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Tune in to the Dave Nemo Show on SiriusXM’s Road Dog Trucking Radio at 9 a.m. Eastern Tuesday to hear a special salute to truckers

ALEXANDRIA, Va. — In honor of National Truck Driver Appreciation Week, Sept. 13-19, the Truckload Carriers Association (TCA) and its sponsor, Tenstreet, will host a special segment on the Dave Nemo Show on Sirius XM’s Road Dog Trucking Radio, Channel 146. The hour-long salute to America’s often-unsung heroes — truck drivers — will begin at 9 a.m. Eastern time Tuesday, Sept. 14, and will feature a special performance by the U.S. Army Field Band’s Six-String Soldiers. “TCA and Tenstreet are honored to show their appreciation for the more than 3.5 million professional truck drivers – essential workers – who are keeping America moving forward despite the pandemic,” shared TCA’s Senior Director of Outreach and Engagement Marli Hall. “In lieu of our yearly in-person driver appreciation events at TravelCenters of America and Petro truck stops, we’ve pivoted to a special hour-long Dave Nemo Show segment.” Television entertainers and musicians — including “Dirty Jobs” host Mike Rowe, country-music artist Lee Greenwood, members of the Oak Ridge Boys and numerous others — will deliver special thank-you messages to truck drivers. In addition, the segment will include special announcements and recognitions from Wreaths Across American and the Vietnam Veterans Memorial Fund. Also during the segment, truck drivers will have the chance to win prizes such as professional tool tote bags, emergency 3-in-1 auto tools, insulated beverage tumblers and more.

Highway Angels | September-October

Professional truck drivers Douglas Brown, Dylan Goodman, Evert Gott, David Hill, Patrick Lablanc and Nathalie Rivard, Harvell “Keith” Martin, Travis Smallwood, and Greg Truitt have been named Highway Angels by the Truckload Carriers Association for performing heroic actions while on the job. Douglas Brown Brown, from Dallas is being recognized for rushing to aid a heart-attack victim at the company yard. Brown was waiting at his company yard while a contractor applied new decals to his tractor. He had stepped into the office to speak with dispatch when the head of the shop rushed in and yelled to call 911. Someone had collapsed to the ground of an apparent heart attack and was unresponsive. Brown ran outside to help. It was the contractor. “He was on the ground and his son, who was with him that day, was holding him,” recalled Brown. “I could see that he was turning blue. His eyes were open, but he wasn’t there. I put my hand under his nose but couldn’t feel any air.” Brown adjusted the man so he was lying on the ground and began CPR. “I opened his mouth and checked, but he had some chew that was restricting his airway.” He started mouth-to-mouth resuscitation to push the obstruction through and open the airway and then resumed chest compressions. Others were now gathering at the scene. Brown continued CPR for 15-20 minutes. “Another driver, a former fire fighter, came over and helped me keep him alive until the ambulance got there,” said Brown. “They worked on him and got him up almost like nothing was wrong. His son came back a couple days later and finished doing the decals on my truck. I was happy to hear that his father is just fine.” Dylan Goodman Goodman, from Conneaut, Ohio, is being recognized for rushing to help after witnessing a horrific crash that gravely injured a motorist. Since getting behind the wheel, Goodman, only 21, has seen a lot. But what happened on a beautiful clear day in March has hit him the hardest. He was leaving Justin, Texas, on I-35, heading north toward home. As he drove across a bridge, he saw a small red car across the way, stopped in the slow lane of southbound traffic. “She was in the middle of the lane with her hazards on,” he shared with TCA. He can only speculate as to what was wrong, but he knew she was in danger, given the heavy traffic. “I was yelling on the radio to warn southbound (truck drivers) traffic about what was ahead of them, but nobody runs with CBs anymore,” he said. All he could do was watch helplessly as a semi-truck came barreling down the road. “He hit her so hard,” he recalled. “I don’t know why he didn’t see her. It was a straight stretch of road.” He said the car shot like a missile down an embankment and into a patch of trees. Goodman pulled over to the median as the other truck drove another 500 yards down the road. He ran across the road and down the embankment. “I got to the car, and it was just a mangled mess,” he said. “The roof was caved in and the door was pinched in on her. She was groaning and still conscious. I don’t know where I got it, but I was able to pull the door open and pry the roof back and get into the vehicle to assess her condition.” Goodman is a former EMT. “She had a faint pulse and didn’t have a clear airway. She was so twisted up in the car I couldn’t secure her to get her out.” Goodman believes the driver was in her 30s. “I tried to comfort her to let her know someone was there with her … she was fading fast. I wish I could have done more. I feel horrible for her family.” He said she died about 30 minutes later. “Doing this job, you see a lot of stuff. Nothing can really prepare you for being put in that situation. You want to be able to show a little compassion. If it means losing an hour of drive time, well, tomorrow is a new day. Right now, I’m on my way back to Texas. I made a cross for her. I noticed when I went through last week there was nothing there for her. I’ll put it on the side of the road for her.” Evert Gott Gott, from Lacassine, Louisiana, is being recognized for aiding another driver who was injured after his truck rolled over, dumping hot asphalt. It was mid-afternoon on May 1, and Gott was heading to Fort Worth, Texas, when he saw a dump truck carrying hot asphalt roll over in the eastbound lanes of I-20 just outside Vicksburg, Mississippi. “He was going into a curve, blew a tire, lost control, and flipped over,” shared Gott. “The guardrail stopped him.” Gott pulled over as quickly as he could and ran back to the scene. “I did my best Dukes-of-Hazzard jump to get over the guardrail,” he quipped. “By the time I got to the truck, he was barely walking and trying to move around the front of the truck toward the guardrail.” Asphalt had spread all over the road and in to the truck. “He had tar on his side. He was in pain and his skin was peeling off,” recalled Gott. “I helped him to my truck to get him in the shade where he could sit down.” He gave the man a bottle of cold water. A deputy arrived and called an ambulance. “It took what seemed like hours to arrive,” Gott shared. Gott did his best to help and comfort the driver until paramedics and police arrived. The man’s wife arrived before emergency vehicles. She thanked Gott several times for stopping and helping her husband. Gott stayed at the scene for more than three hours, until the cleanup was done. “The asphalt had spread from shoulder to shoulder, about 2 inches thick all across the highway,” he said. “I couldn’t move until they were done.” As he reflected on the accident, he noted that it happened on Friday, May 1, at 2:30 p.m., exactly two weeks after his mother died. “It made me wonder,” he said, his voice trailing off. “I was thinking about her.” David Hill Hill is being recognized for helping a motorist who hit a patch of treacherous black ice. January 30 found David Hill on I-29, just north of Fargo, North Dakota. He was coming from Winnipeg, bound for the southern end of Wisconsin. “There was some ice on the roads, so I was only going about 55 mph, under the speed limit,” he recalled. “I was taking my time, cruising along. I saw a car come up beside me. She wasn’t speeding, but as she changed lanes to come back into the right lane, she hit a patch of black ice in the center of the road.” Hill slowed and watched as the car was thrown toward a snowbank on the right. “She flew through it like a tornado and went about 100 yards off the road into a field,” he said. The car spun out and ended up on its driver’s side. “I stopped and bailed out of my truck in my running shoes, and went barreling through snow up to my knees,” Hill said. When he got to the car, he found the passenger side door was nearly ripped off the car. Hill said the driver was a 16-year-old young woman. “She was scared pretty good and screaming for help. I told her I was there.” He climbed up on the vehicle and stood on the windshield wipers. “She was laying there against the driver’s door, covered in snow. She was only wearing a t-shirt and jeans, the kind with holes all over them.” Hill jumped down into the back seat, calmed the young woman, unbuckled her, and helped her from the vehicle. “I grabbed her coat from the backseat and we found her boots that had flown out of the car, and she put those on. It was pretty cold, below zero. I got her back to my truck and kept her warm until the state troopers got there. She wasn’t hurt, only a couple bumps on her head and some scrapes on one arm.” She told Hill she was on her way to work. “Being 16 years old, a crash like that, she was lucky,” he said. Patrick Leblanc and Nathalie Rivard Leblanc and Rivard, from Notre Dame Du Mont Carmel, Quebec, Canada, are being recognized for aiding a driver who fell asleep at the wheel and went off the road. It was around 1 a.m. on April 27. Driving team Leblanc and his wife, Rivard, were traveling along Trans-Canada Highway 1 West near Bassano, Alberta. Leblanc, who takes the night shift, was behind the wheel. He slowed as he saw a pickup truck off the side of the road, lying on its side. After pulling to the shoulder, Leblanc and Rivard hurried back to check on the driver. Another truck stopped, and Leblanc asked the driver to call 911. He then checked on the pickup truck driver. “He was in a state of shock, and his left arm was cut and bleeding,” shared Leblanc. “He didn’t know where he was.” The passenger side of the pickup was smashed. Everything in the pickup had flown through the windshield. “He couldn’t find his phone and wanted to call his wife in British Columbia, but he was pretty shaken,” added Leblanc. “I called her for him and told her he would be all right.” As they waited for help to arrive, Leblanc and Rivard gave the driver water from their truck and calmed and reassured him. What had happened? “The pavement was dry,” Leblanc shared with TCA. “The driver must have fallen asleep and when he hit the soft shoulder, that woke him up, but it was too late. He probably turned the steering wheel too hard and that caused him to flip over.” As they waited for EMS to arrive, Leblanc cleared debris from the road. Other passersby stopped to ask if more help was needed. The next morning, the pair were relieved to receive a call from the driver’s wife who told them he had needed 15-20 stitches but would be all right. She thanked them for all they did to help. Leblanc has been driving since 1998 and has been with Challenger Motor Freight since 2007. He has stopped many times over his driving career to help others in need out on the road. He received a million-mile safety award from Challenger in 2017. Rivard has driven for 10 years. She and Leblanc have been driving together for eight years, traveling throughout the U.S. and Canada. Harvell “Keith” Martin Martin, from Tallapoosa, Georgia, is being recognized for rushing to free a woman trapped in her burning car. It was a cold, rainy day in December and Martin was on I-40 near Hickory, North Carolina. His 18-year-old son, John, was riding with him. As they were pulling out of a rest area, they waited for a car to pass. A short while later, they watched as the same vehicle lost control on the slick road, spun out, and ran off the road and down into a ravine. Without hesitation, Martin pulled over, and he and his son jumped out. They could see either smoke or steam coming from the car, so Martin grabbed a fire extinguisher and they both ran down the embankment. The driver’s side of the car was slammed against a tree. A moment later, the car was on fire. Another truck stopped and brought a second fire extinguisher. However, they made no difference against the flames. “They were actually making it worse,” recalled Martin. The driver, a woman in her late 20s, was conscious, but trapped inside, and one leg was pinned. She was also pregnant. “My son wanted to go in, but I wouldn’t let him,” shared Martin. He got into the car, cut the woman out of her seatbelt, and managed to pull her out from the passenger side. “It was so hot in there,” he said. The other truck driver helped Martin and his son carry the woman a safe distance from the burning vehicle. When paramedics arrived, they found that Martin sustained burns to his arm and the back of his head. “Like a bad sunburn with blisters,” he recalled. Someone later found his melted headset at the scene. Thankfully, his son was not injured. “He wants to drive a truck so bad,” he shared, adding that John has ridden with him in the truck quite a bit. Martin has been driving since 1996 and driving OTR since 2010. “It’s a safe job if you watch what you’re doing and you’re careful,” he said. “but last month we saw two people die in car accidents in a week.” Greg Truitt Truitt, from Mount Airy, North Carolina, is being recognized for stopping to help an elderly woman stranded alone on the road. It was 3 a.m. one day in early April, and Truitt was traveling on U.S. 460 on his way to Charleston, West Virginia, from Roanoke, Virginia. As a storm approached, the wind had picked up and it was starting to rain. Suddenly, two deer came across the highway in front of him. Only one made it; the other lost its footing on the pavement and stumbled. Truitt couldn’t avoid striking it. “I think she went down a little bit before I struck her,” he recalled. “It didn’t feel like it did much damage, but I did need to pull over and check everything out.” However, there was no good place to pull over and no emergency lane. “Before I could find a place, I saw a car up ahead, backed into the ditch sideways. The front end was sticking out a foot or two into the right travel lane.” As he got closer, he could see a white-haired woman in the driver’s seat. There was a handicap placard hanging from the rearview mirror. “We have to be careful,” said Truitt. “Sometimes you’re being set up for something.” But after seeing the elderly woman behind the wheel, he decided to trust the situation and decided he should check on her. Truitt pulled over and positioned his truck, partially blocking the right lane. “Her vehicle was turned sideways, you couldn’t see her headlights, and she didn’t have her four-ways on. Someone could have come by and caught the front end of the car.” Acting swiftly, he grabbed a flashlight and went over to check on the driver. “She thought she was out of gas,” he recalled. “She said she was in her 90s and had come from her sister’s, which was a pretty good way from where she was.” He surmised that she might have made a wrong turn and just kept driving. “She told me her son lived in Lynchburg and gave me his name. She couldn’t think of his number, bless her heart.” Truitt wasn’t able to find the number on the internet. “I told her I would call 911 to get her some help.” He stayed with her until two sheriff’s patrol cars arrived. Truitt was able to get in touch with the woman’s son a few days later to make sure she was safe. “He was a retired police officer,” shared Truitt. “He thanked me for stopping and said she’s doing well. I don’t feel like I did anything special. Most of the truck drivers out here are good people. I’m sure 98% of the people that came across that situation would have done the same thing. I’m glad the Lord put me in the right spot at the right time so I could help her.” 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. Since the program’s inception in August 1997, more than 1,250 professional truck drivers have been recognized as Highway Angels for the exemplary kindness, courtesy, and courage they have displayed while on the job. EpicVue sponsors TCA’s Highway Angel program. To meet more Highway Angel recipients, visit www.highwayangel.org.

