Wright, who lives in Kelowna, British Columbia, Canada, and drives for Challenger, was recognized for stopping at the scene of an accident and rushing to dispatch first responders. Wright has been team driving with her husband, Geoffrey, for four years. On June 6 around 5:30 a.m., she was behind the wheel as Geoffrey slept in the sleeper berth. They were eastbound from Vancouver to Ontario on the Trans-Canada Highway. “It was just starting to get light out as we approached Salmon Arm (British Columbia),” shared Wright. “I noticed there was a lot of mud strewn across the highway.” Looking farther ahead, she was alarmed to see a semi–truck 20 feet off the side of the road in a marshy area with the tractor on its side. The driver had just missed a concrete barrier. Wright put her hazards on, pulled over, and then grabbed her headset as she jumped out of the cab. “My heart was racing,” she recalled. “I knew in my heart of hearts that I needed to do what I could, but I don’t deal well with tragedy or blood.” In fact, she can become faint in a moment. “The best thing I could do was to call 911 and get them dispatched,” she said. While Wright knew she couldn’t get too close, she called out to the driver to see if he was okay and if there was anyone else in the cab. About that time, a driver in a pickup truck pulled over to the side of the road. As he ran down into the marsh, the truck driver emerged and was able to pull himself out of the truck. “He was coherent and was able to answer questions and didn’t appear to have any serious injuries,” said Wright. Police and an ambulance arrived minutes later. Wright said Geoffrey slept through all of it. “I did wake him up afterward,” she said with a laugh. “He was actually quite taken aback that I would do that because of my fear of blood — a little scratch on my finger and I pass out,” she quipped. “He was quite pleased with me. I’m glad I could do that for a fellow driver. I would hope someone would do that for me if something were to happen.” For their willingness to assist fellow drivers and motorists, TCA has presented each newly awarded Highway Angel with a certificate, patch, lapel pin, and truck decals. Their employers have also received a certificate acknowledging their driver as a Highway Angel. To nominate a driver or to meet additional recipients, visit highwayangel.com or search the hashtag #HighwayAngel on social-media networks.

Viva Las Vegas! TCA’s Annual Convention relocating for 2021 in-person event; Daymond John of ‘Shark Tank’ to keynote

Truckload Authority Staff - January 1, 2021

The Truckload Carriers Association is pivoting its upcoming annual convention — Truckload 2021: Las Vegas — to the Wynn Las Vegas Resort, April 17-20, and has lined up two nationally known speakers to highlight the event. Hip-hop fashion designer Daymond John, who appears regularly on ABC’s “Shark Tank,” will be the keynote speaker Monday, April 19, thanks to the sponsorship of International Trucks. Growing up in Queens, New York, John’s entrepreneurial talents were exhibited at an early age; he sold everything from pencils to reconditioned cars. Upon graduating from high school, he worked as a waiter at Red Lobster before getting his start in the clothing industry. In 1992, from his mother’s basement in Queens, John began making hats to sell at concerts and neighborhood festivals. Encouraged by his early success, John recruited three childhood friends to work with him. They began sewing tie-top hats. John set up shop at his mother’s house, taking out a $100,000 mortgage. This was the beginning of FUBU, an acronym for For Us, By Us. FUBU’s collection later expanded to include hockey jerseys, T-shirts, and baseball caps, all embroidered with the FUBU label. John teaches audience members how to apply his successful methods to a wide range of businesses today. He shares winning tips for negotiating, boosting sales, improving employee morale, increasing productivity, and optimizing staff talents. Jim Kwik, founder of Kwik Learning and a world-renowned expert in speed-reading, memory improvement, brain performance, and accelerated learning, will appear at the general session Tuesday, April 20, thanks to the sponsorship of Pilot Flying J. Kwik is host and creator of “Kwik Brain with Jim Kwik,” a world famous, top-ranked podcast. He is also the bestselling author of his 2020 book titled “Limitless: Upgrade Your Brain, Learn Anything Faster, and Unlock Your Exceptional Life.” To date, his online courses are used by students in more than 100 countries. After a childhood brain injury left Kwik learning-challenged, he created strategies to dramatically enhance his mental performance. He has since dedicated his life to helping others unleash their true genius and brainpower to learn anything faster and live a life of greater power, productivity, and purpose. TCA members are encouraged to join industry professionals for this premier event, which focuses on the current needs of the truckload industry. In addition to John and Kwik, the three-and-a-half-day event features: Truckload-specific educational sessions from industry leaders; Dedicated exhibit hours to learn about the latest products and technology for your fleet; Insightful panel discussions and energetic keynote speakers; and Dozens of unique networking opportunities with trucking’s most engaged leaders. Your health and well-being is TCA’s top priority. TCA is working with the city of Las Vegas and the Wynn Las Vegas to ensure that you have a safe space to learn and network. As the situation regarding COVID-19 continues to evolve, TCA is committed to keeping attendees up-to-date on regulations and event protocols. For questions about exhibit hall space and availability, contact TCA’s Vice President of Membership and Outreach, Zander Gambill, at (571) 444-0301. For questions about hotel rooms and accommodations, contact TCA’s meetings department at (703) 838-1950. To join the conversation on social media, use the hashtag #2021TCA. Visit truckload2021.com to learn more and to register.

Preparing for a safe and in-person convention

Truckload Authority Staff - January 1, 2021

The truckload industry saw an unprecedented year of new opportunities and challenges in 2020. During this upcoming year, we will continue to face these and new changes under the Biden administration. Our industry continues to be in the spotlight as essential to the lives of every citizen. We continue to grow stronger, despite the uncertainty COVID-19 confronts us with every day. It is now more important than ever to support and learn from your peers to help us all achieve success in the coming year. Truckload 2021: Las Vegas, TCA’s Annual Convention, will be held in person from April 17-20 at the Wynn Las Vegas Resort. TCA aims to provide you with a forum to network, challenge your mind, and connect with vendors providing the latest technology and services. Your health and safety during the event is our top priority. TCA is continuously working with the Wynn Las Vegas and the State of Nevada to ensure you have a safe space to learn and network. The resort maintains stringent cleaning and health standards and provides for 24/7 health support and technology, including temperature scanners and hand-sanitizing stations. Wynn Resorts is a leader in Las Vegas regarding COVID-19 safety, currently developing its own rapid testing center in conjunction with the University Medical Center of Southern Nevada. TCA is committed to adhering to current guidelines while also delivering the high-quality event experience our members expect and deserve. For more information about the event, please visit truckload2021.com. TCA’s goal is to keep our members safe and informed. We are discovering new ways to provide value to our members through events, image programs, government affairs initiatives, and educational content not just in 2021, but every year. Please continue to call upon TCA as your resource for truckload questions, concerns, and information. You will be hearing more from us more as we continue to grow our value proposition and voice. Together, we will create a rewarding and profitable future for truckload in 2021 and the years to come. John Lyboldt TCA President

A real eye-opener: Top issues list puts driver shortage at top for 4th straight year

