Truckload Authority Archives

Q&A with U.S. Secretary of Transportation Elaine Chao

Wendy Miller - November 1, 2020

The U.S. Department of Transportation (DOT) Secretary Elaine L. Chao is one of seven members of the Cabinet who has served the entire four years of the Trump Administration. Of the seven, she is one of the most highly visible, because transportation issues touch the lives of virtually every American each day. She is in her second stint as a member of a presidential Cabinet, having served as Secretary of Labor under George W. Bush. A testament to her work ethic is that she was the only member of the Cabinet to serve for the entirety of Bush’s term. She is the first Asian-American woman to be appointed to a presidential Cabinet in American history, having immigrated to the U.S. at age 8 and becoming a U.S. citizen roughly 11 years later. As Transportation Secretary, she has become known as a strong advocate for safety and the importance of infrastructure and innovation in the nation’s economic competitiveness and growth. Chao came to the DOT with extensive experience in the transportation sector. Early in her career, she specialized in transportation financing for private businesses. She began her executive career in public service working on transportation issues at the White House. She then served as Deputy Maritime Administrator, Chairman of the Federal Maritime Commission; and Deputy Secretary of the DOT. Secretary Chao recently took time to answer questions as posed by Wendy Miller and Lyndon Finney about her term in office and the issues she has faced in the past four years. You were born in Taipei, Taiwan, and at age 8 immigrated to the U.S., where your father had immigrated three years prior. What did it mean to you to become an American citizen, and did you ever dream that you would be asked to serve in key positions in the federal government? My parents overcame tremendous challenges to make a better life for their daughters in this country. They had a deep faith in the basic goodness and kindness of the American people and the opportunities that would be available to their daughters. My father was one of the youngest ship captains of his time at the age of 29. He scored No. 1 in the national examinations and had the chance to go study in the U.S. He went first to pave the way for us. My mother was seven months pregnant at the time with their third child. It took my father three years before he could afford to bring my mother, my two sisters, and me to America. It was very difficult at first. We didn’t speak the language, didn’t understand the culture. Our little family of five lived in a small apartment in Queens, New York. Through all the difficulties, we were rich in the things that mattered most — family, faith, and hope for a better future. Growing up, we were always encouraged to expand our horizons and work toward opportunities that would improve our lives. When I was younger, I would keep in my desk drawer a photo of the humble village my father came from in China. Whenever I encountered difficulties, I would take out this photo and remind myself that if my father could surmount all the obstacles he faced, as his daughter, so could I. I didn’t get my citizenship until I was 19 years old. When I finally obtained my citizenship, it was as if I had been holding my breath waiting for this moment, and I could finally exhale knowing that I was officially a citizen of this wonderful nation that had felt like home for 11 years. If someone had predicted that I would one day be in the Cabinet, I would not have believed it. After you received your MBA, you became highly successful in the private sector. First, had you ever given any thought to becoming part of the public sector before being asked by President Ronald Reagan to help the White House with transportation issues? Second, why did you say yes? Early in my career, I was a banker at Citicorp specializing in transportation financing. I happened to get involved in Title 11 financings for the U.S. maritime industry, which would prove to be very helpful later in my career. When I worked on government loans, it would take months to close and involve reams of documents and a roomful of government lawyers. I couldn’t understand how the government could help people when it was so bureaucratic. But, I wanted to learn more about the government of my new country — so that led me to apply for the White House Fellowship. That was the first step in a career in public service. When I look back upon my government service, I hope that I have made a difference in improving the lives of residents and citizens of this country. When President Trump asked you to become Secretary of Transportation, first, was there any hesitation in saying yes, and second, what did he tell you he wanted to achieve in transportation over the next four years? Our country’s transportation infrastructure is the underpinning of our world-class economy. It’s a key factor in productivity, and it has provided us with unprecedented mobility, safety, and security. President Trump understood that these gains were jeopardized by deteriorating infrastructure, the specter of rising highway fatalities, growing congestion, and a failure to keep pace with emerging technologies. I am honored to have the chance to serve our government during this historic time. Over the last four years, the department has played a key role in modernizing our transportation systems and strengthening our country’s competitiveness. We’ve worked to rebuild, refurbish, and revitalize America’s infrastructure, so our economy can continue to grow, create good-paying jobs for America’s working families, and enhance our quality of life. You served as deputy Secretary of Transportation under President George H.W. Bush in the late 1980s and early 1990s and now are the 18th Secretary of Transportation under President Donald Trump since January 31, 2017. In what ways has the department matured in terms of responsibility and credibility? America’s transportation system continues to expand and advance to meet the needs of our growing country — especially in the commercial transportation sphere. With the growth of e-commerce and Americans having more packages delivered to their homes than ever before, the trucking industry plays a significant role in the livelihoods of millions of Americans. The Federal Motor Carrier Safety Administration (FMCSA) was established in 2000, following the enactment of the Motor Carrier Safety Improvement Act of 1999. Since then, FMCSA has focused on fulfilling its critical safety mission of reducing crashes among large trucks and commercial buses. With 12 million large trucks and buses on the nation’s roadways, FMCSA continues to advance in its initiatives and capabilities to promote safety. Under this administration, the agency has modernized hours-of-service rules to improve safety and add flexibility for drivers, as well as launch a new Drug and Alcohol Clearinghouse, which has already detected more than 38,000 positive abuse tests and kept dangerous drivers off the road. At the same time, the agency has been working closely with the industry on promoting the voluntary use of new driver-assistance technologies — like automated braking and automated warning systems — that have the potential to reduce crashes and save lives. While these are positive developments, the department will continue to look at new ways and new efforts to reduce crashes and promote safety on America’s roadways. For the most part, when the public hears the term Department of Transportation, they think of cars, trucks, buses, and highways. But today’s DOT is much more. How would you describe the role of your department in keeping this country moving forward? Our top priorities at the Department of Transportation are to keep the traveling public safe and secure, improve their mobility, and have our transportation system contribute to the nation’s economic growth. That includes cars, trucks, buses, and highways — but it extends far beyond that to ports, freight rail, passenger rail, transit, airlines, airports, U.S. flagships, commercial space, and pipelines. Our efforts are guided by three priorities. The first is safety, which is always our North Star. The second priority is rebuilding and refurbishing our country’s critical infrastructure. Every day, the department works with states to ensure that billions of dollars of federal funds are focused on improving transportation system performance and project delivery. The third priority is preparing for the future by engaging with emerging technologies to address legitimate public concerns about safety, security, and privacy, without hampering innovation. Under this administration, we’ve worked to position the federal government as a catalyst for safe, efficient technologies, not as an impediment. Turning specifically to trucking, share your opinion on why the trucking industry is so important to the American economy and the American consumer. America’s trucking industry lies at the heart of our economy. We depend on it to move our nation’s freight safely and securely. The American Trucking Associations valued trucking as a $791.7 billion industry last year, representing 80.4% of the nation’s freight bill. The crucial role America’s truckers play in the supply chain took on special significance during the COVID-19 pandemic. Mile after mile, truck drivers played a heroic role in helping America cope, and will play an important part in helping our economy resume strong growth once this crisis is behind us. Across the board, this administration is fighting every day on behalf of America’s trucking industry. Over the last four years, we’ve implemented significant hours-of-service reforms to improve safety and increase flexibility for commercial vehicle drivers. We’ve improved regulatory efficiency and done away with mountains of bureaucratic red tape — working to eliminate 11 regulations for every new one put on the books, saving the economy and consumers more than $93 billion. We’ve unveiled the first-ever National Freight Strategic Plan to strengthen America’s economic competitiveness. And we’ve invested billions of dollars annually in infrastructure projects to support a strong, modern transportation network. Additionally, public comment has recently been requested on a new pilot program to gather and analyze data to gauge the safety and feasibility of additional modifications to the hours-of-service rules. Why is it important to continue to evaluate the need for additional flexibility in the rule? In August, the department announced that it would be seeking public comment on a pilot program to allow additional hours of service regulatory relief by allowing participating drivers to pause their on-duty driving period with one off-duty period up to three hours. This pilot program — scheduled to operate for three years or less — will gather evidence to analyze the safety and feasibility of such a modification. This program is just another step the department is taking to explore ways to improve safety on our roadways, while increasing flexibility for truckers. With your service as Secretary of Labor and Secretary of Transportation, you are a role model for young girls and women. What are some of the lessons you’ve learned and advice you have for succeeding in the “hardball” environment of male-dominated, senior leadership in DC? When I was starting out in my career, women were something of a novelty in the upper levels of government and the private and nonprofit sectors. Asian-American women were rarer still. Each day, I tried to do what was asked of me with enthusiasm and resourcefulness. It’s been my experience that if you do a good job, people take notice. The transportation sector is still very male-dominated today. I’ve always been a strong advocate for more inclusion of women and other under-represented communities in this sector. I always advise young women to love what they’re doing and never give up. This country promises endless opportunities and possibilities. So long as you have a dream, work hard, and remain determined — good things will happen.

Overnight chemistry: Red Eye Radio longtime hosts Gary McNamara, Eric Harley dominate late-night airwaves