Tip of the iceberg: Industry learning the true value of ELDs

Dear Wikipedia: Since you have become perhaps the most widely Googled “encyclopedia” in the United States with the disappearance of the best-known printed volumes (R.I.P., World Book Encyclopedia and Encyclopedia Britannica), I want to call your attention to a shortcoming in your article on electronic logging devices (ELDs). Since you encourage readers to improve your articles, I want to do just that. You accurately say an ELD is “electronic hardware that is attached to a commercial motor vehicle engine to record driving hours. An ELD monitors a vehicle’s engine to capture data on whether the engine is running, whether the vehicle is moving, miles driven, and duration of engine operation.” Your shortcoming is found in the fact that you do not mention how the trucking industry is using the data created by an ELD to improve the industry in many other arenas, such as visibility into driver behavior and safety, GPS truck tracking, vehicle diagnostics, route analysis, and accident detection. I hope the information below will help add to your article. It comes from two executives based on interaction with motor carrier executives. Sincerely, A grateful trucking stakeholder. “Wow. Where do I begin? First and foremost, in its very basic state, [ELDs] track compliance with the hours of service, but it does so, so much more,” said David Heller, vice president of government affairs at the Truckload Carriers Association. “Where the value comes in is getting everybody onto a digital platform,” said Doug Schrier, vice president of product and innovation at Transflo, which offers a portfolio of mobile, telematics, and business process automation software for the transportation industry. “You have the ability to automate more than 120 different activities from the time a driver leaves the house until they return.” Put simply, ELDs provide motor carrier executives and state and federal regulators a glimpse into the day of a driver. In fact, Heller said information from ELDs are directly responsible to forging hours of service rules. “For instance, if you look at the reason for the new HOS rule that goes into effect September 29, that rule is based on data that was generated through ELDs,” Heller noted. “By looking at that data and interpreting that data, we obviously have developed a rule that makes more sense for today’s drivers. What’s more, a new HOS rule based upon data generated by ELDs can not only benefit the driver, but also benefit the nation because these drivers can be safer because they’re afforded flexibility to operate in a safe space.” “Yeah, absolutely,” Schrier said when asked if he felt ELD data influenced the development of the new HOS rule, pointing to the flexibility for the driver to use different sleeper berth combinations and the ability to stop the clock for adverse conditions. “Think about it,” he said. “You’re running into Chicago. You’re going to hit the perimeter of Chicago at 4 o’clock and you need to deliver a load the next morning. You have some really tough decisions to make because of the lack of flexibility with the current rule. I’m either going to have to sit in traffic today and fight it tonight to get inside the city before I take my 10-hour break and hopefully, I can find parking or I hang outside the city.” Now, the driver has the option of extending the 14-hour window. Both Heller and Schrier are hopeful that ELDs can help develop a regulation dealing with driver retention, an issue that ranks high on the American Transportation Research Institute’s Top 10 List of Industry Concerns. It’s a problem drivers often complain about when talking with their driver manager, both men say. “Detention is something that has been bought off by auditing companies or the freight payer,” Schrier said. “With an ELD, pretty much every second of a truck’s movement is tracked, and it shows you were in the proximity of the yard at your appointment claim,” helping to refute the shippers’ and receivers’ claim that detention was the fault of the driver. Solving the detention issue with the help of ELD data is a safety issue, too. “Studies show drivers drive faster after getting out of a detention event,” Heller said. Carriers tend to forget how they can use ELD to enhance fuel consumption through better utilization of routes, Schrier said. “Of course, the ELD will give them the route they took, and we work with commercial navigation systems to produce the data,” Schrier said. “One of the safest miles is a mile never driven. The ELD will help do two things. First, it will make sure the driver has the correct route, and second, that it is the optimal route. You don’t want to have a driver have an accident on a road they shouldn’t have been on. You hear about these unnecessary accidents all the time.” Heller said utilization of ELD data could be expanded into other areas, such as driver training. “Think of the expanded training opportunities that you can provide the drivers,” he said. “ELDs coupled with cameras through a telematic-typed base system with cameras can record hard braking, lane-departure incidents, or even more so, what the driver’s viewpoint is out the window. Coupled with ELDs, these systems can give a roadmap of sorts to show what kind of driving aspects you may need to freshen drivers up on.  Twenty years ago, I don’t think anybody ever thought these things would ever be possible. But here we are in a world where we can provide the training techniques to drivers to improve upon their performance. It will take time, but the industry will get better at using ELD as an opportunity to reduce accidents on our roadways. “We’ve only reached the tip of the iceberg when it comes to using ELD-produced information to better our industry,” he concluded.