Kris Rutherford - January 1, 2021

Each October, as an annual rite of passage and a barometer of the operational and financial aspects of the trucking industry, motor carrier executives eagerly await the release of the American Transportation Research Institute’s (ATRI) Top Industry Issues (TII). The report is always “an eye-opener,” said Cargo Transporters’ Vice President of Safety and incoming chairman of the ATRI Research Advisory Committee, Shawn Brown. The committee helps set the annual agenda for the institute’s research initiatives. On the other hand, the results of the 2020 report might lead some to say the industry has turned a blind eye to the No. 1 issue for the past four years — the lack of qualified drivers in the industry. More than 3,100 industry stakeholders took part in the 2020 survey. Of those, 43.9% were motor carrier personnel, 32.2% were commercial drivers, and 23.9% were other industry stakeholders, including suppliers, driver trainers, and law enforcement. Top concerns of both segments are combined for the overall list. The report sets forth the groundwork of the analysis with a reminder that responses reflect a trucking industry operating in a year that was the “most chaotic and unpredictable time period in many decades.” The big three: the trucking industry’s most pressing concerns Overall, respondents to the survey collectively ranked the following as the top three issues: Driver shortage; Driver compensation; and Truck parking. The high ranking of these issues is not a surprise; much of the industry’s media coverage continues to focus on these concerns. The dynamics within the statistics are what make the 2020 TII an eye-opening study. Not only did the driver shortage rank as the No. 1 issue, it outdistanced driver compensation by about 7%. While the lack of drivers continues to be an industry trend, Brown suggested the 2020 ranking partially grew out of efforts to increase safety. “The Federal Motor Carrier Safety Administration’s Drug and Alcohol Clearinghouse has placed more visibility — rightfully so — on substance abuse,” he shared. “The results took some CDL drivers off the roads and the highways are safer for it.” “Some” doesn’t accurately the number of drivers the clearinghouse has taken off the road, said the Truckload Carriers Association’s Vice President of Government Affairs David Heller. While it does make the roads safer, it definitely contributes to the shortage. Since the Clearinghouse opened January 6, 2019, some 42,000 CDL holders have tested positive for alcohol or drug substance abuse and have been listed in the clearinghouse database. Of those, some 29,000 have not begun the return-to-duty (RTD) process, which requires abuse counseling and testing before a driver can earn back his or her CDL. Brown said that the lack of drivers results from the difficulties inherent in the job. “In an over-the-road company, the drivers are gone multiple nights each week away from their families,” said Brown. But carriers are not ignoring the problem. “Many companies are changing lanes of travel and working to create more ‘point-to-point’ relay type runs,” added Brown, noting that these changes offer drivers more home time. On a less optimistic note, he said the industry has learned no “magic bullet” exists to increase the number of people who consider truck driving as a career. Strategies offer hope for best practices The TII analysis lists strategies to improve each of the issues. The leading suggestions to address the driver shortage included lowering the interstate commercial driver age requirement, addressing various states’ delays in testing and credentialing new drivers, as well as actively recruiting women and minorities to careers as truck drivers. “These strategies can prove fruitful to our industry if implemented properly,” said Brown. When asked to address the issue of driver retention (No. 6 on the TII list), in the face of the top-ranking and seemingly directly related issues of the driver shortage and compensation, Brown said it’s a matter of timing. One strategy to address driver retention is to study truck driver pay in comparison to “competing occupations.” People employed as drivers, as well as their families, might question if the dynamics involved in the occupation can be fairly compared to any other job. Brown thinks the analysis is possible, suggesting that emergency services personnel who work rotating 24/7 shifts and spend nights away from home work under similar conditions. Another strategy posed in terms of driver retention is to research the effectiveness of existing carrier retention programs. When comparing the rankings of drivers to those of motor carrier personnel on the issues presented, drivers do not include either of the carriers’ top two issues — driver shortage or driver retention — in their top 10. “From the viewpoint of drivers,” Brown said, “I do believe there is a link to retention as expressed in their concern for adequate compensation. Carriers look at the issue through the lens of, ‘How can we provide it?’ Drivers look at the same issue through the lens of, ‘How do I get it?’” The relationship between issues is a matter of perspective, he said. Truck parking tops driver concerns, while not top of mind for carriers A startling finding of the 2020 TII survey comes in relation to truck parking. Commercial drivers ranked finding safe parking as the No. 1 issue they face. On the other hand, carriers didn’t consider it a top 10 issue. Many who review the results of the survey will be surprised at the apparent lack of concern of carriers for parking, and Brown is surprised as well. How can an issue that doesn’t appear on the driver list (driver shortage) or the motor carrier list (truck parking and driver compensation) wind up No. 1, No. 2, and No. 3 respectively? Because of the number of respondents in each segment who ranked those issues No. 1 and No. 2, said ATRI President and COO Rebecca Brewster. “If you select an issue as your top concern, it receives three points in the ranking,” said Brewster. “Second place issue gets two points in the ranking and your third issue gets 1 point.” Can agreeing to disagree be a successful strategy? Brown believes the difference of opinion is not new, but it is more obvious in this year’s survey. “I feel that over time, no matter how different the responses are between the carriers and drivers, we as carriers need to pay close attention to the driver survey response rankings,” shared Brown, adding that carriers need to view drivers as customers just as much as shippers and receivers. “A mentor of mine has said for many years that we must listen to our drivers,” noted Brown. Sometimes hearing the issues drivers face is a challenge, but Brown added that listening to concerns helps carriers better serve the needs of their drivers, which enables them to become better companies. “Ultimately it is my feeling that over time, the driver survey responses will create a shift and somewhat steer the direction of carrier responses as well,” added Brown.

Common ground: Cross-border professionals met virtually to discuss issues facing both U.S. and Canada

Truckload Authority Staff - January 1, 2021

The Truckload Carriers Association (TCA) hosted its Fourth Annual Bridging Border Barriers event virtually on Thursday, November 19. More than 500 industry professionals attended the informative half-day session which focused on key issues and topics affecting the trucking industry on both sides of the U.S./Canada border. Thanks to its sponsors — Blume Global, Daimler Trucks Canada, ORBCOMM, and TruckRight — the event was offered at no charge to all audiences. Video recordings of each session are now available; email [email protected] to receive access. For those unable to attend, here’s a synopsis of the morning, which began with opening remarks by KRTS Transportation Specialists, Inc. President Kim Richardson and Cargo Transporters, Inc. President and CEO and TCA Chairman Dennis Dellinger. Human Resources Professionals Panel Four industry professionals discussed all things HR in the trucking marketplace such as recruiting, retention, employee engagement, driver safety, and communications. Panelists included: Challenger Vice President of People and Culture Geoff Topping; Rosedale Group Director of Human Resources and Administration Rosana Preston; and Halvor Lines Chief Risk Officer Adam Lang. The session was moderated by Erb Group of Companies Vice President of Human Resources Dave Dietrich. Regulatory Update TCA Vice President of Government Affairs David Heller made a presentation that evoked lively discussion on how the trucking regulatory landscape shaped up in 2020 and what’s to come in 2021. Two key topics were the looming electronic logging device (ELD) mandate in Canada and the 7-3 sleeper berth provision in the new hours-of-service rule in the United States. Heller said with the ELD implementation date set for June 2021, carriers operating in Canada have been going through a lot of the same growing pains U.S. carriers exhibited in the months prior to the U.S. implementation in February 2016. “The difference between the U.S. and Canadian rule is there is a third party-certification process in Canada,” said Heller. “There is an expectation of that the number of certified devices in Canada will be considerably smaller than the list of over 400 devices certified in the U.S. by the Federal Motor Carrier Safety Administration.” U.S. carriers operating in Canada will have to carry an ELD device certified by the third party in Canada, added Heller. “We encouraged carriers with U.S.-certified devices to remain in constant contact with their ELD provider as the Canadian process moves forward,” he explained. Heller said discussion of the new American HOS rules revolved around a hiccup discovered as carriers started using the 7-3 sleeper berth split. “For instance, if they take that three hours first once they get back on the road, there are some ELDs that will show that they are out of compliance until they take that remaining seven hours in the berth,” he said. “Carriers are calling it a retroactive noncompliant ELD and they have been causing some confusion. It’s an issue that bears watching.” View From the Top – Leadership Panel The panel covered several topics of interest to attendees, including current and potential cross-border issues, the U.S.-Canada-Mexico trade agreement, marijuana transportation, sleeper berth flexibility, electronic logging devices, and truck size and weight. Panelists included: TCA President John Lyboldt; Ontario Trucking Association and Canadian Trucking Alliance President Stephen Laskowski; and Kriska Transportation Group President and CEO Mark Seymour. The session was moderated by John G. Smith, vice president-editorial, Newcom Media. Lastly, Lyboldt and Richardson delivered closing remarks.

‘Diversity, equity, and inclusion’ encompass much more than race — and can lay a strong foundation for a company’s success