Lyndon Finney - November 1, 2020

One is from the southern U.S. border. The other from the northern border. One trained to become a manager at a 7-Eleven and even contemplated following his father into the military. The other wanted to be a talk radio personality so he could tell students when school was canceled because of bad weather, but when his initial foray into the business didn’t pay enough, he became a machinist at a steel mill. Both would eventually wind up in talk radio full time, despite one’s name being at the bottom of the list of potential candidates for his first radio job. The other was chosen because the owner at the station he joined as a disc jockey (after leaving the steel mill) couldn’t find anyone she wanted to hire for a talk show and finally looked his way despite the fact that he much preferred music to talk. Meet Gary McNamara and Eric Harley, whose paths eventually crossed at WBAP radio in the Dallas-Fort Worth metroplex in the early 2000s and who today are co-hosts of Red Eye Radio (RER), the five-hour overnight talk show that, after humble beginnings in 1969, is now heard on more than 240 radio stations nationwide, including radio giants such as WABC in New York City, WLS in Chicago, WBAP in Dallas-Fort Worth, and KABC in Los Angeles. The show and its podcasts can also be downloaded and streamed online. How it all started McNamara grew up in Buffalo, New York, and recently recalled his exact introduction to talk radio. In addition to his music program, McNamara was manager of the station he’d joined after leaving the steel mill. “The owner came up to me and said, ‘You’re going to do the talk show,’” shared McNamara. “And I said, ‘No, I won’t and I can’t.’ She said, ‘Well then, you have no choice.’ And so here I am 31 years later. I’m probably one of the few people forced into doing talk radio, having no idea that it was exactly what I would absolutely have the most passion for. In talk radio, you get to do everything. You get to be producer, director; you get to have a great editorial control and creativity that does not exist anywhere else.” McNamara, who is single and 65 years old, held jobs in Buffalo, Portland, Chicago, and Rockford, Illinois, before winding up at WBAP in 2000. Harley, who is married with four adult children and eight grandchildren, grew up in Texas, graduating from high school at Wichita Falls, Texas, in 1984, after spending his formative years in Del Rio, Texas, on the U.S.-Mexican border. He had not necessarily considered a career in radio but did apply at a local radio station just “because they were hiring.” Because he had no car, a friend, David Anderson, took him there and both men interviewed for a job. As the interview began, Harley was told the station wouldn’t hire anyone who did not have radio experience. He was set to go to work for 7-Eleven at a store within walking distance from his home. On his first day at work he was told to report to a different location that would require a commute, so he had to decline the job because he had no transportation. That same day, Harley was at home, fully dressed, when the phone rang. It was the manager of the station where he’d interviewed. The manager asked if Harley could come to the station, so his mother gave him a ride. “I went inside the studio and the manager asked, ‘Are you Eric?’ And I said yes,” Harley recalled. “He said, ‘OK, great. I have a 40-hour-a-week job for you.’” The manager had a yellow legal pad he showed to Harley, whose name was at the very bottom of the list of candidates. All the other names, including Harley’s friend, Anderson, were crossed out. The manager had tried to contact the other candidates, but Harley was the only one he was able to reach. “David told me later he’d heard the phone ring when the manager tried to call him, but he ignored the call,” said Harley. Harley eventually moved to Dallas, and in 1996 joined the late Bill Mack who had started the show as “The Midnight Cowboy” in 1969. Mack’s show centered around music, but by the early 2000s, the show started trending toward more talk than music. After Mack’s departure in 2001, the name of the show was changed to Midnight Trucking Radio Network (MTRN) and Harley and Joe Kelley were tapped as hosts. In 2005, Kelley left for a radio job in Tulsa, Oklahoma. On-air chemistry The Midnight Trucking Radio Network became Red Eye Radio Network in November 2011 when Citadel Media was purchased by Cumulus Media. MTRN was placed inside Westwood One Radio Networks as a syndicated program. The show is on the air from midnight to 5 a.m. central time. While “trucking” was removed from the title, it remained a trucking show, targeting over-the-road drivers. One of the first conversations Harley recalled having with his new on-air partner came when he received a call while waiting to board a plane to the Walcott Truckers Jamboree. “He said, ‘Look, we’re going to make the best of this and have fun,” recalled Harley. “He was so enthusiastic and had a positive tone.” It didn’t take long for Harley and McNamara to figure out that the two had real on-air chemistry. “I’ve had off-air chemistry with radio friends,” Harley said. “It seemed as though we were going to have the greatest morning show ever, but it just didn’t work.” It was different with Harley and McNamara. “On-air chemistry is extremely rare when it is put together by outside forces,” said Harley. “I can’t speak for other shows. But like Gary said, we may have different approaches, but we do have the same ideology. Gary may be from the northern border and I from the southern border, but we’ve built this chemistry that I’ve never experienced in a professional setting.” As much as they like and respect one another, McNamara and Harley do not socialize outside of work. “It’s not because we don’t like each other,” quipped Harley. “We’d probably sit around and commandeer a whole room. But we’ve never done that. If you don’t socialize and discuss issues, you’re able to bring your initial authentic thought to the show. Sometimes you sacrifice everything for the show, including sleep. Sometimes you sacrifice family time — everything for the show. And sometimes you sacrifice friendships or conversations so that you can save it to bring it to the audience, to serve the show your audience completely. That’s been our theory and motto from the beginning.” ‘Unselfish’ approach There is no ego on the show, either, McNamara said. “You have to be unselfish,” he added. “I don’t care [which of us] gets the punch line. I don’t care who makes the better point, because Eric may make the better point. The whole idea is to build the continuity of two people becoming one, a kind of entertainment vehicle. When I started with Eric, the one thing I was thinking is I’d always be solo on talk radio. I’d never worked with anybody else. And the fear is that you will lose part of yourself if you don’t dominate, because it’s not your personality. It’s just the opposite with Eric. He brings out so much of me. And I know I bring a lot out of Eric.” “You sacrifice ego in order to build a better program for the listener,” added Harley. “Gary’s dad was an engineer and had a very thoughtful mind. My father was in military and law enforcement and served in two wars. But we, like them, are both critical thinkers.” McNamara’s father John had a mantra of DTJ, short for “do the job.” For Harley’s dad, the mantra was “show up.” “You show up to do the work and you show up every day,” said Harley, “and you do the job. The idea is you are serving a greater purpose.” When McNamara gets on a roll, Harley says he just sits back and listens. “I feel like I’m at school, because there are things I don’t know. It’s important to let that happen for the show,” he said. He also stresses he’s not a microphone hog — someone who dominates the conversation. “If you set your ego aside and realize that you’re serving that greater purpose, your moment will happen,” he said. “If you’re showing up every day, if you’re doing what John McNamara (Gary’s dad) says, and what Jimmy Harley (my dad) said, your moment will happen. You have to begin and end with that purpose. If I have a driver coming up to me and he calls me, Dave Harley (instead of Eric), I’m OK with that.” Also okay with Harley and McNamara are the appreciative comments they hear from drivers. “We received one recently that said, ‘You guys keep me awake all night because you guys talk about this and talk about this and, you know, and I’m just, it just keeps me awake,’” shared Harley. “If at the end of the show we get an email or call from a driver saying, ‘You keep me awake all night and educate and involve me,’ it’s mission accomplished.” Serving the greater purpose of being an entertainment vehicle for an audience that is primarily in the trucking industry is the most important thing for the duo, said McNamara. The duo has more fun on the air that anyone would believe. “We walk out of there at five in the morning and we are just thrilled. It’s like the audience says, we are really serious guys,” he said. “We may be serious and have a discipline and an intensity of focus, but it’s all because we get to play the Super Bowl of radio every single night, because that’s what the show really is.” Listening to listeners Today, the show is designed around what hosts and producers started to hear from drivers in the early 2000s when the midnight to 6 a.m. portion of the show was primarily music with some conversations about trucking issues. For the 32 years Bill Mack was with the show, he played country music, and that continued when he left in 2001. “When I came on in 1996, we were already getting a lot of feedback from drivers at truck shows and phone calls that things were changing,” said Harley. “There were the President Bill Clinton impeachment proceedings and the 2000 election with the disputed count in Florida. Drivers would approach us and say they felt nobody was talking to them at night. Drivers more and more were demanding that we have some conversations about the issues outside of trucking, which there were many. It was about things they were hearing about during the day.” The show’s popularity and format serve as a good public relations tool for trucking, Harley added. “We are educating the non-trucking public as to how important trucking is,” said Harley. “We can preach to the choir all day, and we can all stand around at the Mid-America Trucking Show and appreciate what the industry does, but it is a much bigger job to go out and educate the American public as to the role of those trucks. The public doesn’t understand the role of trucking and what would happen in the event of a catastrophic trucking shutdown.” The show’s content is now focused on world, national, and trucking-specific issues. While the staying power of the show revolves around the chemistry between Harley and McNamara, there is also personal discipline, especially when it comes to rest. After all, working five nights a week between midnight and 5 a.m. is outside the routine of most Americans. McNamara said he’s home by 5:30 a.m. (central time) and in bed by 6 a.m. He sleeps until 10 a.m. gets up, takes care of personal business and sleeps again from 6 p.m. to 10 p.m., when he gets up to prepare for the show. “I’ve been very blessed. If I couldn’t do that, I couldn’t do the show. You have to be disciplined; you have to eat right. You’ve got to exercise. You have to be in really good shape,” he said. Harley gets about half the sleep that McNamara gets, only sleeping from 6 a.m. to 10 a.m. “You know, I’m married with grandchildren,” he chuckled.

Ryan Snyder joins TCA staff

Truckload Authority Staff - November 1, 2020

The Truckload Carriers Association is pleased to announce the addition of Ryan Snyder to its skilled workforce as membership manager. Snyder will oversee for-hire carrier retention, engagement, and new-business acquisition. Snyder, a government-relations and advocacy professional with more than seven years of experience, brings to TCA a deep understanding of the trucking industry and the political process, and has a knack for building long-lasting relationships. He recently held a political-affairs manager position at the Association for Advanced Life Underwriting (AALU/GAMA) in Washington. Snyder has also held positions at the American Trucking Associations (ATA) and United Parcel Service (UPS). “TCA is excited to have Ryan on board,” said TCA President John Lyboldt. “His trucking knowledge, sales background, and advocacy work will serve him well, and we are lucky to have him.” “I’m excited to get back into trucking. As everyone knows, everything is moved by trucks,” said Snyder. “I am thrilled to join the TCA team and help grow the for-hire carrier membership. Trucking is as important now as it ever has been. It is an honor to join the team and help our members increase profitability, educate their skilled workforce, and help bring about the regulatory and legislative changes the trucking industry needs.” In addition to his professional experience, Ryan enjoys fishing with his son, playing guitar in bands around town, and camping.

TCA continues to offer COVID-19 updates

Truckload Authority Staff - November 1, 2020

TCA remains committed to the well-being of its members, employees, and the trucking community as a whole. As the nation continues to address the spread of COVID-19, TCA is committed to serving its membership in a role that is most important to its members — as a conduit of information that best provides an opportunity for continuing operations amid the pandemic. Since mid-March, and as of press time, TCA has sent 110 COVID briefs — totaling more than 880,000 individual emails — to its membership. Also, members have been encouraged to attend more than a dozen complimentary webinars on financial navigation, building business value, the new freight normal, cyber and fraud security, and more. To view webinar recordings or updates, visit truckload.org/resources-for-covid-19.

TCA announces 2020 scholarship recipeints

Truckload Authority Staff - November 1, 2020

The Truckload Carriers Association (TCA) will be providing financial assistance to 52 undergraduate college students for the 2020-21 school year. Each student will receive a scholarship ranging from $2,725 to $6,250 from a total pool of nearly $150,000. Since 1973, TCA has provided scholarships to students associated with the trucking industry. Each scholarship recipient must be an undergraduate student in good standing at a four-year college or university. In addition, recipients must be associated with a TCA member company as an employee or independent contractor, or be the child, grandchild, or spouse of an employee or independent contractor of a TCA member company. TCA awards scholarships without regard to race, color, sex, national origin, religion, age, disability, or genetic information. “I love seeing the impact that the TCA Scholarship Fund and the awards make on so many college students each year,” said the fund’s Chairman and Wilson Logistics Founder and CEO Darrel Wilson. “I always look forward to learning more about the students and following their success due in small part to the help from the TCA scholarships.” This year, the fund announced that it received the most applications to date. Adhering to its bylaws, six TCA Scholarship Fund trustees judged the applicants, taking into consideration each applicant’s GPA, major, extracurricular activities, hours worked, and other factors. The seven largest scholarships are named in honor of dedicated TCA members, affiliates, and past TCA chairmen. This year’s recipients and their company affiliations include: NAIT Scholarship, $6,250: Graham Baner, Nussbaum Transportation Services Inc. John Kaburick Scholarship, $4,500: Austin Wagner, McLeod Software Corporation Inc. Robert Low Scholarship, $3,250: Rae Ballinger, H.O. Wolding Inc. Kai Norris Scholarship, $3,250: Aubree Boyd, Daseke Inc.-Boyd Bros. Transportation Inc. Stoney Reese Stubbs Scholarship, $3,250: Elizabeth Wilhelm, Hirschbach Motor Lines Inc. Darrel Clark Wilson III Scholarship, $3,250: Benjamin Giesbrecht, Bison Transport Thomas Welby Scholarship, $3,250: Derek Linville, Wabash National Corp. In addition, the following students have each been awarded $2,725 for the 2020-21 school year: Hadley Baerns, Skyline Transportation Hannah Barga, Classic Carriers Inc. Brendan Beckley, Prime Inc. Cole Bickham, TMC Transportation Brittlee Broom, KLLM Transport Services LLC Diego Cerda, Werner Enterprises Inc. Zhuan Chen, Werner Enterprises Inc. Matthew Cox, Truck Centers Inc. Charlie Dorn, SAF-HOLLAND Group Ivanna Drepin, Apex Capital Corp. Hailey Freeland, Stageline Express Victoria Freeman, U.S. Xpress Inc. Andrew Goble, Central Marketing Transport LLC Thomas Goble, Central Marketing Transport LLC Alex Harden, NFI Industries Gavin Jeffries, Wabash National Corp. Mason Jenkins, Doug Andrus Distributing Samantha Jenkins, Doug Andrus Distributing Brian Kirkland, Cargo Transporters Inc. Landry Kirsling, H.O. Wolding Inc. Aida Krzalic, Wilson Logistics Lucas Leiter, Styer Transportation Co. Gabrielle Lowe, Covenant Transport Services Aaron Malkowski, NFI Industries Grace McGee, Maverick USA Inc. Kaitlyn Mcphee, Prime Inc. David Meisgeier, Werner Enterprises Inc. Derrek Newell, Maverick USA Inc. Angelicia Ochoa-Rivera, Werner Enterprises Inc. Amanda Ott, Prime Inc. Austin Owens, McLeod Software Corporation Inc. Amy Pitzel, Bison Transport Megan Rogers, Don Hummer Trucking Elizabeth Rojas, Wilson Logistics D’Amrah Rowdy, Maverick USA Inc. Casey Russell, JLE Industries Luke Senft, S&H Express Inc. Gabriela Silva, Bison Transport Kimberly Sparks, Load One LLC Anderson Spivey, Best Logistics Group Geoffrey Veasy, Bay & Bay Transportation Faith Wilker, Pohl Transportation Inc. Kevin Williams, Werner Enterprises Inc. Madison Wutke, Prime Inc. Adela Zuskind, NFI Industries.