Going nowhere: Republicans gear up to halt Democrats’ bill with hefty insurance minimum

No one would deny that liability insurance for bodily injury and property damage is a necessary part of any trucking business. Controlling the cost of such insurance, however, is a struggle for carriers of every size. The struggle is harder when politicians get involved, as some did this year with the INVEST in America Act, a five-year, $494 billion funding plan to maintain and improve transportation infrastructure put forth by Democrats in the House of Representatives. Before the act left the House Committee on Transportation and Infrastructure, an amendment proposed by Rep. Jesus G. “Chuy” Garcia (D-IL-4) to increase the minimum financial liability requirement for motor carriers to $2 million was voted into the bill. The bill, with the liability requirement, was subsequently passed on to the full House, where it was incorporated into the $1.5 trillion Moving America Forward (MAF) Act. That bill was passed by the House on July 1 and sent to the Senate. Senate Majority Leader Mitch McConnell of Kentucky made it clear that the MAF Act was going nowhere. “It will just join the list of absurd House proposals that were only drawn up to show fealty to the radical left,” he said on the floor of the Senate chamber. In the meantime, insurance costs for carriers continue their upward trajectory. “Insurance premiums have been rising through the roof,” said Truckload Carriers Association Vice President of Government Affairs David Heller.  “Usually, there will be at least a few carriers that see their premiums go down,” he explained. “This year, if you’ve seen a decrease, you’re kind of a unicorn.” Heller cited an informal poll of TCA membership that asked for the percentage of premium increase they had experienced this year. “That poll shows an average premium increase of 15% this year,” he said. “Of course, it’s been going on like this for years.” A national research study, released in June, noted that liability insurance premiums had increased 35% to 40% for carriers deemed an “average to marginal” risk. Despite significant investment in Advanced Driver Assistance Systems (ADAS) collision-mitigation and lane-departure warnings, as well as in-cab video-recording systems, many carriers face the annual dilemma of budgeting for the latest round of liability insurance increases. This year, while carriers struggle to remain solvent during the economic collapse resulting from COVID-19 pandemic shutdowns, slowdowns, and restrictions, the timing of a demand to further increase insurance costs seems questionable at best. “It’s not the right time to force this on the industry,” added Heller. “We support minimum liability insurance requirements, but what that number is appears to be open to discussion.” That’s the other part of the financial responsibility argument. What is the right amount? The Federal Motor Carrier Safety Administration (FMCSA) prompted a discussion on the topic when it published an Advance Notice of Proposed Rulemaking in November 2014. The notice only said that the agency was “considering” an increase in minimum levels of financial responsibility and was seeking comments. In the 90-day comment period, 2,182 comments were submitted. Most of the responses were from small trucking companies or single truck owner-operators, who were overwhelmingly opposed to any increase. A comment by the Owner-Operator Independent Drivers Association (OOIDA) pointed out that the organization’s Risk Retention Group reported that 98.6% of the carriers insured were already insured at a level of $1 million, rather than the required $750,000 minimum. The OOIDA submission contained another statistic that was also mentioned in several other comments: Approximately 98% of insurance-related cases settle before trial at the current minimum levels of financial responsibility. In other words, the minimum liability requirements often serve as a cap for litigation settlements, assuring plaintiffs, and their legal representation, a sizeable award without the risk of going to trial. It’s no wonder that many of the comments submitted in favor of increased minimum liability requirements were from trial attorneys or attorney associations. Several comments came from insurance brokers or associations, including a letter from the 1,400-member National Association of Mutual Insurance Companies (NAMIC). An increase in the minimum financial liability requirements would put many of their members at risk, the letter explained, because of the potential for increased payouts. After considering the comments and available data, the FMCSA withdrew its proposal for an increase in June 2017, citing “insufficient data” as the reason. It should be noted, however, that the proposal, published during the Obama administration, was withdrawn during the Trump administration, under a different set of political appointments. Garcia’s attempt to move the issue through legislation has at least reignited the discussion over liability requirements. That debate, however, must include more than simply raising the amount, according to Heller. “Any discussion on increasing minimum liability requirements should include something on tort reform or addressing the nuclear verdicts the industry is being hit with,” he explained. The aforementioned recent national study pointed at “nuclear verdicts,” unreasonably large jury awards against carriers, as a reason for a 51.7% annual increase in award amounts between 2006 and 2019, while the annualized inflation rate for the same period was 1.7%. “Runaway verdicts are increasing in both size and numbers,” said Clay Porter, a partner in the Cincinnati law firm of Porter Rennie Wood and Kendall. “The study documents a frequency in excessive awards that, while not surprising, tells us that the trial system has gotten completely off track.” As July came to a close, a coalition of more than 60 trucking trade associations, led by OOIDA and including 20 individual state associations, sent a letter to leaders and members of the U.S. Senate Committee on Commerce, Science and Transportation expressing their disapproval of any increase in required minimum financial liability amounts as it considers its own infrastructure legislation. If any action is taken this year on minimum financial limits, it isn’t likely to be tied to an infrastructure bill. “It won’t get done, due to the ever-increasing struggle to dig out of the virus and economic firestorm,” added Heller. A continuing resolution to extend the provisions of the current FAST Act is the most likely outcome. “Between MAP-21 and the FAST Act, there were 13 continuing resolutions issued,” he said. “I think that’s what will happen with FAST, and they’ll try to get a deal done when the new Congress comes in.” Before that happens, carriers will need to brace for another round of liability premium increases.  