Linda Garner-Bunch - January 1, 2021

Diversity, equity, and inclusion (DEI) has become a common catchphrase in American culture, but what exactly what does it mean and why is it important for employers? “Diversity is the understanding and acknowledgement of the differences we all bring to the table, whether it’s gender, ethnicity, sexual orientation, or religious beliefs — all the things that create our various differences,” said LaQuenta Jacobs, a human-resources professional with more than 20 years of experience. “It is bringing those to the table and managing those into the organizational culture in a way that drives inclusion, where people feel as if they ‘belong’ in an organization (and that) they’re valued for their differences.” Jacobs, who joined XPO Logistics in 2018 as head of resources for the last-mile unit, became the company’s first chief diversity officer in August 2020. Prior to XPO, Jacobs championed inclusivity in senior human-resources roles with Delta Air Lines, The Home Depot, Turner Broadcasting Systems, and Georgia-Pacific Corp., among others. While race and gender are the most obvious facets of diversity, Jacobs noted that the term also applies to a person’s religious beliefs, socioeconomic status, and sexual orientation. Other groups under the “diversity” umbrella include military veterans, people with physical or mental disabilities, and others. Practicing diversity, equity, and inclusion in business does not mean offering a job or promotion to a person simply because he or she fits a certain profile, Jacobs stressed. Instead, it’s a matter of ensuring that each open position is properly posted and that all qualified applicants receive equal consideration — and then hiring the most qualified candidate, regardless of race, gender, religion, etc. “Diversity, equity, and inclusion is not a ‘check the box’ exercise, and it’s not a game of quotas, because numbers only take us so far,” explained Jacobs. “It is extremely important in companies, specifically in (the trucking and logistics) industry, to promote an inclusive workforce and build a culture that fosters innovation, higher employee engagement, and leading in your industry.” For business leader, author, trainer, and speaker Brian Fielkow, who serves as CEO of Jetco Delivery and executive vice president of the GTI Group, creating a culture of diversity, equity, and inclusion is vital to a company’s success. During his 25-plus years in the trucking industry, Fielkow said he has gained valuable insights by working with diverse groups of people, learning about their experiences, and hearing their opinions. Like many trucking companies, Fielkow said, Jetco has struggled with driver turnover and employee morale issues, adding that having a diverse group of employees has helped the company better solve those problems. “Several years ago, we asked our drivers to elect a driver committee,” he shared. “The committee is meaningfully engaged in our decision-making and brought much greater diversity to the table.” Fielkow said forming this diverse committee has helped Jetco attract and retain the best drivers, create opportunities for those drivers, and proactively address drivers’ concerns. “Diversity in thinking, which results only from a broad range of experiences and backgrounds, is critical for ensuring continuous improvement. Individuals and businesses work smarter and grow faster with diversity at the table,” he explained. “I have been around companies that were like country clubs; it’s not a healthy, productive environment when the workplace is homogenous, and you have ‘group think.’ You need diverse voices that stem from a broad range of experiences to challenge norms and ideas to continually push your organization.” Gaining a reputation as a company that fosters diversity, equity, and inclusion is also an important step in attracting top-quality employees. Jacobs noted that, according to CNN Money and other sources, 76% of job seekers say they want to work for a company that offers a diverse, inclusive culture. “That’s huge, for 76% of the pipeline to want to know that the organization is going to value them for the diverse and inclusiveness that they bring to the table,” said Jacobs. Both Jacobs and Fielkow stress that, regardless of the industry, having employees from varying backgrounds and who have differing points of view can help a company grow, develop creative and innovative solutions, and better connect with a diverse client base. “By sharing differences — differences of opinions, backgrounds, experiences — we can better understand each other,” added Fielkow. “Once we have that understanding, we are more comfortable discussing, challenging each other, agreeing and/or disagreeing with each other. That understanding enables us to be on the same page and a united front once we leave the room, regardless of whether we agreed or disagreed behind closed doors.” Fostering a culture of diversity, equity, and inclusion is not something that happens overnight, Jacobs noted; rather it takes three to five years of research and planning. The first step is to assess your company’s culture. “You’ve got to have a road map. You need to understand where you are, so you know where you’re going,” she explained. “Most DEI programs fail because they don’t have a clear objective.”

The Home Stretch: Dennis Dellinger enters the final quarter of his successful chairmanship

Lyndon Finney - January 1, 2021

Horse-racing enthusiasts can still hear the voice of Dave Johnson ringing in their ears. For many years he called races for ABC and NBC Sports. Of great note is the fact that Johnson called the Kentucky Derby from 1978 to 1980 and 1987 to 2000, and the Preakness Stakes and Belmont Stakes from 1987 to 2000. Of great acclaim was his signature call as the horses came out of the final turn. “And down the stretch they come!” he would shout with gusto as viewers could begin to hear the hooves of the horses on the freshly turned turf. As we enter 2021, one could yell that same phrase as Truckload Carriers Association Chairman Dennis Dellinger enters the final stretch of his tenure leading the association. He has been at the helm of the organization through one of the most unusual years in history. In this issue’s Chat, the chairman talks about the association’s accomplishments during the past two months, shares what is on the agenda for the next three months, and talks about the rationale for rescheduling the annual convention from the Gaylord Opryland Resort in January to the Wynn Las Vegas Resort in April. Mr. Chairman, thank you for joining us for another Chat with the Chairman. We hope you and your family had a Merry Christmas and Happy New Year. What are the traditions of the Dellinger family holiday celebrations? I have mentioned several times in the past that I am part of a large family. This year, COVID-19 has brought change to some of our past Christmas traditions, but we know it is temporary. We normally attend Christmas Eve candlelight services at church and gather with family on Christmas morning. The long-standing tradition begins with a morning breakfast followed by a late dinner. Absent COVID-19, this dinner might include up to 45 people. I did say my family was large! Speaking of Christmas, TCA recently participated in events surrounding the transporting of the U.S. Capitol Christmas Tree to Washington. Why is it important for the association to participate in this event? Trucking plays a critical role in transporting “The People’s Tree” each year and it’s imperative that TCA bring recognition to the transportation aspect of the program. We have been a longtime supporter dating back to 2012 when TCA began its relationship with Choose Outdoors, the nonprofit which organizes the initiative. I was excited when TCA asked Cargo Transporters to co-host a whistle stop in my home state, and what better place than Asheville, North Carolina, to host the tree? The event featured a photo booth, food trucks, local media, and a special appearance by Santa Claus. More than 500 people had the opportunity to see this piece of history as it made its only stop outside of Colorado, where the tree was harvested, while en route to the West Lawn of the U.S. Capitol. Despite the holidays, the pace has not slowed at TCA. One of the most visible events was the Fourth Annual Bridging Border Barriers, which attracted a record attendance as a virtual event. What were the highlights of this meeting? TCA conceived of this event to bring networking, content, and educational opportunities north of the border. Though I was disappointed I was unable to make the trip to Canada, I was excited there were over 500 registrants for the virtual event in early November, further substantiating the relevance of TCA to the industry. This event continues to grow much as it was envisioned, clearly getting a boost from the virtual platform this year. Highlights included a great human resources panel focusing on employee engagement and retention efforts north of the border. Dave Heller provided an update on regulatory issues, the Canadian electronic logging device mandate, and the prospects of an infrastructure bill in the U.S. under a Biden presidency. Finally, it is always great to see the relationship between TCA and the Canadian Trucking Alliance on display as John Lyboldt, Stephen Laskowski, and Mark Seymour of Kriska Transportation Group covered cross-border operations in today’s environment. Overall, the event was a huge success, and we look forward to convening live and in person next year. What are some of the association’s other accomplishments since we last spoke? In the two months since we last spoke, the association continues to be extremely busy. It is quite easy to get caught up in all things COVID-19 and forget there are still things that have occurred within the association. In an effort to provide our members the safest environment possible, we have transitioned our Annual Convention, Truckload 2021, from Nashville in January to Las Vegas in April, allowing us a larger venue if social distancing is still required. This decision has been viewed as a positive step from a membership that is both anxious and eager to engage in the networking opportunities that in-person meetings allow. Besides the venue change, TCA hosted the Bridging Borders Barriers event and a whistle stop for the Capitol Christmas Tree as just alluded. Our educational offerings, i.e., webinars, continue to see larger-than-normal attendance numbers, which complement the educational department’s increased online learning enrollments. Also, as we prepare for the new administration in January, the government affairs team is reviewing its strategic agenda in preparation for ongoing meetings with the transition team. I assure you, it is TCA’s desire to get behind a meaningful discussion to ensure an infrastructure package is passed early next year. As you head into the last months of your chairmanship, what is on your agenda for continuing to advance the value of the association to its members? I have talked several times about TCA being the best proposition value our industry has to offer. In a membership survey distributed this fall, I was excited to see confirmation of the same. Your responses are important to the leadership of the association as we continue to chart a strategic pathway for the future of the association. The staff is serious about reviewing all responses and ensuring the best services are provided to the membership. In addition, they will be considering requested programs and will work to enhance or better communicate those programs that exist today. Finally, many readers may not be aware, but for the sake of continuity and consistency at TCA, Jim Ward and I will meet in late January to discuss the transition of unfinished business, as was done with me prior to chairing TCA. Your chairmanship has been extended a few weeks with the decision to make the annual convention an in-person event and move it to Las Vegas in mid-April. What was the rationale behind this decision and what is the association doing to ensure the safety of the delegates? The decision was given much careful thought in the months prior to the announcement. Since COVID-19 became an issue, the leadership discussed each scheduled meeting, citing the pros and cons surrounding the safety of each venue related to our membership, and whether we should be in person or virtual. We knew in late October the January meeting posed risks from a venue standpoint, as well as a timing issue related to COVID-19. The staff began to explore options to push the meeting back and possibly find a bigger venue that could accommodate our membership should social distancing still be required. We followed up with the membership with the option of Las Vegas in mid-April only to find there was overwhelming support for an in-person meeting. I look forward to passing the baton to Jim Ward in person at the Wynn in Las Vegas. What are some of the highlights of the convention schedule? Truckload 2021 in Las Vegas is going to be a fantastic event. Seeing how we convened our convention last year just as the pandemic was starting, it looks like we will reconvene at an opportune time as well. The membership has told us they are eager for the opportunity to see one another and get back to business as usual. What we may have taken for granted in the past will definitely be my greatest highlight, and that is networking with as many as 1,200 attendees and exhibitors. While virtual meetings have proven successful, to have over 100 exhibitors on the exhibit floor and qualified speakers participating in as many as 25 educational sessions will be a welcome return to in-person meetings. The “Trucking in the Round” sessions pertaining to leadership, human resources, safety, and profitability allow choices for every attendee to participate. I’d be remised not to mention, we have two great keynote speakers, Mr. Daymond John and Mr. Jim Kwik. I look forward to their messages and to seeing each of you once again in a face-to-face environment. Voters have spoken and the Trump administration will end on January 20. Donald Trump seemed to be a strong supporter of trucking, highlighting the industry at some White House events. However, Trump was not able to advance an infrastructure plan as he wanted. Why was he not successful? I want to tread lightly on this response, but will chalk it up to timing and leadership. Trump was looking for a legislative win and was successful with the Tax Cuts and Jobs Act of 2017, which was popular with the Republican-led House and Senate. Though both sides said they wanted an infrastructure plan, the same Republican-led House and Senate struggled to agree on the means to pay for the massive program. By the time infrastructure was revisited, divisions in party lines became greater, only to be followed by a sweeping change in the make-up of the House and its leadership. As Trump was ensnarled in continuous battles with the Democratic opposition, opportunities for bipartisan legislation — whether it was infrastructure or any other matter — seemed improbable if not virtually impossible. President-elect Joe Biden recently released his own plan to “revitalize America’s infrastructure with unprecedented investments” to make America more competitive with the rest of the world. What are the key elements of him being successful? The obvious is to learn from history as to why the previous administration failed. I think the Biden administration will have an aggressive agenda that includes infrastructure. On the other hand, passage of a funding mechanism may be somewhat difficult should the Republicans hold the majority in the Senate. As I stated earlier, both sides say they want an infrastructure plan but differ greatly as to how to accomplish the same. Maybe the Biden administration will be better reaching across the aisle, should it be necessary. For the sake of our industry and the U.S. economy, this is definitely an item that I will continue to watch and advocate until a bill is passed. The Drug and Alcohol Clearinghouse has been operational for one year. What do you hear from the membership about how the Clearinghouse has benefited them in their recruitment process? Since its inception, the Drug and Alcohol Clearinghouse has removed nearly 30,000 drivers from our industry. That alone speaks volume of the benefits afforded through the program. As for recruiting, it is priceless to access one source to gain a better understanding of an individual seeking employment instead of relying on substandard information, or even no information, as was prevalent in the past. As a carrier that uses hair testing, I can also say the Clearinghouse is not being fully utilized. Hair testing has been successful in detecting a large number of offenders by viewing a longer history of drug use than the federally regulated urine testing we are now required to use in our industry. Until the Clearinghouse allows reporting of alternative methods like hair testing, the data will not be as accurate as we know it to be. The nation is well aware of the way the trucking industry and its drivers have stepped to the forefront during the COVID-19 pandemic, moving critical cargo throughout the country — often without regard to personal safety. with The approval of the Pfizer vaccine and probable approval of others, do you expect the industry to play a pivotal role in distribution of this important medicine? As we have seen in the news, the trucking industry has already started playing a pivotal role with the distribution of the Pfizer product. As you know, our industry is the most flexible form of freight transportation in the U.S. This is demonstrated by the mere fact there likely is not a thing you own that has not been on a truck, whether a finished product or the raw materials used to construct the same. Trucking has already played a role in the development of these vaccines by delivering the raw materials to pharmaceutical companies and as more vaccines roll out, the industry can offer flexibility and timeliness that other modes could not. Will there be challenges? Certainly, but overcoming challenges is what we do best as an industry. The Federal Motor Carrier Safety Administration (FMCSA) has already granted an exemption to the hours-of-service regulations for those carriers and drivers transporting the vaccine and corresponding supplies. If it needs to be hauled, our industry has demonstrated it has and will continue to serve at the front lines of the COVID-19 battle. Speaking of drivers, the past few issues of Truckload Authority have featured stories of the heroic efforts of drivers who’ve earned wings as Highway Angels. What is the importance of the Highway Angel program, and why should members nominate drivers for this honor? The Highway Angels program began in 1997, and I am proud to say it has recognized nearly 1,300 professional drivers to date. I’m always inspired to hear the stories of these highway angels and the gratitude of those they assisted. In April 2020, TCA rolled out a microsite, making it easier to read not only the details of their heroic stories but to see pictures and possibly hear recorded interviews. We all know that recognition programs help promote satisfaction among employees. Recognizing our drivers for going above and beyond to help those in need is important because those actions are not just another part of their job. TCA and its Highway Angels sponsors are there to assist us and give us the platform to give the proper recognition warranted. In closing, share with members any thoughts you have about trucking in 2021. I am very optimistic about 2021. The rollout of a vaccine for COVID-19 could jumpstart both the U.S. and global economies, and should the new administration focus, as previously mentioned, on an infrastructure package, our industry would definitely see long-term benefits as well. Our opportunities in 2021 will focus on the age-old problem that once again ranked in the Top 10 trucking industry concerns according to the annual report by the American Transportation Research Institute, which is the driver shortage. It will be important that we continue to make our industry more attractive to women and minorities. Our industry will see and hear more on this issue, and what better time than 2021 to press forward? Thank you, Mr. Chairman.