Safety on the road: Driver health, safety, and security combine to provide a thriving industry

Kris Rutherford - November 1, 2020

Top 10 lists abound in the U.S. — sports teams, movies, world leaders, music — you name it, there’s probably a list for it. For the most part, being included in a top 10 list is an honor, but that is not the case when the Bureau of Labor Statistics ranks the 10 most dangerous jobs in America. Among them: truck driving at No. 6. The primary danger in driving a truck is having a traffic accident, but personal safety in terms of being placed at risk for becoming a victim is a danger, too, along with lack of access to medical services. Among the reasons for potentially becoming a victim are pick-up and delivery locations in some of the worst parts of the U.S., as well as a nationwide shortage of safe parking. “We have security measures in place at our terminals and headquarters, and we train drivers on how to remain safe and secure while on the job,” said Dupré Logistics Vice President of Safety and Risk Management Al LaCombe. The Lafayette, Louisiana, carrier employs about 950 drivers and primarily operates south of Interstate 40 from Texas to the Carolinas. Dupré Logistics does not ignore the dangers its drivers face while on the road, at a terminal, or delivering a product. “We haven’t had a driver physically assaulted in many years,” said LaCombe, “but we provide guidelines and training to help drivers avoid becoming victims.” Avoidance, as opposed to confrontation, is Dupré’s recommended method of keeping its drivers safe. “We don’t have many instances where a criminal is intent on stealing a truck full of fuel,” he added. “But there are occasions when drivers are caught off guard from behind by someone demanding their wallets.” Dupré instructs drivers to lock their trucks’ cabs while filling customers’ underground fuel storage tanks. Likewise, drivers know to keep their backs to their vehicles and their eyes on their surroundings. “We also have our drivers set orange cones out when making a delivery,” he said. “The cones are a signal to other people in the area this is the driver’s work zone. If someone attempts to step inside the cones, the driver immediately asks them to stop and tells them that for the safety and security of both driver and passerby, the area inside the cones is off-limits.” Health issues, lack of exercise, and a penchant for fast foods can easily lead to sometimes-severe medical issues. Even though accessing quality health care on the road can be a challenge, there are still some options for drivers, such as clinics located within truck stops. “It’s a win-win situation for drivers and fleets,” said Pilot-Flying J (PFJ) Travel Centers Senior Vice President of Marketing Mitch Strobin, referring to the Truckers Health Team program. The Truckers’ Health Team at PFJ is a health care management team focused on helping its members manage chronic health conditions, Strobin said. “Happy, healthy truck drivers are more productive, can travel more miles, have longer careers, and make more money than unhealthy drivers,” he said. “Likewise, from the fleet or carrier perspective, all of those characteristics of happy and healthy drivers impact the bottom line and protect a company’s return on investment.” The added benefit is that happy, healthy drivers are less of a risk to others sharing the highways, he noted. A focus on drivers is a necessary component to health and safety on the road. LaCombe noted that Dupré’s company culture keeps its focus on its employees and their families. “Our drivers are typically home every night,” he said, adding that this cuts down on many issues larger over-the-road carriers face. “But for drivers who do become ill or injured on the road, our operations divisions have set up relationships with health care providers in the areas we work.” Sometimes the providers are part of a health care “chain” or individual provider in a specific city. “We look for consistency in treatment,” shared LaCombe, noting that treatment includes Department of Transportation (DOT) exams and drug testing. “It’s important that we know when we send a driver to a specific provider that the clinic will offer the same standard of care and maintain a level of consistency when making determinations during DOT exams or interpreting results of tests,” added LaCombe. Strobin said PFJ locations are strategically selected based on a grid following the interstate highway system, and PFJ’s health care team is always within reach through its “telehealth” system. The majority of PFJ services relate to DOT health exams and drug screenings. Strobin said that, based on the experience of PFJ’s health care staff, nearly one-half of truck drivers suffer from a chronic health condition severe enough to prevent them from being issued long-term medical cards. “We’ve found that 48% of truckers we see hold a medical card certifying them for less than 12 months,” he noted. The trucking lifestyle and the difficulty drivers have finding healthy foods and maintaining an exercise regimen often leads to obesity. And many of America’s health crises, ranging from diabetes to heart disease, stem from obesity. “Our program doesn’t address the needs of an OTR driver with the common cold or a bout of the flu,” said Strobin. “Rather, we encourage drivers to manage their health the same way they do their equipment. Trucks require routine maintenance and occasional major maintenance.” TravelCenters of America (TA) Spokesperson Tina Arundel said its network of health clinics meets most drivers’ needs, with a focus on drivers’ overall health, from staying fit to treating acute illnesses. “We’re committed to providing as many services as possible to all highway travelers,” she said. “We help professional drivers feel their best, on and off the road, and we’re happy to provide health care services at a number of our locations.” Arundel said health services at TA’s clinics are offered by third-party medical providers and can include chiropractic services and DOT physicals, in addition to other services. Most of the providers accept walk-ins, same-day appointments, or scheduled appointments when possible. “TA recognizes that it can be a challenge to be healthy and stay fit while on the road, and we want to offer drivers a place to work out and unwind,” said Arundel. Many TA locations offer free exercise rooms, outdoor fitness stations, and activity centers. When speaking of safety related to the trucking industry, the issue is more than a matter of obeying speed limits, following federal regulations, and being alert behind the wheel. For drivers, safety and health come as a package. What is unsafe typically has the potential to be unhealthy (or worse). What is unhealthy can quickly create dangerous behaviors and situations along the road. As Strobin shared, happy, healthy drivers make happy, healthy carriers.

Spec’ing your Truck: Buyers love innovation but remain mindful of reliability, safety

Cliff Abbott - November 1, 2020

Technology and trucking have long been closely associated. Technological advances have changed everything, from the size and shape of trucks to the drivetrain components that propel them and the information available to the owner. Unfortunately, the newest innovations sometimes don’t provide promised benefits, and some don’t work across multiple segments of trucking. It goes without saying that the purchase of a tractor is one of, if not the largest, single equipment purchase a carrier will make, with new tractors costing around $110,000 and sleepers averaging $195,000. The cost can go a lot higher if the carrier chooses to augment standard equipment with enhancements such as a larger motor and safety features. Engine For instance, 13-liter diesel engines have been around for a long time, but in the last decade, improvements in design, materials, and lubricants have brought them to greater popularity. They provide increased fuel economy over the 15-liter engines they replace, due to both reduced displacement and their lighter weight, and have become standard on tractor models. Some carriers, however, prefer the 15-liter version for its higher power and proven reliability over time. That’s true of Triple Eight Transport, according to Pardeep Arora, director at the company in Abbotsford, British Columbia, Canada. The carrier operates some 175 Freightliner and International trucks in Canada and the U.S., hauling refrigerated and dry van freight. “We order only 15-liter engines, due to the mountainous terrain we travel through and the weight of our loads,” said Arora. Crum Trucking, based in Batesville, Indiana, operates about 175 Kenworth and Volvo tractors, pulling mostly dry van trailers and serving the U.S. and Canada. Crum has investigated both engines and is also staying with the larger displacement. “We’ve looked at the 13-liter and at the Cummins X12, but we stayed with the 15-liter,” said Shop Manager Jason Roell. “We decided that for the average speed we travel and the weight we haul, the 15-liter was the best choice.” Crum has a driver-rewards program that allows drivers who achieve mpg goals to run at higher speeds, up to 75 mph where legal and safe. Wellington Group of Companies, headquartered in Puslinch, Ontario, Canada, operates Wellington Motor Freight, Wellington Supply Chain, Trucking Proz, and Wellington Holdings. Between these subsidiaries, the company runs approximately 80 Freightliner, Mack, and Volvo trucks in Canada and the U.S., pulling mostly refrigerated and dry van trailers. Wellington is taking a different approach to engine displacement. “We’re buying some 13-liter engines set at 455 horsepower for the weight savings and fuel economy,” explained Wellington President Derek Koza. “Sometimes there is no replacement for displacement,” said Detroit Product Marketing Manager Leonard Copeland. Detroit manufactures DD13 and DD15 engines for Freightliner. Transmission Automated manual transmissions (AMTs) have gained wider acceptance at the three carriers and in the industry. “Manual transmissions now account for less than 10% of our heavy on-highway trucks,” said Copeland. “Automatics are more fuel efficient and require less maintenance,” added Arora. “We’re 100% AMT, a decision based more or less on fuel economy,” said Koza. “I still think that a professional truck driver can beat an AMT on fuel mileage, but when you average driver behaviors, it’s a better fleet decision.” According to Roell, Crum recently ordered its first trucks with AMTs. “We plan to go to AMT for all non-training drivers,” he said. “Our reasons are fuel economy and driver availability. A bigger percentage of school graduates have never driven with a manual transmission.” Crum plans to stay with manual transmissions for trainer trucks in order to provide new recruits with some exposure to shifting before allowing them to drive solo. Axle Configuration Another drivetrain innovation — one that hasn’t gained the acceptance of AMTs — is the 6×2 axle configuration. With this setup, only one rear axle pushes the truck; the other is for weight capacity only and may even be ordered as a lift axle. The weight savings helps increase cargo capacity and reduce fuel consumption Executives at Triple Eight, Crum, and Wellington said they have stayed with the 6×4 configuration for better traction and durability. Advanced Driver Assistance Systems One area of innovation that has gained wide acceptance is Advanced Driver Assistance Systems (ADAS). Features such as automatic braking (collision avoidance), lane departure and lane centering, blind-spot information, and more now come standard on many truck models. “Roughly 90% of our Freightliner Cascadias [have] collision-mitigation options,” noted Copeland. The biggest option for carriers is whether the ADAS is active or passive. Roell said that Crum prefers the passive systems. “We use them, but we have them set up to alert the driver and not take control,” he said. “For example, there’s no defueling or braking; the driver keeps responsibility for control of the truck.” Wellington and Triple Eight prefer the active ADAS. Koza acknowledges the learning curve for drivers. “We get them all, and it drives some drivers nuts,” he said. “We’re trying to change those habits that are causing the ADAS to activate.” Tires Single wide or “super single” tires are an option some carriers find attractive for weight savings. None of the three carriers interviewed, however, have changed from the traditional tandem tire configuration. Roell said that Crum experimented with them but couldn’t see a benefit. “The drivers didn’t like the reduced traction, and we really don’t need the weight savings,” he added. He also cited the ability to travel short distances to a repair facility that tandems provide. “With single-wide tires, you’re dead in the water,” he said. Koza added that some Canadian jurisdictions have not increased per-tire weight limits for single tires and that on-road inventories aren’t “quite there yet.” One only needs to follow industry news to see the technology that’s on the horizon. Alternative-fuel options, with the most promising being electric, are already being utilized for some applications. As range and dependability increase and cost comes down, increased use is inevitable. For now, diesel still reigns. And, of course, automated trucks aren’t far away. Current uses are mostly experimental in nature, but self-driving trucks are another inevitability. But that’s a topic for another issue.

Who would have thought?