Fading fast: Hope for new highway funding bill dwindling amidst D.C. bickering

The year 2020 has been a strange year for several reasons, but there’s one factor that is as normal as can be. Political posturing and bickering in Washington haven’t slowed down at all, even while Congress was shut down over the COVID-19 pandemic. Hopes that Congress would pass an election-year highway funding bill to replace the FAST Act that expires on September 30 are dwindling as legislators continue to battle over another round of economic stimulus payments. But Truckload Carriers Association Vice President of Government Affairs David Heller isn’t surprised. “Between MAP-21 and the FAST Act, there were 13 continuing resolutions issued,” he explained. “I don’t see an infrastructure program getting done before the election.” Both parties have expressed concern over America’s crumbling infrastructure. President Donald Trump claimed the issue during his presidential campaign and has made several attempts to stimulate infrastructure legislation. “Infrastructure Week,” an annual period designated by Trump to focus on the issue, has turned into a “‘Groundhog Day”-style fever dream doomed to be repeated,” the New York Times said in a May 22, 2019 article. The same article states, “Long ago, the political and pundit class began to recognize any mention of infrastructure-themed events as a catchall joke symbolizing any substantive — if pie-in-the-sky — policy objective destined to go nowhere.” The need to address infrastructure is clear. The most recent “Report Card” from the American Society of Civil Engineers (ASCE) claimed that it would take $420 billion to bring current roads up to acceptable standards, plus another $123 billion for needed bridge repairs. That’s $543 billion, just to fix roads and bridges. That was in 2017. The next Report Card will be published in 2021. The last few attempts at an infrastructure bill have indeed gone nowhere. That will also be the fate of the most current attempt, the massive $1.5 trillion Moving America Forward Act passed on a partisan vote by the House of Representatives on July 1. It was the Democratic response to an attempt by Senate Republicans to include a $287 billion infrastructure initiative in the first COVID-19 economic stimulus package. Senate Environment and Public Works Committee Chairman John Barrasso (R-WY) attempted to get his bill (S. 2302) added as an amendment to a stimulus bill that had already been passed by the House. This move was opposed by Senate Minority Leader Chuck Schumer (D-NY). The Moving America Forward Act, on the other hand, started as a $494 billion infrastructure bill in the Highways and Transit Subcommittee of the House Committee on Transportation and Infrastructure. Dubbed the Investing in a New Vision for the Environment and Surface Transportation in America Act, or INVEST in America Act, the bill quickly gained support from trucking industry organizations. During the markup phase in committee, where amendments are considered, the committee voted to add an amendment that would increase minimum financial responsibility levels for motor carriers from the current $750,000 level to $2 million. The amendment passed, and industry groups began pulling their support for the Act. TCA’s Heller questioned the $2 million amount. “We looked at $2 million, and we wonder where that comes from,” he said. “If we’re looking at the Consumer Price Index (CPI) since 1984, the amount should be $2.3 million, so we wonder why they rounded down.” Heller also said that any discussion of increasing minimum financial responsibility limits should include a discussion on tort reform or some limits on “nuclear” jury verdicts. Before that discussion could take place, House Democrats folded the INVEST in America Act into the much larger Moving America Forward Act. The enlarged bill includes $100 billion for school building and improvements at high-poverty schools, another $100 billion to build or repair existing low-income housing, $100 billion for broadband internet infrastructure, $65 billion in water infrastructure, $70 billion to expand renewable energy in the nation’s electrical grid, $30 billion for hospitals, and $25 million for the U.S. Post Office to acquire a zero-emissions fleet. Also included are $100 million for transit projects, slanted toward zero-emissions equipment and $29 billion for Amtrak. House Ways and Means Committee Chairman Richard Neal (D-MA-1), in a June 18 address, touted the bill’s ability to “create new green, good-paying union jobs.” He said, “An investment of this magnitude has been necessary for years, but it’s more urgently needed than ever as we work to recover from the COVID-19 crisis.” Addressing Republican opposition, he said, “We fully expect them to meet us at the table and get this groundbreaking legislation signed into law.” Representative Bill Pascrell, Jr. (D-NJ-9), a co-sponsor of the legislation, said this after the bill cleared the House: “Our roads are cracked, our bridges are crumbling, our water mains are exploding, and our planet is warming at unprecedented speeds. The legislation we passed invests in American transportation and energy with a keen eye on the future.” Pascrell also touted the inclusion in the larger bill of his “Incentivizing Offshore Wind Power Act,” which has failed to gain passage in every session of Congress since 2009. Senate Majority Leader Mitch McConnell (R-KY) wasn’t as enthusiastic. “House Democrats appear addicted to pointless political theater,” he said. “So naturally, this nonsense is not going anywhere in the Senate. It will just join the list of absurd House proposals that were only drawn up to show fealty to the radical left.” McConnell claimed the legislation was a “thousand-page cousin of the Green New Deal, masquerading as a highway bill.” Sen. John Barrasso (R-WY), chairman of the U.S. Senate Committee on Environment and Public Works, slammed the House bill, saying, “There’s nothing bipartisan about it. It’s completely partisan.” A June 29 letter to the House of Representatives from the U.S. Chamber of Commerce lamented the partisan nature of the bill, pointing out that “other congressional committees have demonstrated that bipartisan consensus is possible on surface transportation reauthorization.” He called the addition of proposals beyond core surface and water infrastructure programs “subtraction through addition.” On June 29, the White House issued its opinion of the bill in a statement of administrative policy. “This bill is problematic for several reasons. It is heavily biased against rural America. It also appears to be entirely debt-financed. And it fails to tackle the issue of unnecessary permitting delays, which are one of the most significant impediments to improving our infrastructure.” The statement also said the bill “is full of wasteful ‘Green New Deal’ initiatives.” Trump gave a clear message that the bill will be vetoed if it crosses his desk. In response to White House claims that the legislation is entirely debt-financed, House Speaker Nancy Pelosi (D-CA-12) said, “With the interest rates where they are now, there’s never been a better time for us to go big.” The White House noted that Trump has repeatedly called on Congress to send him bipartisan infrastructure legislation. “Unfortunately, H.R. 2 is not a serious proposal and fails to answer his call,” the statement concluded. The size and scope of an infrastructure bill to replace the FAST Act may well depend on who controls Congress and the White House after the November elections. Chances of anything getting done before then are fading fast.

Sustaining the momentum: Industry must be passionate about retaining PR gains made during pandemic

Ed Nagle was talking with a reporter about trucking and the lack of respect shown to the industry and especially its drivers, who are the face of the industry. “I’m a little biased, OK?,” he said. The voice of the president of Nagle Toledo is filled with passion. “I’m an outspoken advocate for drivers and the honorableness of their profession. So, if the conversation starts to go awry with respect to that person’s perspective of the industry and especially the drivers, I correct them quickly. I don’t even give them the opportunity to go down the wrong path before I start educating them,” he stated. “I can tell you that for the past 30 years we’ve been competing with farming every year for the lowest job status in the country because people take us for granted. People said we were an inconvenience to them,” Nagle exclaimed. Nagle was speaking in the midst of the COVID-19 pandemic that resulted in grocery shelves being stripped bare by Americans who feared they might not be able to find food to feed their families and stock their homes with necessities of life — especially toilet paper and hand sanitizer. It didn’t take long for the average citizen’s attitude toward trucking to change dramatically. Instead of constantly reading about trucks being involved in wrecks and causing road congestion, trucking was treated to headlines extolling virtues of the industry. “Truckers step up as coronavirus pumps demand for necessities…” read a March 28 headline in the influential Washington Post. “Truckers brave coronavirus outbreak to deliver goods: ‘If we stop, the world stops,’” was the headline in the nationally distributed USA Today. “‘Risking My Life’ to ‘Truck In Milk, Wine and Hand Sanitizer,’” read a headline in the New York Times touting the story of trucker Joseph Morales, who puts on a mask and gloves while making deliveries but worries about coming in contact to an unmasked person who coughs on him. “Now all of a sudden you were starting to see news stories, Facebook and Twitter posts. People were highlighting the virtues of trucking. People were making lunch bags for drivers who couldn’t find a place to eat,” shared Nagle. “It was really nice to see people really start to wake up.” Even the White House took note, holding two events extolling the heroes of trucking. “In the war against the virus, America’s truckers are really the foot soldiers that are carrying us to victory,” President Donald Trump said at a gathering in mid-April. “Truckers are playing a critical role in vanquishing the virus, and they will be just as important as we work to get our economic engine roaring.” The industry was even hoping that the rising public opinion of trucking might slow the growing number of “nuclear verdicts,” those large jury awards against the industry that have been increasing in both frequency and size. While in 2006 there were only four cases with awards in excess of $1 million, in 2013 there were more than 70, according to a published national trucking research report. There was a 235% increase in cases with verdict sizes of at least $1 million between 2005 to 2011 and 2012 to 2019. From 2017 to 2018 alone, the average size of verdicts grew by 483%. Unfortunately, people tend to have short memories, said Nagle. “Once the supply crisis passes, and I think it’s almost to this point now, people are getting back to taking us for granted,” he added. “They fail to recognize how important trucking is to our way of life. A month ago, they were singing our praises. Now they’ve forgotten about us.” How can the industry build on the “positive press” it received in the early weeks and months of the COVID-19 crisis — which has now extended to almost half a year — and keep trucking front and center? Promoting the industry has to become a way of life regardless of the medium or venue, said Nagle, who admits to being the biggest cheerleader for trucking. He encourages those that have the financial resources to do so consider paid promotion. Don’t focus on how much money a driver can make, but rather emphasize the humanness of the industry by pointing out how important trucking is to the quality of life in America. Nagle likes the idea of more community outreach efforts such as Trucker Buddy International. And, he said, it’s going to take everyone involved in the industry working collaboratively to promote trucking and thus sustain a momentum of positive imagery. “You don’t have to go around citing a bunch of statistics,” he said. “Just proactively talk about the benefit of trucking to our way of life and our standard of living. It’s not that hard.” Unfortunately, many in the industry are just “doing a job” and don’t care much about promoting the industry, he believes. “But when you are passionate about trucking because you believe in the value of our industry to our way of life, then you should jump on it and don’t ever stop,” he stated. “It has to be on our consciousness 24 hours a day, whether you are sitting in your office or whether you are playing golf with your buddies,” he said. “If a derogatory statement comes up about trucking, jump in there and defend the industry and put a stop so such talk.” And do it passionately, he quickly added.