There’s still time to join TCA’s second safety cohort

Truckload Authority Staff - January 1, 2021

According to the National Safety Council, every seven seconds a worker is injured on the job, totaling more than 104 million production days lost due to workplace injuries. Eager to mitigate risk? Don’t miss the opportunity to learn from industry expert, Jetco Delivery CEO and acclaimed author Brian Fielkow, as he facilitates an upcoming Making Safety Happen offering — an exclusive Truckload Carriers Association (TCA)-member benefit for trucking companies of all sizes. In September 2020, TCA announced a new collaboration with Fielkow, one which offers TCA members the opportunity to attend online courses and instructor-led VIP workshops. As with the first round of courses, TCA members access all benefits for only $850, which is a savings of nearly $1,200. The hands-on course offers six 30-minute online sessions that will share tools that can be immediately customized and applied to any business: Establish safety as a “core-porate” value; Decipher when good can be bad: Identify and eliminate safety dysfunctions; Engage your front-line team in the company’s safety mission; Create a just culture and ensure accountability for safe outcomes; Apply the power of process; and Utilize the right metrics: Capture the leading indicators and practice prevention. In addition to the six online courses, Making Safety Happen participants will have the opportunity to attend workshops led by Fielkow: Session 1: Safety Values vs. Priorities: Identifying Your Safety Gaps, Thursday, January 14, from 11 a.m. to 12:30 p.m. ET; Session 2: Eliminating Your Safety Dysfunctions, Thursday, February 4, from 11 a.m. to 12:30 p.m. ET; Session 3: Engaging Employees in Your Safety Mission, Thursday, March 4, from 11 a.m. to 12:30 p.m. ET; Session 4: Creating Accountabilities for Safe Behaviors, Thursday, April 1, from 11 a.m. to 12:30 p.m. ET; Session 5: Eliminating Shortcuts and Creating a Process that Your Team Understands, Thursday, May 6, from 11 a.m. to 12:30 p.m. ET; and Session 6: Identifying the Right Metrics to Assess Safety Performance, Thursday, June 3, from 11 a.m. to 12:30 p.m. ET. In addition, participants will receive an invitation to Safety VIP Trucking in the Round Sessions during Truckload 2021, as well as the opportunity to attend quarterly Safety in the Round webinars. Special thanks to our Presenting Sponsor, DriverReach, for their support. To learn more or to get started, contact [email protected].