Truckload Authority Staff - November 1, 2020

“It is my favorite time of year” has been a common remark I have heard during many conversations with members this fall. For me, it brings back great memories of growing up in upstate New York. The change of seasons, cooler temperatures, the anticipation of reflection, and the holidays ahead. With many having endured tremendous challenges on all levels over the last six months, this time also reminds me to be thankful for what we all have in our lives. I am writing you with a renewed and encouraging spirit. Who would have thought back in March that we would be where we are now? At the end of March, the future of our economy with COVID-19 looked dire, and so did life as we knew it. The Dow Jones average had declined 38.4% from an all-time high in mid-February and the NASDAQ was down 32.5%. Unemployment looked as if it was headed toward 20% with many Americans out of work. The gross domestic product (GDP) was forecasted to decline by 10-14% or more. In the ensuing months, COVID-19 was digging in as we saw many people globally succumbing to the virus. It shuttered cities, communities, businesses, and economies with no end in sight. Essential workers and businesses faced the front lines with courage, relentless determination, and selflessness. Our drivers and supporting teams led the charge. Trucking leadership at all levels cleared the way so we as an industry could prevail and keep the supply chains and our economy moving forward. As of this writing from their March lows: The Dow Jones average is up 56.47% and the NASDAQ is up 77.15% (above its pre-COVID-19 all-time high) at 11,747. Unemployment at the end of September was 7.9%, with 11.4 of the 22.1 million jobs lost having been recovered. GDP forecast calls for -4.6% annual growth for 2020 with double-digit growth in Q3 and Q4. To date, more than 128 million COVID-19 tests have been administered in the U.S. Demand for goods in this country is 6% higher than it was prior to the pandemic. Dry van spot rates have risen for 21 consecutive weeks, 45% higher than at the same time last year. Capacity is driving this industry, creating price surges and salary increases and placing “shippers of choice” at the front lines. With this formula, detention times can become folklore with trailer dwell time potentially reduced exponentially. Finally, the membership’s continued vision, engagement, and support has influenced our record-breaking results and has helped shape our future. The Truckload Carriers Association’s (TCA) Scholarship Program, Fleet Safety Awards, Best Fleets to Drive For, Driver of the Year, and Highway Angels have experienced double-digit increases in applications. Our Government Affairs team is aggressively pursuing our promise to you as “Being the Voice of Truckload.” The Membership Committee has a strong plan in which they will be meeting monthly to increase our membership through new technology and prospecting. We have hired Ryan Snyder as Membership Manager. He brings to us a working knowledge of trucking and is already known by many members. The TCA education offerings are proving to be widely accepted, and the participation level has grown exponentially. Thank you to our sponsors for your generous contributions and for investing in our industry. All of our committees are moving things forward. We are grateful to all of you for the excellent leadership and engagement. Our virtual Fall Business Meetings produced strong results and direction. WHO WOULD HAVE THOUGHT? Be safe, and thank you for your leadership! John Lyboldt

Highway Angels | November-December

Truckload Authority Staff - November 1, 2020

Professional truck drivers Bobby Bourne, Bobby Edney, Jeremiah Johnson, Richard Rubio, Kirk Shepherd, and Travis Smallwood 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 Sponsors, DriverFacts and Drivers Legal Plan. Bobby Bourne Bourne, who lives in Tazewell, Virginia, and drives for Big G Express, is being recognized for waking a fellow driver when the driver’s truck erupted in flames. It was 10 a.m. on a Sunday morning in early June, and Bourne decided to stop at the North 40 Truck Stop off Interstate 40 outside Holladay, Tennessee, to take a 30-minute break. He was cleaning his windshield when he heard a loud screaming noise. “It sounded like a belt on an engine slipping and squealing,” shared Bourne. As he looked around, he saw that a reefer had burst into flames. Bourne jumped down from his truck and ran over. “I was afraid someone was sleeping inside the truck,” he shared. Without a moment to spare, Bourne started beating on the side of the sleeper berth as someone else ran over with a fire extinguisher. As Bourne beat on the cab, the driver looked out the window. “I yelled at him to get out of the truck,” said Bourne. The man grabbed his pants and jumped out of the truck, leaving his phone and shoes behind. “There just was no time,” he shared with TCA. “The heat was unbelievable.” A moment later, a tire on the back axle blew. “It literally knocked me down on the ground. I said, ‘Oh Lord, have mercy.’ We all ran away from the truck as the flames began engulfing the back of the sleeper,” recalled Bourne. Bourne had the presence of mind to take photos of the burning truck for the driver. “I felt bad for him. He told me he was an owner-operator and lived near Harrisonburg, Virginia. I told him I would send the photos to his wife for insurance.” Bourne gave the driver his phone so he could call his wife. Later, the two men shook hands and the driver hugged Bourne, thanking him for saving his life. “I would do it again. He’s probably someone’s dad … someone’s granddad,” shared Bourne. “I hope someone would do the same for me. My biggest fear is being asleep in a truck and it catching fire and no one waking me up in time. At the end of the day, trucking is a family, and we’re all out here trying to do a job. We’ve only got each other. I believe the good Lord put me in the right place at the right time.” Bobby Edney Edney, a professional truck driver with Carroll Fulmer Logistics Corporation of Groveland, Florida, is being recognized for helping an elderly motorist after he blew a tire and veered off road into a heavily wooded area. On the afternoon of May 10, Edney was carrying a load down I-77 South in Refugio, Texas. He was traveling in the right lane and noticed a black Lexus sedan traveling to the left of him. As the driver of the sedan sped up to pass Edney, the motorist blew a tire and the car spun out of control. Edney said the driver must have hit his brakes, causing him to shoot across the highway in front of Edney’s truck. Edney watched as the motorist slammed into a brick wall and then veered into the woods. “I hit the shoulder and called 911,” recalled Edney. “I then went looking for the car but couldn’t see it in the woods. When I finally saw the car, I took a hammer and knocked the windows out.” What seemed like hours later, emergency personnel arrived and used a chainsaw to cut trees from around the car, and then used the Jaws of Life to extract the driver. They put him on a stretcher and hurried him to the ambulance. Edney noticed the driver was an older man with a handicapped sticker on rear view mirror. “If I wouldn’t have stopped, nobody would have known he was off in the woods. I saved a man’s life, is what I did,” Edney shared proudly. “Thank God he didn’t blow his tire beside me, because he would have rolled my truck as well, which was fully loaded with a delivery. And if I wouldn’t have been paying attention and slammed on my brakes in time, I would have gone over the top of the sedan. The good Lord was with both of us that day.” Jeremiah Johnson Johnson, who lives in St. Albans, Vermont, and drives for Melton Truck Lines, is being recognized for coming to the rescue of a motorcyclist who lost control and skidded across the pavement trying to avoid a deer. It was around midafternoon June 15, and Johnson was cruising along I-70 through Missouri with a load bound for the West Coast. There was a motorcycle about 900 yards ahead that disappeared as it went over a hill. “As I crested the hill, I saw him come to a screeching halt and slide across the pavement as a deer ran off into the grass on the right shoulder,” said Johnson. Without a moment to spare, the driver diverted traffic by pulling up behind where the motorcyclist was lying, turned on his four-way flashers, and jumped out to assist. A couple cars pulled over to shoulder. “Another guy and I rushed over to the motorcyclist,” Johnson shared with TCA. Thankfully, the man was wearing a helmet. “He was trying to stand up, but I told him it was best not to get up. He was able to tell us his name, and the date, and where he worked, but he may have sustained a concussion.” Johnson rushed back to his truck and grabbed his emergency first-aid kit. “We did what we could to comfort him and keep him still, and we talked to him to help him maintain consciousness,” shared Johnson. A few minutes later someone else stopped to help. “She was either a nurse or a paramedic,” he recalled. “I held his head steady to stabilize his neck as she cut his clothes away to check for injuries.” An ambulance arrived about 30 minutes later. “By that time, he was really confused about what had happened and where he was,” said Johnson. He helped load the motorcyclist onto the stretcher and waited for the ambulance to leave. He’s hopeful the man didn’t sustain any serious injuries. Richard Rubio Rubio, who drives for Melton Truck Lines and lives in Victoria, Texas, is being recognized for freeing a fellow truck driver from his mangled tractor following a crash. Rubio had just delivered a load to Houston and was southbound on Interstate 45 the morning of June 24. His wife, Barbara, happened to be riding with him, and he was looking forward to some home time. “It was around 9 a.m., and there was the usual morning traffic with everyone going about 55 mph,” shared Rubio. He was traveling a quarter mile behind another tractor trailer. “All of a sudden I see him make an abrupt right turn as he’s crossing a bridge. The only thing that kept him from going over the bridge was a concrete barrier,” he recalled. “He hit it so hard, it knocked a chunk of concrete off.” Another vehicle had cut in front of the tractor trailer. “He had to hard brake and turn the wheel. Imagine doing that at 50 miles an hour,” said Rubio. “The trailer was upright, but the tractor was twisted on its side.” Rubio drove just ahead of the wreckage, put his four-ways on, and ran back to check on his fellow driver. “The cab was half crushed, and I could see the driver in there. He was trying to get out,” Rubio said, noting that he could smell fuel. “My first thought is, ‘We have to get this driver outta here before it catches on fire.’ I told the driver I would get him out.” Acting swiftly, Rubio ran back to his truck to grab his load bar. “I told him to close his eyes — I was going to knock the windshield out,” he said. Another driver stopped to help, and the two were able to pry out the windshield. “There was a lot of fuel leaking,” recalled Rubio, “but we were able to get him out. Luckily, it didn’t catch on fire.” Rubio learned the driver was from Serbia. “I think we became lifelong friends after that,” he shared. “He calls me every now and then. He even invited me to visit him in Chicago. We’ve talked about the accident, and he told me that if he hadn’t turned the wheel hard to the right to avoid the other vehicle, he probably would have killed a family that day.” Rubio said there were a lot of people stopping and shooting video on their phones, and then they got back in their vehicles and took off. “My reaction was that I had to help the poor guy,” he said. The driver sustained numerous cuts to his head, arms, and legs, along with a broken arm. “I think about that day from time to time,” shared Rubio. “I’d stop to help anybody. What gets me is how in an instant, things can change right in front of you. You just have to stay focused and do the right thing.” Kirk Shepherd Shepherd, who lives in Raleigh, North Carolina, and drives for Smith Transport, is being recognized for helping an erratic driver who crashed into a highway median. Shepherd was traveling on I-76, near Knightstown, Indiana, on the afternoon of June 3, when he witnessed a car driving erratically. He watched as the car swerved back and forth across the road, which he said went on for three or four miles. Shepherd recalled thinking “What’s up with this dude?” He called 911. “I was afraid he would cause a wreck and kill someone. I told the dispatcher there was a dude eastbound on I-76 and reported the mile marker,” noted Shepherd. “Then he sped up like a bullet out of a gun, leaving a cloud of dust along the median.” He could only watch as the driver hit the guidewires along the median. “He tore four posts out of the ground, and that stopped him. His front bumper came off and the hood was crumpled. I stopped on the right shoulder, right across from where he wrecked,” said Shepherd. Traffic slowed enough for him to run across the highway. “Two other westbound guys stopped as well,” added Shepherd. He checked on the driver. “Because of the impact, I think he was in shock. I tried to get him out of the vehicle, but he wouldn’t take his left hand off the steering wheel. Flames and smoke started coming out of the side of the hood.” Shepherd ran back to his truck to grab a fire extinguisher as the other two men pulled the driver to safety and sat him on the ground away from the vehicle. “When the patrol officers arrived, they took his vitals and checked his pupils,” he added. “He was high on something. A deputy hit him with Narcan and that brought him back.” Looking back, Shepherd believes God was there that day. “It would have been just a short time before that driver collided with someone. Those guidewires stopped him from crossing to the other side,” said Shepherd. Travis Smallwood Smallwood, from Penfield, New York, drives for J&R Schugel. He is being recognized for rushing to the aid of a driver whose truck was stopped on a set of railroad tracks following a collision. Smallwood was near Coal City, Illinois, on a clear, sunny morning in January with a load bound for Georgia. “As I went down a hill, I looked straight up and saw dust flying overhead,” he said. “I knew something had happened up ahead. I had a propane tanker behind me, so I got on the CB and advised that he slow down. I slowed to about 30 mph.” As he approached the scene, Smallwood noticed a car on the right and someone lying on the ground. Off to the left, the cab of a grain hauler was in the ditch and the trailer was resting on a set of railroad tracks. “The way the truck was positioned, he was probably northbound, and the car was coming out of a side road. I think the truck maneuvered to try to avoid the car.” Smallwood set his four-ways and brakes, jumped out, and ran over to check on the driver of the car. “He said he was hurting,” said Smallwood. He ran back to his truck and grabbed a new fleece blanket from the sleeper. “I covered him up and told him not to move. I needed to go check on the other driver. The cab of the truck was mangled, just a wreck,” he recalled. “Diesel was leaking from the fuel tank.” He rapped on the window of the truck but couldn’t get a response from the driver. He carefully opened the door and saw the driver had a cut to the forehead and was bleeding badly. Smallwood helped him out of the truck. By this time, there was a line of cars behind the propane tanker. “There were nurses who stopped to help,” recalled Smallwood. They attended to the driver of the car as Smallwood walked the truck driver a safe distance away. Later, he learned a train was coming down the tracks, but had been stopped 20 minutes away. 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.