No agreement, no surprise: Trump, Biden far apart on trucking industry issues

In a year that has already seen a pandemic accompanied by an economic collapse, U.S. voters will select the president and vice president, along with 35 Senate seats and all 435 House of Representative seats in an election that could have historic significance to the trucking industry. Most polling data puts Democratic challenger Joe Biden and his running mate California Sen. Kamala Harris ahead of incumbents Donald Trump and Mike Pence. Those polls were taken prior to Biden announcing his running mate on August 11. In the Senate, Republicans hold a majority of 53-45, plus two independents who caucus with the Democrats. Twenty-three of the 35 contested seats are currently held by Republicans, with only 12 by Democrats. Four incumbent senators, three of them Republican, have announced retirement plans. A change of four seats could give Democrats control of both houses of Congress, since they already enjoy a comfortable 234-197 advantage in the House. Economy: Polar opposite views on tax cuts It’s no surprise that the parties are divided on many issues, including some that could have a great impact on trucking. The Trump campaign claims credit for an economy that set records for low unemployment and the longest period without a recession in U.S. history, prior to the COVID-19 pandemic. Perhaps the largest issue of the upcoming election is how to return the economy to pre-pandemic levels. Republicans credit personal and corporate tax cuts initiated by the Trump administration for the booming economy. Their platform, a continuance of the platform adopted for the 2016 election, cites tax cuts as a primary economic stimulator. The proposed Democratic platform calls for a reversal of Trump administration tax cuts, including corporate taxes, as well as increases on estate taxes. Other proposed tax actions would increase the Earned Income Tax Credit and Child Tax Credit. It should be noted that the official platforms of each party are generally finalized and voted on at their respective conventions. How that will work this year, given COVID-19 risks, has yet to be determined. Democrats want significant changes to labor laws The Democratic platform calls for some significant changes to labor laws that would impact the trucking industry. The platform proposes a raise of the minimum wage to $15 an hour which may impact the non-driving employees of some carriers. Also proposed is 12 weeks of paid family medical leave for every employee for health issues, including childbirth. The impact of wage and medical-leave changes will be even greater if another Democratic proposal is adopted. The platform addresses “misclassified employees,” an issue that has already impacted carrier relationships with independent contractors in California and other states. The platform calls for national passage of legislation similar to the “AB5” law that went into effect in California on January 1, 2020. The platform also calls for adoption of the Protecting the Right to Organize (PRO) Act, which passed the House in February. This would weaken or eliminate “right to work” laws and ease approval of union representation for employees. Little hope for infrastructure bill in near future Infrastructure is a huge area of interest to trucking where the parties vary widely. Both parties pontificate about the terrible condition of roads and bridges, and both claim something must be done. The disagreement comes with the details. In his early days in office, Trump proposed a $2 trillion infrastructure plan that gained little support. Republicans said it was far too expensive. Democrats claimed it didn’t provide enough funding for “green” initiatives, as well as economic justice projects and other party favorites. With the election looming, Democrats in the House put infrastructure on the table with the INVEST in America Act, a $494 billion proposal that addressed mostly transportation-related issues. The bill gained wide support in the industry until it was amended to include a requirement to raise the current $750,000 minimum financial responsibility level for carriers to $2 million. Then the bill was folded in to the $1.5 trillion Moving America Forward Act, which the House approved along party lines in early July. Senate Republicans accused the Democrats of pandering to their liberal base, vowing that the bill would not be taken up in the Senate. A few weeks later, Trump announced that his administration is working on a $1 trillion infrastructure proposal that has not yet been formally presented to Congress. Truckload Carriers Association Vice President of Government Affairs David Heller addressed the Moving America Forward Act. “The Senate will need to weigh in, but they are tied up with another stimulus package,” he said. “I don’t see an infrastructure program getting done before the election.” Heller pointed out that there were 13 continuing resolutions extending MAP-21 before the current infrastructure policy, the FAST Act, was approved. “I think that’s what will happen with FAST,” he said, “and they’ll try to get a deal done when the new Congress comes in.” Parties differ on energy dependence, too The parties differ on energy independence, too. Democrats call for building 500 electric charging stations, along with investment in alternative energy resources. Republicans call for the greater use of current American energy resources such as coal and natural gas. Both parties have called for increased spending to make high-speed internet accessible to more Americans. The Environmental Protection Agency (EPA) looms large in both platforms, with Democrats vowing to strengthen environmental safeguards while Republicans complain of regulations that they say add an unreasonable burden to the permitting process. Recently, the White House took credit for reducing or eliminating 850 government policies that they claim were impediments to economic recovery. While a plan for economic recovery is crucial, COVID-19 infection rates continue to rise. It isn’t known yet if infection can reoccur, and a vaccine is still to come. Each party’s plan for ending the pandemic will determine when true economic recovery can begin. The Democratic platform calls for making COVID-19 testing widely available and free to everyone. The pandemic is cited in calls for universal health care and expansion of Medicaid programs. Republicans favor using the power of the marketplace. Their platform pledges to restore control to the American people. With Congress tied up in bickering over another economic stimulus package, topics like infrastructure, labor law, and energy independence remain for later discussion. Even in these strange times, however, the positions of both parties are clear enough to make decisions about whom to support in the voting booth.  

Four more races Republicans need to win to ensure keeping Senate

In the last edition of Truckload Authority, we highlighted four races for U.S. Senate seats that Democrats are hoping will enable them to take control of Congress in the November 3 election. While Democrats are working to hold onto the seats they have, they also need to oust at least four Republicans if they are to control the agenda in Washington in the coming years. Republicans, while also fighting to hold onto Senate seats that have been dependable for many years, have their sights on some races they hope to turn from blue to red — enough to offset any potential losses. In this edition, we offer a little insight into four more races that may be tipping points in the battle to control the Senate chamber. Texas Incumbent John Coryn (R) vs. M.J. Hegar (D) A force in Texas politics since 1977, John Coryn is seeking reelection to a fourth term in the U.S. Senate. First elected in 2002, he is considered among the most reliable conservative voices in Washington. M.J. Hegar is a political newcomer, a decorated U.S. Air Force pilot who served three tours in Afghanistan. She has championed opening military combat roles to female soldiers and highlights military service on her campaign website. The Real Clear Politics (RCP) polling average indicates Coryn is holding a 10-point lead over Hegar, an average that has held since the Democratic runoff gave Hegar a slight boost. Still, based on the latest polling, 20% of voters remain undecided. Heading into the final weeks of the race, Coryn is standing by his conservative Senate voting record that has made him overwhelmingly popular among Texans, while Hegar is appealing to socially liberal voters, including Hispanics, which she hopes will carry her to victory based on the immigration plank in her platform. Iowa Incumbent Joni Ernst (R) vs. Theresa Greenfield (D) After a 22-year military career, in 2014 Joni Ernst became the first female voted to represent Iowa in federal office. Unopposed in the 2020 Republican primary, Ernst is now battling for a second term against Democratic challenger Theresa Greenfield. Having lived her life on an Iowa farm and working as a single mother, Greenfield has the experience to resonate with fellow Iowans. In the most recent polling data released by Spry Strategies, Greenfield holds a 2-point lead over Ernst with 12% of voters undecided. Numerous other polls conducted since early June have shown the race to be tight, with Greenfield consistently holding the same two-point edge. Alabama Incumbent Doug Jones (D) vs. Tommy Tuberville (R) If name recognition is important in political races, former Auburn University head football coach Tommy Tuberville would handily defeat most any resident of Alabama. Tuberville has taken a socially conservative agenda on the campaign trail. Incumbent Doug Jones has been in the Senate since 2017 when he won a special election. Jones’ positions are generally socially liberal; however, the Birmingham News describes him as a “moderate Democrat,” noting his primary focus is on health care and the economy. Recent polling data indicates Tuberville holding an 8- to 10-point advantage over Jones. Georgia Incumbent David Perdue (R) vs. Jon Ossoff (D) Business-leader-turned-Senator David Perdue arrived in the Senate in 2015 with promises to break the gridlock and offer change. Perdue has become known as a staunch supporter of President Trump and serves on Senate committees. Democrat Jon Ossoff, 33, is challenging Perdue. Ossoff’s career has included time as an investigative journalist. Recent polls show Perdue holding a 3- to 7-point lead over Ossoff, with RCP indicating a 5-point running average in favor of the incumbent.