Whistlin’ ’round the Christmas Tree: TCA, Cargo Transporters host whistle stop for U.S. Capitol Christmas Tree

Wendy Miller - January 1, 2021

After traveling nearly 2,000 miles from Colorado’s Grand Mesa, Uncompahgre, and Gunnison (GMUG) National Forests, a 55-foot Engelmann Spruce adorned with handmade ornaments from Coloradans stood tall on the West Lawn of the U.S. Capitol. Although the traditional lighting ceremony of the tree in early December signaled the beginning of the Christmas season, the tree made quite a journey before arriving at its destination. Known as “The People’s Tree,” this piece of history was transported by William “Butch” Hanna and Theron Schmalzried, longtime drivers with Apex Transportation based in Henderson, Colorado. Hanna handled the driving for the Colorado portion of the journey; then he switched off with Schmalzried, who took the load the bulk of the way East. The tree made several stops during its trek, offering a chance for the public to get a glimpse of the precious cargo. The Colorado portion of the tour, themed Experience Your Nature, was a partnership between GMUG National Forests, the nonprofit Choose Outdoors, and Colorado Tourism. After making several stops in the tree’s home state, the tree traveled to the East Coast, where the Truckload Carriers Association was waiting with open arms and a truckload of Christmas cheer. Along with Cargo Transporters, Inc., TCA hosted a whistle stop at the Asheville Outlets in Asheville, North Carolina. The event was free and open to the public. TCA Chairman and Cargo Transporters, Inc.’s President and CEO Dennis Dellinger was especially excited to welcome to the tree to his state. “With so few physical events taking place this season, we were eager to participate in this year’s whistle stop,” shared Dellinger. “Asheville was a wonderful host city, and the Asheville Outlets was a great venue. It was heartwarming to be able to experience seeing the U.S. Capitol Christmas Tree along its route and provide the opportunity to so many families who came out for the event.” With the help of several local sponsors, the event offered complimentary bags which contained hand sanitizer and a personal marker to sign the tree’s banner; live remote broadcasts with iHeart Media’s 99.9 KISS Country Eddie Fox, 104.3 STAR Ariel Rymer, and 570 WWNC Mark Starling; a hot cocoa station, ITeam Games, and a photobooth sponsored by Ingles Markets; a toy drive benefitting Eblen Charities; food and beverages by Chick-fil-A and Sierra Nevada; and more. “Asheville Outlets was thrilled to help host the U.S. Capitol Tree whistle stop this year,” shared Asheville Outlets General Manager Miranda Bowman. “This event was a huge success, bringing Christmas cheer and holiday excitement to our community during a challenging year.” The tree itself wasn’t the only thing that brought attention to the event. Transporting the tree across the country was a Kenworth T680 featuring a custom wrap that paid homage to Colorado’s 14,023-foot Wilson Peak in Colorado’s Uncompahgre National Forest and the phrase, “From colorful Colorado to America’s front steps.” This was Kenworth’s seventh year to donate the truck for the trip. Schmalzried and fellow trucking lifer Hanna were tapped for the honor of hauling the tree based in part on their experience. Schmalzried has 42 years of truck-driving experience, 23 of them with Apex, while Hanna has been behind the wheel for 41 years and driving with Apex for 17. Along the way, both have been recognized by the industry with numerous driver and safety awards. “It means a lot to me because there’s just a handful of guys that get a chance to do this. It’s just an honor,” shared Hanna. The driving duo met up for the final leg of the run into Washington, D.C. Hanna said his portion of the route and scheduled stops went smoothly, even though COVID-19 forced at least one event’s cancellation and turned the rest into either drive-by viewing opportunities or designated zones where the public could view the motorcade as it passed through. Those interested in the trek were able to track the progress of the run online. Using FleetLocate by Spireon’s advanced trailer management technology, capitoltreetracker.com provided real-time GPS location tracking of the tree as it made its way to the U.S. Capitol. After the stop in North Carolina, the tree was delivered to the West Lawn of the U.S. Capitol on November 20. Upon arrival, it was decorated with handmade ornaments specially created by Coloradans. The tree was lit during a live-streamed ceremony in early December. On the last jaunt into D.C., Schmalzried was joined not only by Hanna, but by company president Walt Schattinger. Schmalzried said that, as honored as he was to drive the truck, he felt equally proud to see his boss get to enjoy the moment. “This is something that doesn’t happen to very many people, to get that chance to do it, or for a trucking outfit to do it,” said Schmalzried. Hanna agreed, calling the tree assignment a fitting cap to a rewarding career. To view photos from the Asheville event, or from the tree’s entire journey, visit truckload.org/Flickr. Story written by Dwain Hebda & Wendy Miller.

Infrastructure Bill 2017 vs. 2021: Where Trump faltered, can Biden succeed?

Cliff Abbott - January 1, 2021

Standing before a packed U.S. House of Representatives chamber on February 28, 2017, newly sworn-in President Donald J. Trump was delivering his first State of the Union address when he touched on a subject deeply ingrained in the minds of Americans — infrastructure. “We’ve spent trillions and trillions of dollars overseas while our infrastructure at home has so badly crumbled,” said Trump, promising that America’s crumbling infrastructure “will be replaced with new roads, bridges, tunnels, airports, and railways gleaming across our very, very beautiful land.” Almost one year later, the president unveiled the promised plan, a 53-page document that called for spending $1.5 trillion for repairing and upgrading the country’s infrastructure. Only $200 billion would come from federal coffers; the rest would come from state and local governments, which were expected to match any federal allocation by at least a four-to-one ratio. On January 20, Trump will leave office with no plan having been approved, but the lack thereof rests not necessarily at his feet. A highly partisan Congress has spent the past four years batting transportation legislation back and forth with more intensity than a professional ping-pong competition. Now, President-elect Joe Biden is outlining his own infrastructure plan that calls for a transformation investment of $1.3 trillion over 20 years to equip the American middle class to compete and win in the global economy, to move the U.S. to net-zero greenhouse gas emissions, and to ensure that cities, towns, and rural areas across our country share in that growth. Biden said his infrastructure plan would be part of his efforts to “strengthen worker organizing, collective bargaining, and unions.” Biden plans to jump-start the repair of highways, roads, and bridges, according to a document released in November outlining how he wants to invest in middle class competitiveness. “Almost 20% of our roads are in poor condition, and there is a backlog of hundreds of billions of dollars of investment. Americans in cities lose more than 8.8 billion hours to traffic each year — an average 54 hours a year per commuter,” he said. “I propose to immediately spend $50 billion over the first year of my administration to kickstart the process of repairing our existing roads, highways, and bridges. In addition to sending these funds to states, some of the dollars will go directly to cities and towns that own and run most of our roads.” Biden also said he will expedite permitting so that projects can break ground faster. Will Biden succeed where Trump did not? That may be the proverbial trillion-dollar question, but the Truckload Carriers Association’s Vice President of Government Affairs David Heller feels the framework for a Biden infrastructure plan is within the Moving America Forward Act, which includes the tenants of the Investing in a New Vision for the Environment and Surface Transportation in America Act (better known as the INVEST in America Act). This act eventually became part of the Moving Forward Act (MFA), which was passed by the House 233-188 last July. The bill’s authors said MFA would: Deliver better roads and bridges faster with more than $300 billion of investment that prioritizes fixing what we already have, including tens of thousands of structurally deficient bridges; Invest more than $100 billion in transit to put more zero-emission buses on the road, add new routes, and provide more reliable service, resulting in better transit options and fewer single-occupant cars clogging highways; and Modernize infrastructure to reduce traffic congestion and address bottlenecks and make roads smarter and safer for all users. “The House was very kind to provide us with the blueprint of what could be on the agenda in the Biden administration,” said Heller. “The bill, which is very centric, talks about many of the things that are important to the Democrats. A lot of the points in this could be part of a massive infrastructure bill.” If one of the elements of the House-passed bill is included in any infrastructure legislation, trucking has some work to do, added Heller. “We are concerned about liability insurance premiums going up from $750,000 to $2 million.” There’s also the issue of hair testing for substance abuse. Last year, the Department of Health and Human Services issued proposed guidelines that would allow hair testing only if it was coupled with another type of drug testing specimen. Heller called the proposed guidelines “watered down.” Then, of course, there’s the issue of money, which plagued Trump and will likely plague Biden. When Trump took office, the balance of the Highway Trust Fund, which is the source of funding for most highway projects, was $47 billion. At the end of FY2020 on September 30, 2020, the Congressional Budget Office said the balance was $14 billion. At the end of FY2021 on September 30, 2021, it is forecast to be insolvent. Unless something is done to prop up the fund, the balance will be in the negative by $73 billion. Biden’s plan calls for a stabilization of the Highway Trust Fund but offers no insight into how that might happen. “A lot people project an infrastructure plan to be part of Biden’s first 100 days,” Heller pointed out. “So, if this is going to happen, we need to have a real discussion of how we actually pay for it. An increase in the federal fuel tax (which hasn’t been raised since 1993) represents the most cost-effective way to raise money to support the Highway Trust Fund.” While it may be the most cost-effective way, there is likely to be little support within Congress for a tax increase, especially in the House where members must face the voters again in two years and where the GOP made a 15-seat gain last cycle. The fund has been hurt even more this year because the COVID-19 pandemic stopped a lot of driving, which means people didn’t go to the pump, Heller noted, so now the fund is in more dire straits than ever before. So, when it comes to infrastructure, the country stands exactly where it did four years ago: No bill and no money. Or as Yogi Berra, the Hall of Fame catcher for the New York Yankees, once said, “it’s like déjà vu all over again.”