Carrier Profile: Those who deliver — Melton Truck Lines

Cliff Abbott - November 1, 2020

When asked for the secret to success at Melton Truck Lines, Vice President and COO Russ Elliott provided the distilled version. “Where we play well, we figured out what we can do really well, and that’s what we do,” shared Elliott. “I’m a short-timer around here. I started in 1991 as a customer service representative [and] spent about five years at another carrier prior to that.” Elliott will celebrate 30 years with the company in January, having filled various roles for Melton in operations, safety, loss prevention, and human resources. These days, he guides all of those and more. He began his tenure at Melton while working with GlasTran, a Tulsa, Oklahoma-based 30-tractor carrier founded in 1989 by Bob Peterson. Peterson purchased the 340-truck Melton in 1991, merging operations with GlasTran in Tulsa. Peterson is currently the Chairman and CEO of Melton Truck Lines. The original Melton Truck Lines was founded in 1954 by Bert and Gladys Melton in Crossett, Arkansas. The company was subsequently purchased by William Duncan McRae in 1959. His son, Duncan McRae Jr., later took the reins and guided the company until his retirement, when Melton was acquired by Peterson. The company now runs 1,407 tractors throughout the U.S., Canada, and Mexico. In 1980, Melton received approval to begin “through-trailer” service, pioneering the movement of freight between locations in Mexico and the U.S. on a single trailer. At that time, “cross loading,” the practice of transferring freight from a carrier based in one country to a carrier located in the other, was how freight crossed the border. Melton’s new service streamlined the import-export process and shortened transit time in both directions. U.S.-Mexico freight is still a significant part of Melton’s business, according to Elliott. “We handle border crossings from Texas to Tijuana, but 90% of our freight crosses in Laredo,” he said. “It’s about 150 miles to Monterrey (Mexico), the center of an industrialized region where we have a lot of customers.” The USMCA treaty that replaced NAFTA hasn’t resulted in a change for Melton’s business, Elliott said. “I understand the politics of the new agreement, but I don’t know, quite frankly, how it will change the landscape,” he explained. “It could cause an imbalance in northbound versus southbound shipments.” He concluded, “What I do know is that we’ve been in Mexico for a long time and we’ll be in Mexico for a long time to come.” The COVID-19 pandemic has had a bigger impact on the carrier than the treaty. “COVID has put everything into a tailspin,” he continued. Elliott and other representatives were in attendance when a March 11 NBA game in OklahomaCity was canceled due to one of the players contracting COVID-19. “Two days later, the president declared a national emergency,” said Elliott, who commented on how quickly the business environment changed. “In ’08 and ’09, there were signs that the recession was coming. That thing developed slowly, but this COVID thing hit suddenly. Bam! This was fast.” For the rest of March and into April, freight remained strong. “Our shippers were selling off inventory rather than making new product,” he shared. “May 13, exactly two months after Trump declared the national emergency, that’s when we think the bottom was hit.” It was nearly impossible to prepare. “If you would have told me on January 1 that we were gonna send 90% of our staff home, our customers would stop shipping, and the country would close down, there’s no way I would have said, ‘it will be OK,’” said Elliott. “We braced ourselves for the worst possible scenario; no shipments, no freight, and where we would park 1,400 trucks. We took it one day at a time, called our customers, and kept going.” The company was able to continue operations without reductions in driving or nondriving staff, a source of pride for Elliott, who credits the drivers for their enthusiasm. “The drivers are the real heroes of the entire situation,” he said. “When we were getting the word out about COVID, the feedback we got from drivers was, ‘Let’s just go!’” Melton’s driving fleet is 100% driver-employee. The company currently has no lease program for owner-operators. One program that hasn’t suffered is Melton’s wellness initiative, created in 2006 when the company lost two drivers to heart attacks in the same year CEO Peterson lost his father in a similar manner. At Peterson’s direction, the company decided to do something about it. “We had an indoor smoking area for the drivers,” recalled Elliott. “Doesn’t that say something about the times we lived in? We converted the smoking area into a gym. It wasn’t received well.” The program grew in scope to its current form. “These days, we have biometric screening for the five factors that indicate health problems, like obesity, diabetes, and smoking,” Elliott added. “We instituted a full-blown program where there’s a doctor on site in Tulsa five days a week for half-days and a nurse practitioner full days. We have a nationwide network of clinics that drivers can choose from.” Encouragement and incentives, such as discounted rates for health insurance, have increased participation. “We pay for colonoscopies, and a few drivers came back and told us they had found cancer,” explained Elliott. “They had no symptoms and wouldn’t have known there was a problem without the colonoscopy.” Information on fitness and weight loss are provided, in the hope that drivers will take charge of their health before a visit to the doctor is necessary. A healthier workforce wasn’t difficult for Melton leadership to envision, Elliott said, adding that the company just needed “to get ahead of it, and we have.” Like other trucking executives, he is looking forward to the day when post-COVID-19 operations return to normal. “I’m tired of online team meetings. I enjoy seeing people and getting out and about.” A solution may be on the horizon, Elliott noted, sharing that he thinks a vaccine is going to be a “very important step.” “They won’t cure it, but if we can curtail it and protect our most vulnerable, we can get past this,” added Elliott. Until that day, Elliott is confident that the Melton team, whether on the road or working from home, will continue to get the job done.

Join colleagues for 2021 TCA Refrigerated Meeting in New Mexico

Truckload Authority Staff - November 1, 2020

Make plans to connect with colleagues at TCA’s 2021 Refrigerated Meeting set for July 14-16, 2021, at the Hyatt Regency Tamaya in Albuquerque, New Mexico. First time attending? This is the premier event for industry professionals focusing their operations on temperature-controlled equipment. Registrants will have the opportunity to attend insightful educational workshops, networking events, and a golf tournament. TCA’s 2020 event, originally scheduled for July 15-17 in Acme, Michigan, was canceled due to the COVID-19 pandemic. To learn more about the event, or to view a program (once available) visit truckload.org/events.