A Letter of Appreciation from The Eastern Transportation Coalition

The COVID-19 pandemic has affected our industry and our country in ways that we could not have predicted. Despite our collective desire to forge ahead with industry events — such as our Fall Business Meetings and Fourth Annual Call on Washington — we’ve opted to mitigate risk by moving our business meeting to a virtual format. For our Call on Washington events, once feasible, our team will work with Hill offices to set up small group meetings with key members of Congress. Visit truckload.org for further updates on those two important events. Each TCA member company should have received a government affairs contribution invoice via mail. The staff and I are committed to representing your best interest on Capitol Hill and are steadfast in delivering truckload’s message to our lawmakers and their staff. Your support will help us do just that. We appreciate your continued involvement and passion. To further demonstrate the importance of our industry and voice, I wanted to share a letter I recently received from the Board of the Eastern Transportation Coalition. Dear John: As the nation’s supply chains face unprecedented challenges related to COVID-19, one of the most critical factors has been the ability to meet customer and public health needs in a reliable and timely manner. While each modal component of the transportation system has been an important player during this time, the trucking industry has been at the very heart of it. On any day, but certainly over these last several months and continuing, the industry collectively and truck drivers specifically, ensure that critical supplies reach the doors of America’s businesses, homes, and medical facilities. The drivers have accomplished this not only with great diligence and dedication, but often with great personal sacrifice. The undersigned, as the Executives of our respective state agencies and comprising the Board of the Eastern Transportation Coalition, give recognition and thanks for the outstanding professionalism and commitment of the trucking industry and its hard-working and dedicated individuals during this time. The Coalition, a partnership of State Departments of Transportation and related agencies, acknowledge and appreciate the role that the truck drivers and the trucking industry play every day in the well-being of our states’ and the national economy. With trucks carrying a significant portion of the 6.5 billion tons of freight moving in our corridor annually, this event has shown an even greater emphasis and importance to that role. As we move ahead on the road to recovery from COVID-19, please extend our sincere gratitude to your industry members — the companies and the dedicated drivers. As our individual states and as the Eastern Transportation Coalition collectively, we will reach out to you and your members to discuss how to further support the critical role the trucking industry plays in moving goods in this corridor and throughout the nation. Sincerely, The Eastern Transportation Coalition

5 Steps for Communicating Your New Comp Plan

By Beth Carroll, Prosperio Group We are already more than halfway through 2020 and many of you are thinking about implementing new incentive plans for 2021.  For some of your employees, this will mean the opportunity to earn more money.  But for others it may mean less pay, or a need to change behavior or reach higher goals to maintain the pay they have made in the past.  These are difficult conversations that should be handled with care. Effort Begins with Building Trust This is where some real skill comes in for the person leading the communication change — but the effort should have begun a while ago. If employees are treated fairly throughout the year, are given accurate information, and have their questions addressed promptly and with respect, you are a long way down the path of having a successful communication event because you will have built up necessary trust credits. Of course, the easiest plans to communicate are those that provide a genuine upside. For many, the change will be easy, and they will welcome the additional earnings potential, but there will always be a few who resist change, simply because it’s change or because they have mistaken ideas about how taxes work or they don’t want to pay more in alimony. Developing a good sense of what you can and cannot control is critical to the perceived success of the communication event.  Not everyone will be happy, and you shouldn’t expect universal acceptance as an outcome. Five Steps to Follow For any plan, you should follow a standard communication process that involves these five steps: Develop a high-level presentation that includes the following sections: Business objectives and strategy. Organization structure changes, if any. Process used to develop the plan. Highlights of plan changes, such as what’s good and what’s different. Next steps, including when the plan will go into effect and when employees will achieve their goals. Plan details by role. Calculation examples. Wrap-up and Q&A. Develop calculators that show earnings under the new plan and allow employees to do “what if” scenarios to model changes in performance. Sitting down with one of the resistant employees and walking them through such a calculator can be a powerful way to warm them up to the change. Test the presentation and the calculators with a “communications test group.” Remember, this is as much about marketing the new plan as it is about the math behind the calculations. Communicate the plans to managers first. Be sure they understand the plan so they can explain it and answer questions. Communicate the plan to the employees in stages: Group communication. Business leaders should be involved in this event. Be sure to send a copy of any presentation used or make it available for download on a secure site. Manager communication one-on-one with each rep. This should occur two to seven days after the group communication and should include as much detail as possible, including goals for the following year if they have been set. This gives employees a chance to ask more questions in a private setting. Managers should be instructed to gather questions so they can be posted along with answers on your network. Plan document distribution. A week or two after the group communication, the employees should be given their full plan document to review and sign. Feedback, feedback, feedback. As the year continues, continual reinforcement of the plan is critical to success.  Too many managers treat compensation communication as a one-time event. This is a huge strategic error.  Good compensation plans do not manage themselves, nor should they.  Even under the simplest straight-commission plan, every incentive payment is a coaching event that can be capitalized on to change or reinforce behavior. Communicating your new compensation plan does not have to be as challenging as you might think. Taking the steps necessary to prepare will give the employees a clear and positive experience. About the Author Beth Carroll is managing principal at the Prosperio Group, a compensation consulting firm that focuses on aligning pay with performance to help companies drive profitable growth.  