Carrier Profile: Those Who Deliver — Cheema Freightlines

Cliff Abbott - January 1, 2021

One family, one dream. Those words appear on the website of Sumner, Washington-based Cheema Freightlines. Since the Cheema name appears several times on the executive roster, one might assume that the statement refers to hiring relatives of the owner. Not so, said President and CEO Harman Cheema. “Of course, my father started the company and some family members work here,” he said, “but I like to say we are a driver-oriented company and consider our driver family very important.” The company has come a long way since being founded in 2006 by the patriarch Darshan Cheema with one truck and a refrigerated trailer. Even then, sons Harry and Harman were involved in the business. “I was 15 years old and a sophomore in high school,” remarked Harman. He booked loads for the fledgling business, eventually adding billing, accounts payable, and other administrative duties to his growing role. While growing into his current leadership role, Harman Cheema was also maturing in a world dominated by technology that wasn’t available to the early entrepreneurs of trucking. “I bring a unique perspective in that I have grown up with technology that others had to work hard to learn,” he explained. “I have an opportunity to apply that knowledge to traditional ways of managing the business.” Something else Cheema brought to the business is the family atmosphere he experienced while learning the ropes. “We trust our drivers and want to make sure they are happy,” he said. The Cheema website notes that the company offers flexible home time options, “the best equipment available on the market,” and plenty of respect. Cheema trucks, mostly Freightliner Cascadias, feature inverters, premium seating, and the latest in safety technology. For Cheema, safety is a must. “We hire experienced drivers with an established record of safety, and we invest in just about every ADAS (automatic driver assistance system) available, including collision mitigation, lane departure, vehicle stabilization, blind-spot warning, and front-facing video systems,” explained Cheema. Respect for drivers has influenced the decision on the video systems, too. “We chose not to go with inward-facing cameras, for two reasons,” said Cheema. “We trust our drivers, and we already get plenty of data from our forward-facing cameras.” Drivers are encouraged to contribute their thoughts to the business. “We really do have an open-door policy,” he stated. “Drivers call me, sometimes just to vent. We try to stress to office employees as well as drivers that no feedback is bad feedback.” Cheema considers feedback as a part of his own leadership development. “I’m a young leader myself, so I’m still learning,” he explained. “When we encourage feedback and participation, we build a team while learning how to do our jobs better.” Pay, equipment, and a great working culture have paid off in terms of reduced driver turnover. “We have a core base of safe drivers,” said Cheema. We have an excellent retention rate in comparison to the industry.” The company currently experiences 30% to 35% annual turnover. The Cheema Freightlines running area helps with both driver retention and operational efficiency. “We run primarily in the western 11 states with a lot of traffic on the I-5 corridor. We don’t have plans to go outside of the western 11,” added Cheema. The company’s driver hiring area primarily consists of the states of Washington, Oregon, California, and Arizona. Expansion of the running area isn’t being discussed. “We recognize that there are opportunities to get stronger and improve lane density within our current network,” he explained. From his father’s single truck, Cheema Freightlines now stands at 325 and growing, with full-service terminals in Lathrop, California, and company headquarters in Sumner, Washington. With more than 1,000 trailers, Cheema can set up trailer pools and take advantage of drop-and-hook opportunities when possible. Safety is serious business at Cheema, as evidenced by the way new trucks are equipped. The leadership team does their best to make sure safety is a part of the carrier culture. “We start every day, every meeting with a safety message,” said Cheema. “Safety is, and has to be, our no doubt No. 1 priority.” The company’s Federal Motor Carrier Safety Administration inspection ratings are well below industry averages. The amount of freight Cheema runs through West Coast states requires the company to adhere to strict emissions rules, especially in California, where California Air Resources Board wields enormous power. That’s not a problem for Cheema. “We’ve usually been ahead of the curve with emissions requirements,” he said. “We trade our equipment at the three-and-a-half to four-year mark, so we’re always running the latest technology.” As emissions requirements push the trucking industry away from petroleum-based fuels, equipment powered by alternative energy sources is being discussed more frequently. “We’re talking to Freightliner about electric trucks and where they might fit,” noted Cheema. “Right now, we’re looking at them for some of our local runs.” Like leaders across the industry, Cheema foresees difficulty incorporating vehicles that don’t return to company terminals each day. “It will be difficult to fit them in until the infrastructure is in place for charging them,” he said. Like many carriers, Cheema is focused on guiding the company through the current COVID-19 pandemic. “It’s definitely been challenging,” he said. “At first, like everyone else, we were trying to get a feel for what was going to happen.” Cheema’s familiarity with available technology helped in making decisions about which employees would work from home. “We didn’t have much of a learning curve,” he said. A bigger concern, he said, was the necessity of closing some driver-support facilities. “We really want to support our drivers, but we have to keep them safe, too,” he said. “We realize that while we’re at home, they’re still out on the road. It was difficult making decisions that took away some of our support infrastructure for them.” Cheema appreciates what drivers have done for trucking during the COVID period. “People see truckers in a different light when they know how much we’ve done to combat the pandemic,” he concluded. “Truckers are heroes.” At Cheema Freightlines, they’re family, too.

Predicting 2021: Industry experts optimistic, but driver shortage may cloud outlook

Cliff Abbott - January 1, 2021

If 2020 proved anything it’s that forecasting the future is far from an exact science. After all, who predicted a worldwide pandemic and the resulting economic recession? Still, business planners need some idea of what’s coming. Three industry experts offered their thoughts. First, expectations for the overall economy. FTR Intelligence’s Vice President of Trucking Avery Vise is cautiously optimistic. “The next year, by and large, looks to be pretty good, but there are some risks,” he said. U.S. Xpress CEO and President Eric Fuller thinks the industry will continue progress made since the recession. “The economy seems fairly robust. I don’t see that changing in the near term,” he said. Britton Transport President Jim Stokeland agreed. “I believe it will continue to be strong through mid-year and maybe longer,” he stated. With one COVID-19 vaccine approved for use in the U.S. and others likely to be approved in late 2020 and early 2021, there’s a reason for optimism. But the logistics for distribution of any vaccine, including how soon it can be administered to a large enough segment of the population to allow for a return to normalcy has yet to be finalized as of press time. Vise is concerned about further lockdowns, however. “The biggest risk is in the upswell in COVID-19 cases,” he stressed. “We don’t know what government will do.” Capacity was a big issue to start 2020. Freight rates were expected to be stagnant or possibly deteriorate because of excess capacity caused by near-record truck sales in 2019. Indeed, sales of new Class 8 trucks in the first quarter were 24.3% behind the same period of the prior year. As the effects of the pandemic hit, second quarter sales fell 51.2% behind last year’s pace. The market intervened. The goods side of the freight market pushed the number of available loads higher at a faster rate than drivers could return to work. The result was record-setting spot rates, with contract rates beginning to follow. Truck sales increased in the following months, ending the year with sales numbers similar to 2016 and 2017. Unfortunately, while the economy is coming back, many of the drivers who left the industry are not. “It may be that for the first time we actually have a driver shortage,” quipped Fuller. “Our problem will be finding drivers.” Vise provided a list of reasons drivers aren’t coming back. “We expected capacity to come back as soon as we needed it after the recession, but the fact is that it hasn’t happened.” One reason, he said, is that many have simply retired. “Whether it’s frustration with ELDs, automated transmissions, a reaction to the COVID-19 pandemic, or what, they’re hanging up the keys,” he said, adding that “there are other factors that indicate we’re facing an unprecedented driver shortage.” One factor is fewer workers overall. “Statistics show that labor participation is a full two points below where it was before the recession,” Vise explained. “That doesn’t seem like much, but 2% of hundreds of millions of workers is a significant number.” Another factor is a dramatic surge in the number of new carriers. While monthly registrations have only reached 4,000 a few times this century, they have been over 5,000 for five consecutive months, exceeding 7,500 in one month. Vise thinks that owner-operators who lost contracts or miles responded by obtaining their own authority and taking advantage of record-high spot rates. Then, there are drivers and owner-operators who return to trucking, but in a different capacity. “Consumer spending has been in goods instead of services,” Vise explained. “We’ve seen reports that show we’re down about 2% on total spending, but up 8% on goods.” Those goods must be delivered by someone. According to the Bureau of Labor Statistics, parcel/local delivery jobs have been steadily increasing for a decade and jumped nearly 8% in 2020 alone. Drivers are finding ways to earn a living and be home each night. The COVID-19 impact on CDL schools can’t be overlooked. “Schools shut down for a long time, and even the ones that are open are at half capacity,” said Fuller. “According to the Commercial Vehicle Training Association, 40% fewer CDLs are being issued due to school closures, and closures of testing centers,” agreed Vise. Add to these the implementation of the Drug and Alcohol Clearinghouse. Many drivers who once responded to a positive drug test by moving to a different carrier are now leaving the industry instead. With legal marijuana now available in more states than ever before, the problem can only get worse. Despite the obstacles, Stokeland isn’t holding back. “We’re looking to grow aggressively in the U.S. We’re looking to net up double-digit percentages on the asset side,” he said. “Our customers need us to have the extra capacity, and we’ll seek new business, too.” “It’s really a driver-led decision. Part of our focus is on growth, but that’s got to come with more drivers,” said Fuller. Provided that drivers can be found, contract rates are expected to continue rising. “I still think we’ll see a 10%-15% increase in contract rates,” he added. “There has been about two years of flat while we’ve had cost increases.” Stokeland said Britton will look at rates and expenses. “We expect to carry out specific initiatives that will improve our RPM,” he said. With a change in direction on important issues, a new administration could impact the trucking industry in several ways. “There probably are a few issues on the radar, but the first might be the insurance minimum. It hasn’t gone up since the ’70s. It will hurt a lot of the smaller carriers,” Fuller said. Stokeland is concerned about regulations. “I would say regulations that impact driver ability to navigate the highways and make a living each day,” he said. Vise went in a different direction. “The bigger moves will be in environmental issues, and the biggest might be on the labor side with worker classification,” he said. Infrastructure could be an issue, too. “Under a Biden administration, we’re more likely to get a larger, more expensive infrastructure bill,” said Fuller. That could be more bad news for capacity. “If a new administration implements an infrastructure bill that results in massive spending, construction jobs will also put pressure on driver availability,” explained Vise. Finally, all three weighed in on the end of the pandemic. “We hope we are in the twilight,” said Stokeland. “We will support our driving and office staff in any way possible.” Fuller thinks the COVID-19 pandemic might have resulted in permanent changes to the way we work. “We’ve gotten comfortable with the idea of people working from their homes,” he said. “After the pandemic, we think 60%, maybe 70% of office employees will be working from home permanently.” While the industry eagerly awaits the end of the pandemic, 2021 is sure to bring issues and surprises of its own.