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

Truckload Authority Staff - November 1, 2020

In some months, federal departments and agencies seem to slumber regarding regulatory matters. At other times, they buzz with activity. The latter has been the case since the last issue of Truckload Authority. Among other issues, the Department of Health and Human Services has released its proposal to regulate substance abuse testing, including allowing the use of hair as part of testing; but the trucking industry has some qualms about the proposal. On a positive note, the Federal Motor Carrier Safety Administration is looking at furthering flexibility in hours of service and wants to form an advisory panel of professional truck drivers. HAIR TESTING PROPOSAL FALLS SHORT The Department of Health and Human Services (HHS) in September published proposed mandatory guidelines for federal workplace drug-testing programs that include guidelines for hair testing. The guidelines would allow companies and organizations that follow federal rules and guidelines to collect and test a hair specimen as part of their drug-testing programs with the limitation that hair specimens be used for pre-employment and random testing. Under the guidelines, a federal agency choosing to test hair specimens must authorize collection and testing of at least one other specimen type that is authorized under the Mandatory Guidelines for Federal Workplace Drug Testing Programs. The agency must also provide procedures whereby the alternate specimen is used in the event that a donor is unable to provide a sufficient amount of hair for faith-based or medical reasons or due to an insufficient amount or length of hair. The proposed guidelines require collection of an alternate authorized drug-testing specimen in addition to the hair specimen, either simultaneously (i.e., at the same collection event) or when directed by the medical review officer (MRO) after review and verification of laboratory-reported results for the hair specimen. This alternate specimen would be tested and reported in place of a donor’s positive hair specimen in certain circumstances, including when the hair test comes back positive and there is no medical explanation or admission of drug use. That’s where the rubber meets the road with respect to the trucking industry, said Truckload Carriers Association Vice President of Government Affairs David Heller. “What makes the guidelines problematic to everyone is when a driver tests positive with the use of a hair test and there is no given reason for the positive results,” he said, adding that reasons can range from a valid prescription to a driver admitting to the use of a controlled substance. “Regardless, if no medical reason exists outside of a prescription, and it most likely won’t, the positive hair test must be followed up with an alternative test, most likely a urine test,” shared Heller. “Everyone in the industry knows that hair testing will reveal a much greater history of drug use than a urine test will. The results of the alternative urine test will be the deciding result.” Trucking industry stakeholders have long contended that hair testing is more reliable in identifying substance abusers than the urine test. The Trucking Alliance last year conducted a study comparing pass/fail rates for urine and hair drug screens. Using 151,662 paired pre-employment urine and hair drug-test results from 15 different trucking companies, study results indicated that 949 applicants (0.6%) failed the urine test while 12,824 (8.5%) failed or refused the hair test. The Alliance extrapolated its results over a population of 3.5 million U.S. truck drivers and claimed that, if their results were generalized across the U.S. driver population, almost 300,000 current drivers would not be on the road if forced to pass a hair test. “A urine drug test misses as many as nine of 10 actual drug users, but a hair test captures them,” shared The Trucking Alliance Managing Director Lane Kidd. “So, it’s surprising this Administration proposes to tie the hands of an employer from disqualifying a person unless they fail both a hair and urine drug test. This proposal is unworkable and is why the Trucking Alliance is pursuing regulatory and legislative avenues to make sure hair tests are recognized and can rid the industry of drug impaired truck drivers.” In the proposed guidelines, HHS predicts the number of hair tests conducted will be minimal. Using data obtained from the Federal Workplace Drug Testing Programs and HHS-certified laboratories, the Department estimates that 275,000 urine specimens are tested annually by federal agencies. HHS projects that approximately 1% (or 2,750) of the 275,000 specimens tested per year will be hair specimens and 89% (or 244,750) will be urine specimens, with the remaining approximately 10% being oral fluid specimens (27,500). In response to the HHS testing predictions, Heller noted that the roughly 1% of hair specimen tests that HHS predicts would only happen if this rule moves forward as written, referencing the fact that the rule provides little benefit to carriers that are achieving “such tremendous” results with this form of testing. Many could be reluctant to partake in such a program if positive hair test results are required to be supported by positive urine-based tests. “Time and again, trucking has represented itself as a zero-tolerance industry when it comes to drugs and alcohol in the workplace,” added Heller. “That being said, these proposed guidelines do very little support that position.” COALITION SEEKS OUSTER OF NEW HOS Just as the Federal Motor Carrier Safety Administration’s (FMCSA) new hours-of-service (HOS) rules were set to become effective in late September, a coalition of three safety groups, along with the International Brotherhood of Teamsters, asked a federal court to overturn the new regulations. The Public Citizen Litigation Group, which is representing Advocates for Highway and Auto Safety, Citizens for Reliable and Safe Highways (CRASH), Parents Against Tired Truckers (PATT), and the International Brotherhood of Teamsters, on September 16, filed a petition with the U.S. Court of Appeals for the District of Columbia Circuit that seeks to invalidate the new HOS rules. The petition alone did not prevent the new rules from going into effect as scheduled. “The FMCSA is supposed to protect truck drivers and the public from unsafe driving conditions, but this rule does the opposite and puts the health and safety of these workers at risk,” said Public Citizen Litigation Group Lawyer Adina Rosenbaum. FMCSA SEEKS COMMENTS ON MORE HOS FLEXIBILITY The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) announced in August that it is seeking public comment on a pilot program that would allow additional hours-of-service (HOS) regulatory relief by allowing participating drivers to pause their on-duty driving period with one off-duty period up to three hours. “Truckers are American heroes — they keep our supply chain moving; they carry essential goods we need to maintain our daily lives,” shared U.S. Transportation Secretary Elaine L. Chao in a press release. “The department is seeking public comments on providing additional flexibility for truckers as they work to serve our country during this public health crisis.” Additionally, the new pilot program would allow drivers one off-duty break of at least 30 minutes, but not more than three hours, that would pause a truck driver’s 14-hour driving window, provided the driver takes 10 consecutive hours off-duty at the end of the work shift. Participation in this pilot program would be limited to a certain number of commercial driver’s license (CDL) holders who meet the criteria specified for participating. This pilot program — scheduled to operate for three years or less — would gather statistically reliable evidence to analyze the safety and feasibility of such a modification to HOS rules. Exploring opportunities to increase flexibility to a driver’s workday is an endeavor worth pursuing, said Truckload Carriers Association Vice President of Government Affairs David Heller. “Industry data, generated by electronic logging devices (ELDs) has shown that issues such as detention and congestion, as well as the search for viable and safe parking, are more than just rhetoric at this point,” he added. “Providing drivers with an opportunity to address these issues by allowing them the tools to be more flexible can aid in the improving safety performance of our drivers and allow them the chance to address each and every day as it presents itself. This pilot program, most likely the first of many, can explore this option and provide valuable feedback on the viability of such a provision.” The FMCSA stated in a news release that it wants to hear directly from drivers about the possibility and safety of a HOS pause pilot program. “The [FMCSA] remains committed to exploring ways to improve safety on our roadways, while increasing flexibility for truckers,” the news release said. In May 2020, the FMCSA published a final rule updating existing HOS regulations to provide greater flexibility, allow drivers more control over their workdays, and reduce regulatory burdens by $273 million annually. The updated HOS rules went into effect on September 29. CONTINUING RESOLUTION EXTENDS FAST ACT TO 2021 In the final hours of the 2020 fiscal year, President Donald Trump signed a continuing resolution (CR) passed by the U.S. House of Representatives and U.S. Senate that will fund federal government programs from the beginning of fiscal year 2021 on October 1 through December 11 in order to keep the government operating. As part of the CR, the current surface transportation authorization legislation — the Fixing America’s Surface Transportation (FAST) Act — will be extended through September 30, 2021. An additional $13.6 billion was added to the Highway Trust Fund. The American Association of State Highway and Transportation Officials (AASHTO) and 87 organizations urged congressional leadership to pass this type of “turn-key” bill in a September letter to Congress. AASHTO Executive Director Jim Tymon noted that a one-year extension of current surface transportation legislation gives state DOTs the “certainty” needed for planning and building projects through the 2021 construction season. “Ideally, if this extension can be provided with increased funding, our industry will be able to employ more Americans in the construction sector which, in turn, will bolster market certainty for the transportation industry in 2021, making businesses more likely to hire workers while investing in new equipment and technologies,” he said. According to an analysis by the AASHTO policy team, the FAST Act extension within the CR among other things, provides: Obligation limitation through December 11,estimated to be $9.1 billion for the Federal Aid Highway Program; An extension of FAST Act funding and provisions from fiscal year 2020 to all fiscal year 2021, including contract authority formula apportionments to states; and A $10.4 billion general fund transfer to the Highway Trust Fund’s Highway Account and a $3.2 billion transfer to the Mass Transit Account. FMCSA SEEKS COMMERCIAL DRIVERS FOR PANEL The Federal Motor Carrier Safety Administration (FMCSA) recently accepted applications for its new commercial motor vehicle (CMV) driver subcommittee. This panel, which is a subcomponent of the Motor Carrier Safety Advisory Committee (MCSAC), will provide direct feedback from commercial drivers to the FMCSA about important issues facing the driving community, such as safety, hours-of-service regulations, training, parking, and driver experience. “I think we can all agree that the most valuable tool in the trucking industry is the professional driver,” said Truckload Carriers Association Vice President of Government Affairs David Heller. “Allowing input and opinions from a demographic that actually operates in our freight delivery world on a daily basis, coupled with data that can reinforce their viewpoints, presents an opportunity to truly create a regulatory environment that addresses our industry’s most problematic issues. The FMCSA’s MCSAC will certainly benefit from the valuable insight that these drivers will provide in an effort to truly formulate substantial positions on the future regulations that could possibly be bestowed upon this industry.” The new panel will be comprised of up to 25 drivers from all sectors of the CMV industry — tractor-trailer drivers, straight-truck drivers, motor-coach drivers, hazardous-materials drivers, agriculture haulers, and more. FMCSA’s goal for the new driver panel is to capture the wide array of viewpoints and experiences within the CMV community. RULE WOULD CLARIFY ‘EMPLOYEE’ DEFINITION The U.S. Department of Labor (DOL) has proposed a rule that would clarify the definition of “employee” under the Fair Labor Standards Act (FLSA) as it relates to independent contractors. “The department’s proposal aims to bring clarity and consistency to the determination of who’s an independent contractor under the Fair Labor Standards Act (FLSA),” said U.S. Secretary of Labor Eugene Scalia. “Once finalized, it will make it easier to identify employees covered by the Act, while respecting the decision other workers make to pursue the freedom and entrepreneurialism associated with being an independent contractor.” The DOL’s proposed rule looks to: Adopt an “economic reality” test to determine a worker’s status as an FLSA employee or an independent contractor. The test considers whether a worker is in business for himself/herself (independent contractor) or is economically dependent on a putative employer for work (employee); Identify and explain two “core factors” — the nature and degree of the worker’s control over the work and the worker’s opportunity for profit or loss based on initiative and/or investment. These factors will help determine if a worker is economically dependent on someone else’s business or is in business for himself/herself; Identify three other factors that could serve as additional guideposts in the analysis: The amount of skill required for the work; the degree of permanence of the working relationship between the worker and the potential employer; and whether the work is part of an integrated unit of production; and Advise that the actual practice is more relevant than what may be contractually or theoretically possible in determining whether a worker is an employee or an independent contractor. Truckload Carriers Association Vice President of Government Affairs David Heller said the proposed rule reinforces the goals of an industry that has long relied upon independent contractors in addition to employees. “The independent contractor business model is one that has been employed for decades in the truckload segment of our industry and represents an integral part of this nation’s freight delivery model,” noted Heller. “Some of our largest motor carriers on the highways today were created under this very premise, and TCA supports the notion proposed by the DOL that professional truck drivers should have the right to choose a career path that represents their pursuit of the traditional American dream.”

Paving the way to electrification: Light-duty electric vehicle successes are laying the groundwork for heavy-duty truck applications

Kris Rutherford - November 1, 2020

The California Air Resources Board’s (CARB) recent actions have made one thing clear — the drive to move California toward becoming a zero-emissions electric vehicle (EV) state is gaining steam, and other states are taking notice. When 14 other states and the District of Columbia signed a Memorandum of Understanding committing to following California’s lead, it indicated that early successes on the West Coast are gaining traction in other regions of the country. Whether or not removing gasoline and diesel-powered vehicles from the various states’ roadways by 2050 is feasible remains to be seen, but considering the rate at which zero-emissions technology is expanding, what was once only a dream is working its way toward reality. For some transportation sectors, this reality has already arrived. And if there is any question that CARB is only a voice for clean air, just follow the money. In 2019, CARB and its partners provided $44.8 million in funding to Volvo Trucks North America. The funds enabled Volvo to work with partners to develop technology, evaluate use of high-payload EVs in real-world applications, and train future EV technicians. In February 2020, Volvo unveiled its Volvo LIGHTS (Low Impact Green Heavy Transport Solutions) program, a pilot project testing the feasibility and benefits of putting heavy-duty trucks on the roads in the Los Angeles area — the most polluted region in the state. The partners who use the test vehicles on regular routes work closely with the project team to evaluate the impact of driving patterns, routes, and topographical factors on vehicle operation. The motto for the Volvo LIGHTS program, “More than a Truck,” represents the widespread impacts the project will offer for the environment, public health, and the trucking industry. “We’re excited to share the milestones reached and lessons learned in the development of a battery-electric transport eco-system,” said Volvo Trucks North America President Peter Voorhoeve. “This project is unique in the sense of its scope and that it takes into account the entire system, from charging stations to yard haulers to solar panels to workforce development to heavy-duty trucks. We are putting trucks on the road and fully testing them in real-world commercial applications, proving out this innovative approach to learn and prepare for commercial operations for zero-emission freight hauling.” While Volvo and its partners are working toward solutions to offer widespread zero-emission EVs in the heavy-duty market, the use of EVs in the light-duty market is already noticeable. “There is a lot of interest across the country involving zero emissions vehicles,” said AYRO CEO Rod Helling. AYRO, based in Austin, Texas, is a manufacturer of light-duty, urban, and short-haul EVs. The company has no plans to expand into the heavy-duty commercial trucking sector, but technology currently in use in AYRO’s marketplace is sure to be used in states seeking zero-emissions standards for transportation. “California has more EVs on its roads than the other 49 states combined,” said Helling. “It has invested in the infrastructure to provide power and is ahead of all the states in implementation of EV technology.” But AYRO’s focus is on short-range, low-speed commercial vehicles designed for use in restaurant delivery applications as well as for hospitals and college campuses. “AYRO manufactures low-speed EV,” said Helling, adding that the vehicles travel at a maximum speed of 25 mph and have a range of 50-85 miles depending on the type of battery used. But with each upgrade in vehicles manufactured, demand increases for battery-draining features such as air-conditioning, Helling said. “More recently, we developed a three-wheeled vehicle,” he shared, adding that these “auto-cycles” are concept vehicles that travel at speeds up to 50 mph with ranges of 50 miles. Our efforts are directed at improving what we have developed thus far in the light-duty sector,” noted Helling. While AYRO has become the manufacturer of choice for many applications, it has also recently signed an agreement with Karma Automotive’s Innovation and Customization Center (KICC) in Southern California to assist in expanding its share of the light-duty EV market. Improvement in battery technology has been a long time coming. Over the past three decades, consumer products such as computers and mobile phones have driven demand. Today, similar demand paves the way for success in light-duty transportation. Tests and pilot studies to expand the use of EV into other transportation industry sectors — including heavy-duty trucks — are leading the way to rapidly evolving improvements. Speed, range, and payload capacity must reach the trucking industry’s required level of efficiency as CARB regulation milestone dates approach. “For decades, while the automobile has grown cleaner and more efficient, the other half of our transportation system has barely moved the needle on clean air,” said CARB Chair Mary D. Nichols. “Diesel vehicles are the workhorses of the economy, and we need them to be part of the solution to persistent pockets of dirty air in some of our most disadvantaged communities. Now is the time; the technology is here and so is the need for investment.” Little doubt exists that achieving CARB’s lofty goals will be challenging. Still, officials cite statistics they claim prove the battle between emissions and air quality can no longer wait for technology to catch up with ambitions. In fact, it’s becoming a matter of life and death. CARB claims that trucks are the largest single source of vehicle-created air pollution in California, emitting 70% of pollutants leading to smog and 80% of all diesel soot pollutants. Heavy-duty trucks produce 31% of all nitrous oxide pollution in California, while light-duty and passenger vehicles produce 11% combined. All of these pollutants result in poor air quality and health risks, especially for those suffering from cardiovascular conditions. These statistics drive other state officials to look to California as a model and set similar lofty goals to reduce emissions before they reach crisis levels in their own states. To date, states and districts signing the MOU include Connecticut, Colorado, Hawaii, Maine, Maryland, Massachusetts, New Jersey, New York, North Carolina, Oregon, Pennsylvania, Rhode Island, Vermont, and Washington state and the District of Columbia. Although zero-emissions vehicles have long been a dream of clean-air advocates, only in recent years has the dream moved to the point where reasonable goals could be set. Just in the past five years, technology has increased, making those goals achievable. With the combined efforts of the trucking industry and the many partners working toward a cleaner environment, what is achievable is hoped to become reality over the next 15 to 30 years. In the meantime, technology will continue to improve as demand for EVs increases. While heavy-duty applications await the day that an EV can operate on equal footing with diesel-powered vehicles, firms such as AYRO are expanding into applications like those where light-duty vehicles have already proven successful. “We are committed to delivering purpose-built light-duty EV solutions that reflect the real-world needs of users,” AYRO’s Helling said.