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

Trucks and trade top the list of articles in this edition’s Capitol Recap. Leading off is the effort to encourage Congress to suspend the federal excise tax on large trucks. Created in 2017 to help fund World War I, the tax now tacks on some $18,000 to the cost of a $150,000 tractor. As for trade, the United States, Mexico, and Canada have reached an agreement that supports North American manufacturing and mutually beneficial trade. Under the agreement, Mexico-domiciled trucks can still enter the United States under certain conditions. DEMOCRATS SEEK SUSPENSION OF FET Fifty-five Democratic members of the House of Representatives have called on House Speaker Nancy Pelosi and other congressional leaders to temporarily suspend the federal excise tax (FET) on the sales of heavy-duty trucks and trailers during the COVID-19 crisis. The July 20 letter, signed by Rep. Chris Pappas (D-NH-1), noted that the domestic trucking industry had played an important role in ensuring the delivery of vital medical supplies and essential consumer goods nationwide. The names of 54 other members of Congress were also listed on the letter. “Like other important industries that employ millions of Americans, the trucking industry has been impacted by the severe economic consequences of the pandemic,” the letter said. “To ensure this essential industry can more quickly recover, and to save jobs in the trucking industry, we urge you to temporarily suspend the 12% federal excise tax on heavy-duty trucks and trailers in future coronavirus recovery legislation.” The letter followed action taken by the American Truck Dealers (ATD), an offshoot of the National Automobile Dealers Association (NADA), to dedicate a week in June as “Suspend the FET Week.” ATD asked trucking industry stakeholders to advocate for the suspension of the heavy-duty trucks through 2021. ATD said the COVID-19 pandemic brought heavy-duty truck sales down 62.5% in May 2020 compared to the same time a year ago. The letter sent to Pelosi noted that throughout the COVID-19 pandemic, truck sales have plummeted below 50% of prior year sales. “Major truck and trailer investments are being delayed and deferred,” the letter noted. “Truck factories and showrooms have been closed, and thousands of employees have been furloughed. Immediate relief that extends until the end of 2021 is essential to supporting the workers in this industry. As a targeted, temporary stimulus measure, we urge that this relief be provided without hurting the already strained Highway Trust Fund.” The ATD said the FET has grown from 3% to 12% since it was instituted in 1917 to help fund World War I, and with many fleet tractors ringing registers for around $150,000, it tacks an extra $18,000 onto most Class 8 trucks. Suspension of the 12% FET on new heavy-duty trucks and trailers during this critical time could help fleets purchase new trucks and trailers; support U.S. truck and trailer manufacturing, supplier, and dealership jobs; and advance Congress’ goals of improving highway safety and reducing emissions, the letter said. “We urge you to suspend the FET until the end of 2021 in upcoming coronavirus legislation as the best and fastest way to help save or restore trucking-related jobs and jumpstart the economic recovery of this vital sector,” the letter concluded. NEW TRADE AGREEMENT NOW IN EFFECT On July 1, the United States-Mexico-Canada Agreement (USMCA) went into effect replacing the North American Free Trade Agreement (NAFTA). In a statement, U.S. Customs and Border Protection (CBP) said the agreement will facilitate more efficient trade, stronger enforcement, and more economic opportunities for North America. The USMCA includes updated rules regarding origin, customs administration and trade-facilitation provisions, intellectual property rights protections, and fair labor conditions. “The USMCA completely replaces NAFTA and marks the beginning of a new era of American prosperity,” said CBP Acting Commissioner Mark Morgan. “Thanks to President Donald Trump’s leadership and his ability to secure the bipartisan support of Congress, the USMCA delivers a tremendous win for American businesses and consumers.” CBP Office of Trade Executive Assistant Commissioner Brenda Smith described the new trade rules as “the new global standard,” adding that USMCA will help CBP carry out its mission of trade facilitation and enforcement. “CBP will continue to work closely with the trade community, our U.S. government partners, and our Mexican and Canadian counterparts to ensure a smooth transition from NAFTA and support the prosperity of the U.S. economy, American workers, and public safety,” she said. In the months before the implementation of USMCA, CBP has worked to prepare the U.S., Canada, and Mexico for the transition. In March, CBP launched the USMCA Center, an online resource that provides an overview of the agreement along with information about regulations and implementation, compliance guidance, and more. Compliance guidance is available in a variety of mediums, including videos, webinars, and fact sheets. The USMCA Center also offers a chatbot to help users find answers to common questions. CBP’s Commercial Customs Operations Advisory Committee (COAC) launched two working groups to hear concerns and recommendations from the private sector on USMCA implementation and the specific new criteria for the automotive rules of origin. USMCA establishes a federal review process that would restrict unsafe carriers from operating beyond dedicated Border Commercial zones. In addition, the agreement requires the inspector general of the U.S. Department of Transportation (USDOT) to review actions taken by the U.S. Secretary of Transportation to ensure that each Mexico-domiciled motor carrier with operating authority complies with federal motor carrier safety laws and regulations. The USDOT is required to conduct a survey of all existing grants of operating authority to, and pending applications for operating authority from, all Mexico-domiciled motor property carriers for operating beyond the Border Commercial Zones, including OP-1 (MX) and OP-1 operating authority. USMCA is expected to increase annual U.S. exports to Canada and Mexico by a combined $33 billion above the current NAFTA baseline. The agreement is also expected to increase the U.S.’s gross domestic product by $68 billion, stimulating broad sectors of the economy that the trucking industry services, such as agriculture and manufacturing, according to published reports. MEXICAN TRUCKS CAN STILL ENTER U.S. UNDER USMCA For years after the North American Free Trade Agreement (NAFTA) went into effect on January 1, 1994, the trucking industry in the U.S. worried about one particular provision. NAFTA called for the lifting of restrictions prohibiting Mexican carriers from operating in the U.S. Canadian carriers were already allowed to operate within the U.S. while Mexican carriers were only allowed to operate in clearly defined “commercial zones” near U.S.-Mexico border crossings. Since NAFTA was designed to lift trade barriers between the participating countries, it was a given that Mexican trucks would soon be granted the same privileges in the U.S. The treaty specified access to Mexican trucks by the year 2000. It didn’t happen. For Mexican carriers to obtain U.S. authority, they needed to meet the same requirements as U.S. carriers. This included things like meeting insurance requirements, a driver-licensing system comparable to the U.S. CDL system, adequate drug-testing and accident-reporting programs, vehicle inspection standards, and more. Reciprocation was also a possible issue. The problem wasn’t U.S. carriers having the authority to operate in Mexico. Trucking infrastructure in Mexico, the network of fueling, parking and repair facilities, was simply inadequate for U.S. carriers to operate. There was opposition from trucking groups, too, such as the Teamsters Union and the Owner-Operator Independent Drivers Association (OOIDA), who expressed concern about loss of U.S. driving jobs. Environmental groups such as the Sierra Club and safety advocates like Public Citizen also opposed allowing Mexican trucks on U.S. highways, creating an odd confederation on the same side of the issue. Meanwhile, the U.S. Department of Transportation (USDOT) and Federal Motor Carrier Safety Administration (FMCSA) struggled to comply with the provisions of NAFTA while ensuring that Mexican carriers met the same safety standards as U.S. carriers. One year after NAFTA went into effect, the U.S. refused to lift restrictions on Mexican trucks, angering Mexico’s government and threatening the NAFTA agreement. NAFTA remained in effect while the dispute was argued. In 2001, a NAFTA dispute settlement panel found the U.S. to be in violation. The following year, the FMCSA put in place an interim final rule allowing cross-border operation. Opponents took to the courts to have the FMCSA rule set aside. The issue was decided by the U.S. Supreme Court, which upheld the rule. In 2007, Congress required that a pilot program be implemented to ascertain safety and compliance levels of Mexican carriers. Two years later, however, Congress voted to remove funding for the pilot program. In 2011, with a new Congress and president in place, another pilot program began. In 2015, data accumulated through the pilot program was reported to Congress, which gave the go-ahead for FMCSA to begin issuing operating authority to Mexican carriers. The U.S. Inspector General reported that the program results were invalid due to the low number of participating carriers, but that the carriers that did participate had safety records comparable to U.S. carriers. Only a few dozen Mexico-based carriers received authority to operate in the U.S. Finally, after two-and-a-half decades, NAFTA was replaced by the new United States-Mexico-Canada Agreement (USMCA), which has been characterized as “NAFTA 2.0.” The final ratification of the agreement took place in Canada on March 13, 2020, and it went into effect on July 1. Like NAFTA, the USMCA allows Mexican carriers to obtain operating authority in the U.S. but allows the U.S. to cap the number of Mexican carriers granted authority and to halt granting of such authority if it is determined the practice is causing material harm to U.S. interests. AASHTO: CURRENT ROAD PROJECTS IN PERIL The American Association of State Highway and Transportation Officials (AASHTO) has urged congressional leadership to consider that state departments of transportation (DOTs) across the country need an “immediate infusion” of at least $37 billion to prevent disruptions to planned transportation projects, keep workers employed, and enable the nation’s mobility network to fully support economic recovery from the COVID-19 pandemic. While AASHTO said the near-term financial need for state DOTs remains the same in fiscal year 2020 — roughly $16 billion — data compiled over the last three months indicate state transportation revenues will not fall quite as much over the longer-term as initially projected at the beginning of the COVID-19 outbreak. “This change in estimated loss is mainly due to a less severe outlook for FY 2021 from our members compared to earlier this year,” noted AASHTO’s 2019-2020 President and Missouri Department of Transportation Director Patrick McKenna, and the group’s Executive Director Jim Tymon, in the letter to Congressional leaders. “That being said, the recovery period is now expected to be longer than originally anticipated,” they added, pointing out that the requested $37 billion in emergency funding “will prevent further disruptions to planned transportation projects and allow state DOT employees and transportation construction workers essential to planning and delivering these projects to remain on the job.” However, overall state transportation revenue losses will still be extremely steep over the next five years, McKenna and Tymon emphasized. “With millions of Americans following ‘stay-at-home’ orders, many state DOTs are facing severe losses in revenues, including dedicated revenues on which state transportation programs heavily rely,” they said. “Projections continue to show decreases in state motor fuel tax and toll receipts as nationwide vehicle traffic reduction bottomed out at about 50% during the height of the pandemic,” McKenna and Tymon added. “As a result, the ability of state DOTs to carry out their core functions, including capital construction programs, is threatened.” AASHTO and 39 other transportation organizations also made a similar appeal to Congressional leaders in a separate letter. “The need for federal funding for state DOTs remains urgent,” that coalition of groups said in their letter. “[That] funding will also preserve the core capabilities of state DOTs that are critical to implement a robust, bipartisan surface transportation reauthorization bill, which can serve as a platform for national economic recovery and growth.” For example, on July 16, the Wyoming Department of Transportation announced that it would delay 11 construction projects and review local transportation programs due to “long- and short-term funding issues” caused by reductions in fuel tax revenues, petroleum market revenues, and other fees — with the COVID-19 pandemic creating “additional” budgetary impact. According to Wyoming DOT Director K. Luke Reiner, that “delay” will reallocate about $436 million over the next six years from new capacity improvement efforts to asset maintenance projects. The Oregon Department of Transportation also reported similar fiscal issues resulting from the COVID-19 pandemic, noting that its July revenue forecast now estimates the Oregon’s State Highway Fund will lose $170 million in revenue for 2020 and 2021. TRUMP LOOSENS NIXON-ERA ENVIRONMENTAL LAW President Donald Trump has said he is rolling back a foundational Nixon-era environmental law that he says stifles infrastructure projects, but which is credited with ensuring decades of scrutiny of major projects and giving local communities a say. The National Environmental Policy Act, which became law in 1970, changed environmental oversight in the U.S. by requiring federal agencies to consider whether a project would harm the air, land, water, or wildlife, and giving the public the right of review and provide input. Trump said the new final rule will promote the rebuilding of America. “Together we’re reclaiming America’s proud heritage as a nation of builders and a nation that can get things done,” said Trump. Major changes to the law include limiting when federal environmental reviews of projects are mandated and capping how long federal agencies and the public must evaluate and comment on any environmental impact of a project. Opponents criticize the efforts as a cynical attempt to limit the public’s ability to comment on proposed projects under one of the country’s most well-established environmental protection laws. “This may be the single biggest giveaway to polluters in the past 40 years,” said Center for Biological Diversity Government Affairs Director Brett Hartl. The Center works to save endangered species. Trump has highlighted his deregulatory push as a way to boost jobs and cut the red tape that can often delay projects, particularly the construction of new infrastructure. On the other hand, environmental groups believe the regulatory rollbacks threaten the country’s natural resources and make it harder to fight global warming. With the congressional infrastructure bill seeing no traction in the Senate, the president is relying on his deregulatory push to demonstrate progress. “We won’t get certain projects through for environmental reasons. They have to be environmentally sound,” said Trump. “But you know what? We’re going to know in a year. We’re going to know in a year and a half. We’re not going to know in 20 years. Opponents of the changes believe they will have a disproportionate impact on minority communities as more than 1 million African Americans live within a half-mile of natural gas facilities. According to a 2017 study by the Clean Air Task Force and the National Association for the Advancement of Colored People, these communities will face a cancer risk above the Environmental Protection Agency’s (EPA) level of concern from toxins emitted by those facilities. “Trump is taking away the last lines of defense for front-line communities and continues to demonstrate a total disregard for our environment and for those demanding racial and environmental justice,” said Senate Minority Leader Chuck Schumer (D-N.Y.). WATCHDOGS QUESTION YRC LOAN Congressional watchdogs are questioning the federal government’s decision to award a $700 million coronavirus relief loan to a struggling trucking company on grounds its operations are critical for maintaining national security. YRC Worldwide provides transportation and logistics services, such as delivering food, electronics, and other supplies to military locations around the country. The U.S. Department of Defense is a major YRC client. The department, however, sued YRC in 2018 for overcharging the government for freight carrier services and making false statements. Under terms of the coronavirus relief loan, U.S. taxpayers, through the Treasury Department, will take a 30% stake in the company. YRC, based in Overland Park, Kansas, will be required to maintain its payroll at the current level of an estimated 30,000 trucking jobs, and to limit executive compensation, dividend payouts and share repurchases. The Congressional Oversight Commission also recently reported that taxpayers appear to be at risk of losing money on the investment. YRC has had financial problems for years, well before the onset of the pandemic, and has been at risk of bankruptcy, the report said. The money is scheduled to be repaid by September 2024. The congressional monitors said they questioned the decision to deem YRC’s business critical to national security and the process for reaching that decision. It is the first and only loan made under the national security portion of the treasury’s corporate aid program, which has made several billions of dollars in loans to major airlines and smaller air carriers. The national security section, with an available pot of up to $17 billion, had been expected earlier this year to be earmarked for hard-pressed aircraft maker Boeing or for General Electric. To qualify for the national security aid, companies should be performing under defense contracts of the highest national priority or operating under top-secret security clearance. YRC apparently did not meet either of the criteria but qualified under a “catch-all” provision allowing a recommendation and certification from the secretary of defense or the director of national intelligence to be sufficient. The five-member oversight commission was appointed by congressional leaders of both parties to monitor the spending of some $2 trillion in economic aid enacted by Congress this spring and directed by the Treasury Department and the Federal Reserve.