Division winners announced in 45th annual TCA Fleet Safety Awards competition

Truckload Authority Staff - January 1, 2021

The Truckload Carriers Association (TCA) and sponsor Great West Casualty Company have named 19 division winners in the 45th Annual TCA Fleet Safety Awards competition. These awards identify trucking companies that have demonstrated an unparalleled commitment to safety. The top three winning companies in each of six mileage-based divisions had the lowest accident frequency ratios per million miles, annually. The 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 2021: Las Vegas — TCA’s Annual Convention — April 17-20, at the Wynn Las Vegas Resort. All winners will also receive recognition at TCA’s 2021 Safety & Security Meeting, June 6-8, in St. Louis. Division I Winners (less than 5 million miles) Diamond Transportation System, Inc., Racine, Wisconsin Spring Creek Carriers, Inc., Beamsville, Ontario, Canada FTC Transportation, Inc., Oklahoma City, Oklahoma Division II Winners (5-14.99 million miles) Mill Creek Motor Freight, Ayr, Ontario, Canada Double Diamond Transport, Inc., San Antonio, Texas AAT Carriers, Chattanooga, Tennessee Division III Winners (15-24.99 million miles) Elgin Motor Freight, London, Ontario, Canada Grand Island Express, Inc., Grand Island, Nebraska Christenson Transportation, Inc., Strafford, Missouri Division IV Winners (25-49.99 million miles) Bay & Bay Transportation, Eagan, Minnesota Erb International, Inc., New Hamburg, Ontario, Canada (tie) Johnson Feed, Inc., Canton, South Dakota, and Smokey Point Distributing, Arlington, Washington Division V Winners (50-99.99 million miles) Groupe Robert, Inc., Rougemont, Quebec, Canada Wilson Logistics, Springfield, Missouri Freymiller, Oklahoma City, Oklahoma Division VI Winners (100 million or more miles) Bison Transport, Winnipeg, Manitoba, Canada May Trucking Company, Salem, Oregon CFI, Joplin, Missouri

TCA, Pilot Flying J thank Wreaths Across America drivers

Truckload Authority Staff - January 1, 2021

For nearly a decade, TCA and Pilot Flying J have shown their appreciation and support for the more than 75 professional truck drivers who deliver Wreaths Across America remembrance wreaths to Arlington National Cemetery each December. Typically, on the Friday evening prior to National Wreaths Across America Day, TCA and Pilot Flying J provide a hot meal at a nearby Marriott property as a token of their appreciation. This year, as large gatherings are prohibited due to the pandemic, the organizations showed their support by mailing a second annual commemorative challenge coin and a matching adhesive truck decal to each Arlington National Cemetery driver. The double-sided coins reflect this year’s theme — “Be An American worth fighting for” — as well as this year’s event date — “December 19, 2020.” The decal, which can be adorned to the cab of the driver’s truck, resembles one side of the coin and reflects the statement, “I Have Delivered a Truckload of Respect.” “A special part of our support of Wreaths Across America is the partnership with TCA and the trucking industry,” said Pilot Flying J Senior Manager of Operations and Executive Support Wendy Hamilton. “While the 2020 Arlington Driver Rally may be different due to the pandemic, we remain dedicated to sponsoring and recognizing the professional drivers that transport wreaths across the country and to Arlington. Thank you, professional drivers, for your care and dedication to delivering the wreaths and being part of paying tribute to the veterans and their families who have given the ultimate sacrifice for our freedom.”

Inside Out: TCA’s Caitlin Smith hit the ground running as Meetings Coordinator

Lyndon Finney - January 1, 2021

Not many college graduates are fortunate enough to walk across the stage in May and be on staff at one of the nation’s most prestigious trade associations only a few months later. Count Caitlin Smith as one of the fortunate ones. Smith graduated from the University of Maryland in College Park, Maryland, in May 2019 and was named to the position of Meetings Coordinator at the Truckload Carriers Association (TCA) last January. She had to hit the ground running. There is little doubt that she and her supervisor, TCA’s Director of Meetings Kristen Bouchard, have been busy this year, because meetings are essential for advancing the mission of any organization, whether in person, virtually or teleconference, and especially during a global pandemic. Smith learned under fire not only the importance of trucking in the midst of COVID-19, but also the execution of meetings in an entirely new format due to social distancing. “To try and plan meetings during a pandemic presents a special challenge because things are constantly changing,” shared Smith. “As a new employee, what’s happened (during the pandemic) has shown me the (trucking) industry’s resilience and willingness to stick with it and tough it out, because there are numerous obstacles in the way to plan these meetings. One thing’s for sure, and that is that our members want to meet. Whether it’s virtual or in person, they’re willing to work through the obstacles, whether that be changing the location at the last minute or a change in a date. Throughout the pandemic, the industry’s resilience has been absolutely admirable.” Smith was born, raised, and still lives at home in Eldersburg, Maryland, as part of a close-knit family that includes her father Scott, a mortgage loan officer; mother Nancy, who runs a medical practice; older sister, Amanda; and younger sister, Emily. Smith has also learned the challenges of commuting. It currently takes Smith an hour to get to the TCA office in Alexandria, Virginia, so she’s looking forward to being able to move to Washington, D.C., allowing her to be closer to work and being able to regularly see her sister Amanda, who already lives in D.C. Caitlin started her path toward joining the TCA by first finding an interest in policy and trade while in college. “I knew I liked politics and government but wasn’t sure what facet of those areas of study I wanted to pursue,” she said. “Eventually, I settled on majoring in public policy, and then when I interned at the International Trade Administration within the Department of Commerce, I became excited about the trade world, which is why I ended up at a trade association.” While she obviously didn’t know it at the time, her classes and the internship were preparing her for the job at TCA. “One of the classes that I took that was the most applicable to my job at TCA was my nonprofit writing class, which had a lot to do with writing for a job hunt (resumes, cover letters), but also when you’re in a job, how to organize and execute a project, and manage multiple priorities and timelines while not sacrificing quality along the way” explained Smith. When she graduated, Smith said she didn’t 100% know she wanted to work at a trade association, just that she wanted to work in the trade world. Like any recent college graduate, she was surfing the internet looking for job possibilities and found TCA was looking for a meetings coordinator. She first had a phone interview with Bouchard. An in-person interview followed, and shortly thereafter the job was hers. “It was obvious when Caitlin came to TCA in January 2020 that she was going to make a strong addition to the team,” said Bouchard. “She is bright, welcoming, and has a passion for keeping projects on schedule. She joined TCA just prior to our Annual Convention in Orlando and transitioned with us into what can only be described as an unprecedented time. Since then, Caitlin has successfully collaborated with staff, hotels, and vendors to navigate through numerous event changes and cancellations.” Smith knew the position with TCA was right for her because of the approachable nature of the organization and its undeniably positive “energy.” “I felt it was a good fit and I immediately felt like a valued member of the team,” recalled Smith. Very quickly after starting work at TCA, Smith came to recognize the strength and significance of the trucking industry. “This might sound silly, but what I didn’t realize was the critical nature of the industry,” she said. “Trucking is one of those things that can exist in the background of your life. You obviously see semi-trucks when you’re driving on the highway, but you don’t always give it a second thought. Now being close to the industry I see how important it is. This is especially true during a pandemic when people need supplies urgently and truckers are called upon to be essential workers.” As important as trucking is to the nation, so are well-run meetings to TCA members. Smith helps make sure that happens.