Family man: Strong support of wife, children, grandchildren behind success of TCA Chairman Dennis Dellinger

Lyndon Finney - November 1, 2020

Like others before him, Dennis Dellinger has spent countless hours carrying out his duties as chairman of the Truckload Carriers Association. He, like the others, notes that he could not have been successful without the support of family and friends — especially his family. Dellinger begins his next-to-last Chat With the Chairman by sharing what his family and friends mean to him. This chat also includes photos of his family. Dellinger’s words follow: “Family and friends have always held an important place in my heart, and it is my belief that our life is exactly what our relationships make it. I was raised in a house with five sisters and one brother. Needless to say, I have a rather large immediate and extended family. People always say, ‘To be happy, you have to be happy with yourself.’ While I agree, we also have to learn to live well with others to be happy. Living and growing up in a large family taught me this and shaped the person I am today. Friends, like family, can be as equally important to get you through life’s difficulties and hardships. I like to think friends are the family we choose for ourselves. I am most lucky to be married to my best friend and life partner, Sherel. Sherel has been supportive of my endeavors at Cargo Transporters and TCA, allowing me to balance my work life, association life, and family life. While we love all of our family and friends, spending time with our grandchildren is like the icing on the cake.” Mr. Chairman, when Truckload Carriers Association members read this chat, you will have completed almost three-fourths of your term. It certainly has been a busy almost-nine months. What are some of the organization’s accomplishments since we last spoke, and what is on the agenda for the remainders of your term? While COVID-19 and the 2020 elections have been in the news, the work at TCA has never slowed. TCA has continued to keep the membership informed through its weekly messaging, held a successful virtual Safety and Security Meeting, wrapped up the fiscal year in good financial standing, and held an equally successful virtual Fall Business Meetings that included passage of the 2020-21 budget. There is much more to get accomplished. We are still working on preparations for the Fourth Annual Bridging Border Barriers meeting and working extensively on TCA’s Annual Convention: Truckload 2021. Let’s review some of those activities surrounding the Association and discuss two activities relative to issues important to TCA. First, the Association has experienced tremendous success with its annual Call on Washington program. Because of the pandemic, members weren’t able to come to Washington; however, personal contact via social media and one-on-one phone calls benefited the truckload environment and continued the momentum the Washington visit brings to the Association. Please share the feedback you’ve received since the event, and tell us why, personal contact with lawmakers and other government officials is so important to the mission of TCA. Second, the TCA Fall Business Meetings, which included several committee meetings, were held via Zoom. We hear participation was at an all-time high. please Share with members the highlights of the business meeting. In an effort to place the health and safety of our membership at the top of our priorities, we chose to host the Fall Business Meetings virtually. The feedback I have received was positive from those that participated in the sessions. The opportunities to communicate with Congressman David Price (D-NC-4) and Senator Roger Wicker (R-MS) were also well received. While the pandemic closed down the offices on Capitol Hill, it was great to have the Chairman of the Transportation, Housing and Urban Development Appropriations Subcommittee and the Chairman of the Senate Committee on Commerce, Science and Transportation brief our members on current issues related to the truckload environment and recognize TCA as an integral part of the legislative process. We have always insisted that we should embrace every opportunity to tell our story. This collaboration of industry and lawmakers has proved to be beneficial. While in-person visits have been temporarily halted, our relationships have continued to keep TCA front and center amongst our elected officials. Secondly, consistent with TCA’s bylaws, it was important the Fall Business Meetings be conducted. Success of the previously held virtual Safety and Security Meeting allowed TCA staff the confidence to hold all committee meetings in a similar platform. Our policy committees used this opportunity to brief the members on important issues pertaining to our industry. Highlights included a presentation from FMCSA on the new hours-of-service provisions, an election update from our Capitol Hill lobbyists on key battleground races, and other important items on the horizon at FMCSA that will define the future of truckload. That discussion included items surrounding hair testing, the younger-driver pilot program, and the ongoing alternative to funding infrastructure by means such as a mileage-based user fee. Committees were also briefed on membership efforts, important industry image campaigns, and upcoming educational opportunities. There is nothing like in-person meetings; however, technology allowed TCA to share the same information had we been together as a group. Speaking of TCA events, the Fourth Annual Bridging Border Barriers meeting, where industry executives and key association leaders meet to discuss and learn about current and potential cross-border issues facing the industry, will be a virtual meeting on November 19. Why has this event become more important and beneficial to members? TCA’s Bridging Border Barriers event represents an opportunity for TCA to reach out to its extensive Canadian membership. Recognizing the important role our fellow Canadian truckers play in the truckload environment and at TCA, it made sense to convene a meeting in Canada. This allows member companies to involve people who may not be able to attend TCA events held in the U.S. The event has turned into an excellent setting for our members to connect, continue to emphasize the TCA brand in Canada, and participate in the great educational and informational aspects that TCA has to offer. The momentum created over the past three years needed to be bridged. TCA is excited to be going virtual until we can once again meet in person. Planning is well under way for TCA’s Annual Convention, Truckload 2021: Nashville, to be held January 26-30, 2021, at the Gaylord Opryland Resort & Convention Center in Nashville, Tennessee. Share with members a sneak preview of the convention, which we understand is being planned as an in-person event. I know that I am not speaking for just myself when I say that there is a certain element of what I will call “Zoom fatigue” permeating throughout our industry. Our industry is one that has been developed through face-to-face networking through which long-lasting relationships have been built over time. That being said, the last in-person TCA event that the majority of our membership experienced was Truckload 2020 in Orlando, and many have communicated to us a strong desire to get back to seeing everyone in person. Truckload 2021 represents a tremendous opportunity to do just that. The convention itself will continue to offer attendees a primetime venue at the Gaylord Opryland to network and reacquaint themselves with friends that they may not have seen in person for almost a year. The final touches are currently being made to the educational agenda, but I do know that we will be offering high-quality keynote speakers, as well as excellent panel discussions by industry stalwarts that are certain to pique everyone’s interest. In short, this meeting, getting back to business in a manner that we have missed, will be well worth it in terms of attending. I look forward to seeing everyone in person again. Speaking of TCA accomplishments, Truckload Academy has become a staple of life at TCA. Share with members some of the success stories you’ve heard about Truckload Academy and why members who are not utilizing this service do so. TCA’s Truckload Academy has been a well-positioned resource throughout the COVID-19 pandemic and offers professional insight and development for all levels within a carrier’s operations. Sessions this year have addressed leadership, driver wellness, communications, compensation strategies, and driver recruitment and retention. More than 4,000 registrants have actively taken advantage of these live sessions, while nearly 1,000 individuals have viewed the recorded sessions at a later time. One carrier member believed so much in the Certificate of Fleet Management (CFM) program they enrolled 60 employees. This was done to heighten the team’s collective knowledge and understanding that communication and safety work in tandem each and every day. I’d be remiss not to include that TCA is positioned to offer continuing educational classes for safety professionals and additional certificate programs as well. Let’s look at some industry news. September 30 has come and gone without passage of a new highway reauthorization bill to replace the FAST Act, which expired on that day. As a result, the industry is operating under another continuing resolution that extends the FAST Act for one year. How does having to operate under a continuing resolution impact the trucking industry? It only seems like business as usual to have received a one-year extension of the FAST Act. If you recall, we went through roughly 13 extensions of MAP-21 prior to enactment of the FAST Act. Facts are, congestion creates inefficiencies for our industry, and we need better roads and bridges. I’m not here to point fingers at either political party, but resolution on an infrastructure package will require working across the aisle should Congress be divided by leadership in the House and Senate post-election. We, as an industry, have to continue to work both sides of the aisle to forward our agenda. Of course, a highway bill, whether it be the FAST Act or its successor, only establishes how money can be spent on repairing existing roads and bridges and building new ones. Funding of the work is another matter. What do you hear about the possibility of either the current or the new Congress passing a funding mechanism for the Highway Trust Fund in the near future? Advocating for a federal fuel tax increase is the most cost-effective solution to the problem at hand. We spoke earlier as to why the need to maintain contact with congressional leadership is important — this is one of those reasons. The FAST Act maintained the status quo on highway funding, which has proven inadequate. We all know inflation will not allow us to buy something in 2020 at 1993 pricing; yet we continue to battle the same as it relates to our failed infrastructure and how to pay for such. Creating a self-sustaining funding mechanism for our infrastructure is paramount to maintaining and building new roads and bridges that our nation desperately needs. The Federal Motor Carrier Safety Administration (FMCSA) has initiated three activities important to the trucking industry. We will address them one at a time. First, the FMCSA is proposing and seeking public comments on a new pilot program to allow drivers aged 18, 19, and 20 to operate commercial motor vehicles in interstate commerce. Please share TCA’s opinions and thoughts about the pilot program. The introduction of a second pilot program to address the safety performance of a younger driver demographic became a regulatory reality after the first attempt, based on the performance of younger drivers with a military background, failed to gain the proper number of drivers to study. TCA supports the efforts to aid in placing professional drivers, ages 18-20 years old, into interstate commerce. The reality is the drivers in question have already obtained their commercial driver’s license (CDL); they are just limited in operations from crossing state lines. Now, this pilot program is designed to study the safety performance of these drivers because there remains little data existing in a public format to determine whether they can operate in a fashion that is as safe, or safer, than their senior counterparts. Much like the DRIVE-Safe Act, which TCA also supports, these efforts are designed to create avenues that will attract drivers to our industry. Secondly, FMCSA is seeking public comment on a pilot program to allow additional hours-of-service (HOS) regulatory relief by allowing participating drivers to pause their on-duty driving period with one off-duty period up to three hours. If this pilot program leads to a rulemaking, an easy assumption would be that this would further add flexibility to the new HOS rule that went into effect September 29. What are your thoughts? Since the implementation of electronic logging devices (ELDs) in our industry, the data generated has painted the perfect portrait of what the driver’s day looks like. Reoccurring issues like detention time, congestion on our highways, and searching for safe parking have become impediments to drivers actually driving. Pre-COVID-19, our industry was only averaging between 6.5 to 7 hours of drive time per day. While these problems have existed much longer than the ELD, paper logs did not allow visibility outside individual companies. Now, having that visibility points out the necessity to review and potentially change rules or regulations that may be antiquated. A pilot program would help FMCSA determine if this proposed flexibility reduces fatigue and promotes a more rested and safer driver. Third, the FMCSA has announced it will be launching a new panel to its Motor Carrier Safety Advisory Committee (MCSAC), comprised of commercial motor vehicle drivers, to provide direct feedback to FMCSA on important issues facing the driving community. What are TCA’s thoughts on the formation of this panel? One of the things I have always believed is that if you want to improve upon any particular regulation, speak to your drivers. That is the frame of mind that FMCSA is coming from regarding this panel. Developing a subcommittee of 25 drivers is a great step toward getting a realistic viewpoint of life on the highway. My hope is that the agency and its corresponding MCSAC will listen to the drivers’ feedback. We all know that driver turnover hits hard on the bottom line. Therefore, it is important to hire drivers whose past doesn’t include substance abuse. The Drug and Alcohol Clearinghouse has been operational for over nine months. What do you hear from TCA members about how this tool has helped them in driver recruiting and retention? The Drug and Alcohol Clearinghouse was definitely long overdue. Anytime you can go to one central place to extract data, it can’t be anything but positive. Waiting to obtain information from former employers was cumbersome to carriers attempting to hire individuals in a timely manner. Greater frustration was created by the inability to even contact previous employers on the same matter. I am actually hearing more buzz about how surprised people have been on the number of positives recorded. The Department of Labor has proposed a rule that would clarify the definition of employee under the Fair Labor Standards Act (FLSA) as it relates to independent contractors. Among other things, the proposed rule adopts an “economic reality” test to determine a worker’s status as an FLSA employee or an independent contractor. The test considers whether a worker is in business for himself or herself (independent contractor) or is economically dependent on a putative employer for work (employee). Without such a rule, the independent contractor status for owner-operator appears in jeopardy. Does TCA support this proposed rulemaking? I think that it would be prudent to point out that many founders of this country’s successful truckload carriers, even the large ones operating on our highways today, started out as independent contractors. In knowing that, TCA does support the rulemaking in an effort to protect this tried-and-true business model that has permeated trucking since the industry started. The reality is, owner-operators choose this business model because it is right for them. The opportunity to build your own business, control your own costs, and make your own schedule are enticing to some people and represents an opportunity to reach for the American dream. Creating a standardized test would certainly go a long way toward maintaining the status of independently owned businesses and continue to emphasize that there are pathways in this country to starting your own business and being your own boss. Mr. Chairman, on a personal note, please take a minute and share with members what the upcoming Christmas/New Year’s Day holiday season means to the Dellinger family and offer a word of greeting to TCA members. During the holiday season, I look forward to spending time with family and friends, partaking in food and fellowship. In this time of uncertainty, Christmas is a reminder of God’s gifts to us and the blessings he has bestowed upon us. I have been blessed beyond measure with a beautiful family, great friends, much opportunity, and good health. I would like to wish each of you a Merry Christmas and a Happy New Year!

Make plans to attend Truckload 2021: Nashville

Truckload Authority Staff - November 1, 2020

The truckload industry’s most anticipated event — TCA’s Annual Convention — is returning to the Gaylord Opryland Resort and Convention Center. Make plans to attend Truckload 2021: Nashville, which is set for January 23-26, 2021. Don’t miss the opportunity to attend truckload-specific educational sessions led by industry leaders, dedicated exhibit hours to learn about the latest products and services, dozens of unique networking events, and more. View the schedule and register at www.truckload2021.com. Ready to maximize the value of your TCA membership? Have a new product or service to promote? Reserve exhibit space. TCA is offering new exhibitor extras, including an interactive exhibit floorplan and directory to complement the convention app for pre-convention promotion. Contact TCA Sponsorships and Sales Manager Alice Turner at [email protected] or (571) 444-0315 for available options.

Blurred (state) lines: FMCSA proposes pilot program that would allow drivers under 21 to cross state lines

Linda Garner-Bunch - November 1, 2020

In September, the Federal Motor Carrier Safety Administration (FMCSA) proposed a new pilot program that would allow commercial driver’s license (CDL) holders aged 18, 19, and 20 to operate commercial vehicles in interstate commerce. Currently, commercial drivers under the age of 21 are not allowed to cross state lines. Drivers falling into one of the following categories would be allowed to participate in the pilot program: 18- to 20-year-old commercial driver’s license (CDL) holders who operate CMVs in interstate commerce while taking part in a 120-hour probationary period and a subsequent 280-hour probationary period under an apprenticeship program established by an employer; or 19- and 20-year-old commercial drivers who have operated CMVs in intrastate commerce for a minimum of one year and 25,000 miles. The study group drivers would not be allowed to operate vehicles hauling passengers or hazardous materials or special configuration vehicles. Public reaction to the proposed program has been mixed. Some in the trucking industry argue that, if men and women are allowed to enlist in the military and engage in active combat at age 18, they should also be allowed to drive a truck across state lines. Others oppose the notion, citing the possibility of increased insurance premiums or expressing concern about allowing younger, less experienced drivers to take on long, grueling routes. Truckload Carriers Association Vice President of Government Affairs David Heller said he believes the program is an important step toward gathering the information needed to determine whether younger drivers should, in fact, operate across state lines. In addition, he noted, TCA planned to submit comments in support of the proposed program. “The reality is, younger drivers of this age demographic are already operating in our industry today, albeit in an environment that prohibits them from crossing state lines and solely driving freight that classifies as intrastate commerce,” he noted. “The proposed pilot program represents a tremendous opportunity to collect safety-performance data that doesn’t (currently) exist, and determine whether or not the drivers in question can perform at a level that is as safe or safer than their more seasoned counterparts.” The public comment period for the FMCSA’s proposed program was to end November 2, 2020. This new “under-21” pilot program would complement a similar program, announced in July 2018, that allows 18- to 20-year-olds who have received qualifying military training in the operation of heavy-duty vehicles to engage in interstate commerce. Currently, seven military specialties qualify for the program. On October 9, 2020, the FMCSA posted a notice in the Federal Register that proposes adding an additional eight specialties; the comment period for this proposal ends November 9, 2020. A number of carriers offer in-house driver training and apprenticeship programs to ensure new hires are prepared to take on the challenges of the road. Ohio-based Garner Trucking Inc. and Maryland-based D.M. Bowman Inc. are two such companies. In addition, both companies participate in the FMCSA’s under-21 military driver program. “I think this is fantastic,” said Garner Trucking Inc. President, CEO, and Owner Sherri Garner Brumbaugh. “We will finally have the opportunity to introduce more young people to our industry. Garner is an approved carrier for the military younger driver pilot program, and I welcome the addition of non-military drivers.” D.M. Bowman Inc. President Jim Ward agreed that the new pilot program could be a plus for the industry, adding that modern trucks are often equipped with technology to help drivers adapt to driving a big rig. “Truly, with the safety technology on today’s equipment, it’s much different than it was, I’d say probably even five years ago, in regard to training these individuals,” Ward said. “It sets the stage for young people to operate the equipment, I believe, in a very safe and efficient manner.” Another aspect to consider is the size of the state when deciding whether to allow less experienced drivers to cross state lines, noted Ward. “Where we live here in Maryland, Interstate 81 is 12 miles long — that’s from the West Virginia line to the Pennsylvania line,” he explained. “So, an intrastate driver can drive all the way across the state of Texas, but we can’t drive from Maryland down to West Virginia, or from Maryland up to Chambersburg, Pennsylvania, neither route involving heavy traffic, because the intrastate driver can’t cross that state line.” For comparison, Texas extends about 801 miles north to south and 773 miles east to west, while Maryland measures about 250 miles long by 90 miles wide. Brooke Estes, a driver-trainer for D.M. Bowman, weighed in on the issue, noting that ultimately, the decision of whether a driver is ready for interstate travel should be taken on a case-by-case basis. He also said that interstate drivers must be prepared to interact with more customers and the general public more often than those traveling regional day routes. “I’ve had very positive experiences with younger drivers,” he said, pointing out his current trainee, who is 21. “They’re very enthusiastic. They soak in the information and the skills that we’re trying to instill in them.” Regarding the amount of training required to prepare a driver for interstate travel, regardless of the driver’s age, Estes said, “It depends on the person. If they need more training, we don’t just release them and let them go out there. We will extend their training if we need to.” Brumbaugh said she would be comfortable allowing 18- to 20-year-olds to drive interstate routes after successfully completing training through her company, adding that they require additional training time for younger drivers. In addition, she said, drivers under 21 would be governed at a lower speed than their more experienced counterparts. “I am comfortable with a younger driver on interstate routes because of the additional training they will receive, the additional safety technologies on their trucks, and the additional monitoring they will have,” she stated. “These will far exceed their elder counterparts.”

TCA’s virtual Fall Business Meetings a success

Truckload Authority Staff - November 1, 2020

TCA hosted its Fall Business Meetings in late September in virtual format. Thanks to the event sponsor, DriverFacts, more than 130 attendees were able to gather to collaborate at no cost. The meeting featured a plethora of committee meetings and the association’s Board of Directors meeting. The online event yielded an 85% increase in registrants, up from the 2019’s on-site event. The event also featured two guest speakers — Sen. Roger Wicker (R-MS) and Rep. David Price (D-NC-4). Each shared efforts that have been made to pass legislation on government funding and surface transportation reauthorization and other trucking-related efforts. To view minutes from the meetings, visit truckload.org/newsroom.

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

Truckload Authority Staff - October 5, 2020

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

There’s still time to register for exclusive VIP safety course offering for TCA members

Truckload Authority Staff - September 25, 2020

ARLINGTON, Va. — Truckload Carriers Association (TCA) members still have time to register for Brian Fielkow’s Making Safety Happen webinar series at a discounted rate of $850 — a savings of nearly $1,200. This special offer includes the main six online courses plus instructor-led live VIP workshops, insightful webinar, and more. The series provides valuable tools to make safety happen in your company to combat skyrocketing insurance costs, out of control litigation, and risk of business failure. The hands-on course offers six 30-minute recorded sessions that will share tools that can be customized and applied to your business: Establish safety as a corporate 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; and Utilize the right metrics — capture the leading indicator and practice prevention. In addition, Making Safety Happen participants will have opportunity to attend TCA-member-only workshops led by Fielkow. The workshop schedule will repeat itself starting on Dec. 1 for the second class. Session 1: “Safety Values vs. Priorities: Identifying Your Safety Gaps” Thursday, Oct. 1, 2020, from 1-2:30 p.m. ET. Session 2: “Eliminating Your Safety Dysfunctions” Thursday, Nov. 5, from 1-2:30 p.m. ET. Session 3: “Engaging Employees in Your Safety Mission” Friday, Dec. 4, from 1-2:30 p.m. ET. Session 4: “Creating Accountabilities for Safe Behaviors” Thursday, Jan. 14, 2021, from 1-2:30 p.m. ET. Session 5: “Eliminating Defiance and Creating a Process that Your Team Understands” Thursday, Feb. 4, from 1-2:30 p.m. ET. Session 6: “Identifying the Right Metrics to Assess Safety Performance” Thursday, March 4, from 1-2:30 p.m. ET. Participants will also receive an invitation to Safety VIP Trucking in the Round Sessions during Truckload 2021: Nashville as well as the opportunity to attend quarterly Safety in the Round webinars. Space for the safety series is limited, and the registration deadline for TCA members is Oct. 1. Click here to register. Not a TCA member and would like to learn more? Contact TCA’s Vice President of Membership & Outreach Zander Gambill at [email protected] or (571) 444-0301.

Just one week left: Entry deadline for TCA’s Fleet Safety Awards is Friday, Oct. 2

Truckload Authority Staff - September 24, 2020

ALEXANDRIA, Va. — The Oct. 2 entry deadline for Truckload Carriers Association’s (TCA) 2020 Fleet Safety Awards is rapidly approaching, and carriers are encouraged to submit their applications online. The annual competition is sponsored by Great West Casualty Co. The Fleet Safety Awards program recognizes the top fleets in the truckload industry that continuously demonstrate their commitment to safety improvement. This year’s awards are especially important in light of the COVID-19 pandemic, as carriers work to keep their drivers stay both healthy and accident-free on the highway. “Year after year, TCA’s members prove that safety is the top priority of the truckload industry through participation in the Fleet Safety Awards,” said TCA President John Lyboldt. “We are incredibly proud to recognize and showcase these fleets, which have maintained a superb safety record through their use of innovative programs to establish a culture of safety within their companies.” Fleet Safety Award applicants must submit their accident frequency ratio between Sept. 1, 2019 and Aug. 31, 2020. Click here for contest information and an online entry form. Division winners are subject to an audit for ratio accuracy and invited to compete for one of two grand prizes. Carriers with annual mileage of 25 million or fewer miles vie for one, while companies with more than 25 million miles compete for the other. The winners will be honored at TCA’s annual convention, Truckload 2021: Nashville, in January.