TCA, Pilot Flying J honor truckers participating in Wreaths Across America trek

Truckload Authority Staff - December 17, 2020

ALEXANDRIA, Va. — For nearly a decade, Truckload Carriers Association (TCA) and Pilot Flying J have shown their appreciation and support for the more than 75 professional truck drivers who deliver Wreaths Across America remembrance wreaths to Arlington National Cemetery each December. Typically, on the Friday evening prior to National Wreaths Across America Day, TCA and Pilot Flying J provide a hot meal at a nearby Marriott property as a token of their appreciation. This year, however, because large gatherings are prohibited due to the COVID-19 pandemic, the organizations will show their support by mailing a second annual commemorative challenge coin and a matching adhesive truck decal to each Arlington National Cemetery driver. The double-sided coins reflect this year’s theme, “Be an American worth fighting for,” along with “December 19, 2020” (the date of this year’s event). The decal, which can be displayed on the cab of the driver’s truck, resembles one side of the coin, along with the statement, “I have delivered a truckload of respect.” “A special part of our support of Wreaths Across America is the partnership with TCA and the trucking industry,” said Wendy Hamilton, senior manager of operations for Pilot Flying J. “While this year’s Arlington Driver Rally may be different due to the pandemic, we remain dedicated to sponsoring and recognizing the professional drivers that transport wreaths across the country and to Arlington. Thank you, professional drivers, for your care and dedication to delivering the wreaths and being part of paying tribute to the veterans and their families who have given the ultimate sacrifice for our freedom.” Thanks to those in the trucking industry, remembrance wreaths are delivered to more than 2,100 additional locations in all 50 states, at sea and abroad. To learn more about Wreaths Across America, click here.

Back by popular demand: TCA offers second round of Making Safety Happen courses

Truckload Authority Staff - November 6, 2020

ARLINGTON, Va. — Workplace safety is an important part of any business, but it’s especially vital in the trucking industry. To help provide its members with the tools they need to build sustainable safety solutions, Truckload Carriers Association (TCA) has scheduled a second cohort of Making Safety Happen online courses and workshops led by Brian Fielkow, Jetco Delivery CEO and acclaimed author. The hands-on course offers TCA members and their teams access to all benefits for $850 — a savings of nearly $1,200. To ensure participation in the second cohort, attendees must register by Nov. 30; space is limited. The Making Safety Happen cohort consists of six 30-minute online courses that provide participants with tools that can be customized and applied to their businesses: Establish safety as a “core-porate” value. Decipher when good can be bad: Identify and eliminate safety dysfunctions. Engage your front-line team in your safety mission. Create a just culture and ensure accountability for safe outcomes. Apply the power of process. Utilize the right metrics: Capture the leading indicator and practice prevention. In addition to the six online courses, Making Safety Happen participants will have the opportunity to attend these TCA-member only workshops led by Fielkow. Each session will be from 11 a.m. to 12:30 p.m. Eastern time. Session 1, Friday, Dec. 4: Safety Values vs. Priorities: Identifying Your Safety Gaps; Session 2, Thursday, Jan. 14: Eliminating Your Safety Dysfunctions; Session 3, Thursday, Feb. 4: Engaging Employees in Your Safety Mission; Session 4, Thursday, March 4: Creating Accountabilities for Safe Behaviors. Session 5, Thursday, April 1: Eliminating Shortcuts and Creating a Process that Your Team Understands; and Session 6, Thursday, May 6: Identifying the Right Metrics to Assess Safety Performance. In addition, participants will receive an invitation to Safety VIP Trucking in the Round Sessions during Truckload 2021 and have the opportunity to attend quarterly Safety in the Round webinars. To learn more, or to get started, click here or email [email protected].

‘Instant, lifelong connection’: Truck driver helps save motorcyclist after accident, finds a forever friend

Wendy Miller - November 1, 2020

Brady Watson, a car-hauler for United Road Services, enjoys his job. He also likes tattoos and racing. But what the 28-year-old loves most of all is being a dad and getting to spend time with his daughter, 7-year-old Jah’Rai, and his son, 5-year-old Amarri. Jah’Rai loves to dance, and she and Amarri will likely play sports soon. Watson is thankful to be able to share this time with his children, because he knows all too well that life can be short. In the wee hours of the morning on June 3, 2020, Watson’s life nearly came to an end. He said he believes he must have had “an angel on his back” when he struck a deer while riding his 2012 Victory Highball motorcycle on Interstate 55 North near St. Louis. He also had another angel near him that night — a Highway Angel. Jason Quinlin, a driver with Riverside Transport, was also northbound on I-55 at that time, hauling a load of charcoal bricks to Oconomowoc, Wisconsin, when he saw something lying in the left lane ahead of him. He recalls that he was overtaking a tanker truck when he noticed lights in the road. “I saw a blinking light and a red light,” shared Quinlin. “There was something in my lane; I just didn’t know what it was. I finally figured out that it was a headlight.” Quinlin put on his brakes and radioed other drivers on his CB, warning them of something in the road ahead. He jumped out of his truck and approached the scene. That’s where he found Watson. Quinlin said Watson’s head was lying in a pool of blood, and he quickly realized the lights he had seen from his cab were on a motorcycle. Watson wasn’t wearing a helmet. Soon, a UPS truck stopped. The driver called 911 while Quinlin retrieved gloves and gauze from his truck before returning to Watson. “He didn’t know where he was or what had happened,” recalled Quinlin. “I said, ‘Hey, talk to me.’” Although Watson doesn’t remember anything after hitting the deer, Quinlin said the two talked about racing and Watson’s kids while they awaited medical help. Watson also spoke to his girlfriend, Jasmine, using Quinlin’s phone, and Quinlin left two voicemails for Watson’s mother. Shortly thereafter, police arrived, and a helicopter took Watson to the hospital. Quinlin answered necessary questions from medical personnel and then returned to his truck and headed on to Wisconsin. Before going to sleep that day, Quinlin texted Watson’s mother and was told that he had received 11 staples in his head but would be going home soon. Watson said he spent about five hours at the hospital that morning. In addition to the staples, he had a concussion and a sprained wrist and ankle, as well as road rash on his arms and hands. Not too long after the accident, Quinlin received his first text from Watson, thanking him for what he had done. The two have spoken at least every other day since then. “The cops said I was a hero because I was paying attention and didn’t run him over,” said Quinlin. “It could have been a lot worse.” Watson agrees, adding that even though he doesn’t remember much from the scene, he is thankful that Quinlin saw him — and even more thankful that he stopped to help a stranger. “Jason’s fast reaction protected me on the ground,” said Watson. “It is scary watching the video, and watching the tanker come right by me in the right lane while I’m in the left lane. There’s 100 different scenarios of how that accident could have turned out. I’m just glad he had his eyes up and was paying attention. Otherwise he probably wouldn’t have seen me lying there.” Quinlin said he simply did what he felt was right, adding that his actions that morning were “just a common reaction” and he “would think anyone else would do the same.” Quinlin said he has always preferred driving at night simply because there is less traffic. He took the I-55 route that morning to avoid the St. Louis metro area, as he always does. Watson and Quinlin had an undeniable connection after that morning, and the two have not only developed a friendship, but also a mentorship. Quinlin has fondly nicknamed Watson “Bubble Wrap.” Watson is looking to become an owner-operator, and said he likes having Quinlin to help him with the ins and outs of trucking. “It is an instant, lifelong connection,” shared Watson. “Without him, I wouldn’t be here. Me and him just sparked, and I related to him. There are commonalities there, and he gives me pointers. We’re on different shifts, but we talk a lot.” Recently, the two men met again for the first time following the accident and spent the day together with Watson’s family. They plan to meet up again when their schedules line up, even though it might be a challenge, with Quinlin being a “night owl” as Watson calls him. “I realized that [morning] that anything can happen, and I am not ready to leave my kids,” Watson shared. “This whole night changed my life mentally. I’m jumping feet first in on buying my own truck. If something someday happens and there’s not a Jason around, I want my kids to be taken care of.” Quinlin was recognized by the Truckload Carriers Association as a Highway Angel for his actions that morning. He received a certificate, patch, lapel pin, and truck decals. Riverside Transport has also received a certificate acknowledging its driver as a Highway Angel. “I’d do it every day if I had to,” said Quinlin. “If you can’t respect anyone else’s life, how can you respect your own?”