Carrier Profile: Those who deliver — CRST International

Hugh Ekberg was approached three different times to join CRST International before he finally agreed. “I didn’t know anything about trucking, and it wasn’t until I met with the owners in Iowa that I finally agreed to it,” shared Ekberg. “It really piqued my interest, because of their strong position in the market, and the private-owner structure that was designed to run and lead the business.” Ekberg grew up in an engineering family — his dad and brothers were engineers and in the steel business. Ekberg worked in manufacturing most of his career and had always focused on operations, working on the front end on the sales and marketing side. In 1999, he was hired by Hirsh Industries, a furniture-manufacturing company out of Des Moines, Iowa, as the company’s president. He also worked for The Weitz Company, a large construction company based in Des Moines, that serves nationwide. Ekberg was the president of Kohler Co. until he was hired by CRST in 2016. He began at CRST as the chief operating officer and was promoted to president and CEO on October 1, 2018. CRST was founded in 1955 and has had the same ownership since. Ekberg said that with the same family owning the company, it has grown successfully and has fared well through acquisitions brought on by the company. He said CRST has the largest team fleet in the industry and this has been achieved through acquisition and development. According to Ekberg, CRST has 6,000 trucks, with 1,500 in the team business. He added that the company also has a healthy flatbed business, plus about 1,000 independent contractors. CRST also play a vital role in the home-delivery business, Ekberg shared, noting that this part of the business includes delivering for custom auto shows or specialty shows with antique and high-end cars. “We just did an acquisition that is very specific for home delivery with NAL Group, which is in the Top 5 for home delivery and installation,” said Ekberg, adding that the company’s acquisitions over the years have allowed them to “have the most completed service models, which include flatbed freight, dedicated services, and home deliveries.” “We want to be a one-stop solution for our customers, and we have been successful over time through these acquisitions,” noted Ekberg. “In the past, CRST has used several different brands that came through acquisitions, but now we have all those capabilities in one powerful brand.” He said the company is in a unique situation that allows customers to be more efficient and grow in their business, which gives customers the ability to drive productivity and efficiency. “Our key to success is going to rely on our ability to build the strongest team, by attracting and retaining top talent, and give the organization those who have the responsibility and authority to drive efficiently and understand the customer,” he said. This involves “meeting the customer’s needs and building the capability to serve the customer at the highest level.” He said CRST wants to ensure the company is doing something every day to make the drivers more successful. He said the company’s culture is understanding what the success is based on, which is achieving organic growth by winning the customer and beating the competition. “One important cultural element is ownership,” said Ekberg. “And ownership is a different word than accountability, which can have a negative connotation. We need to understand the actions needed for success and take ownership of the results. We are working hard to drive a culture of ownership that is focused on serving the customer.” Ekberg said CRST’s business relies on the ability of the drivers of the trucks and the teammates on the road, as well as the independent contractor and their truck. “We have to focus on giving them everything they need to be successful, because that’s where customer interactions happen,” he said. Ekberg added that the trucking industry has an “extremely steep” learning curve, so the company has moved toward integrating a new single operating system with more flexibility and more efficiency. Ekberg noted that this change will help drive better decision-making for the company. CRST’s team business is heavily tied to retail and getting products into stores, and not sitting in inventory for a long time, which can feature some time-sensitive freight. “We have a significantly large footprint in the retail sector, so when everything was shut down for about 10 weeks (during the COVID-19 pandemic), it had a huge impact on us,” he added. “We lost volume. We weren’t immune to it, as we had employees on furlough. But we have benefited by being in the home-delivery business, so that has been a positive for us.” CRST provides time-sensitive, high-speed freight as well as construction products with a dedicated business to automotive, retail, paper, and grocery. Ekberg said they do work with Walmart, Home Depot, and other big retailers. He noted that CRST does a little bit of everything. “As retail comes back, we are seeing things come back. April was the absolute bottom, and our current spike in numbers has everyone concerned for another shutdown,” he noted. While many people have faced economic downturns in the past, this was the first downturn happening during a global health crisis. “It presented a unique challenge, but for us, one of the most important things we learned was our ability to be productive and effective in a more remote work environment,” he said. “We were forced to figure it out, but it produced significantly long-term benefits, because now everyone has the ability to do video conferencing, and it has become a standard way of doing work. A lot more flexibility is definitely possible, and it helps us attract and recruit the best talent.”

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

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

Stepping up to the challenge: Attendance boomed as TCA’s Safety & Security Meeting took virtual format for 2020

Like so many other conferences and events since the onset of the COVID-19 pandemic, this year’s Safety & Security Meeting, held June 23-25, was moved to an online venue in an effort to protect the health of the Truckload Carriers Association’s membership and staff. While attendees were disappointed about not being able to participate face to face, TCA Vice President of Government Affairs David Heller shared that the number of registrants exploded. The in-person event normally draws about 200 participants — but registration for the three-day virtual meeting captured more than 1,200 attendees representing 733 organizations. “Truck safety is one of those issues that doesn’t ever go away,” noted Heller. “As our professional truck drivers travel down the road, safety has to be at the front of everyone’s minds. We’re not giving up on safety just because we have a global pandemic.” Revamping a three-day conference into an online event was no easy task for TCA staff. “We took about a six-month process and crammed it into less than six weeks,” explained Heller. “TCA staff worked overtime on this one just to make sure all the i’s were dotted and t’s were crossed. It was important to us. Just because we’re in a COVID-19 environment, it doesn’t mean we’re not here to support our membership.” To allow participants more flexibility in their schedules, TCA scheduled online events during the afternoon, leaving the mornings free for attendees to tend to other business matters. Each meeting began at noon with participants exploring the Virtual Vendor Showcase, a set of microsites devoted to the supplies and services provided by sponsors of the event. Day 1: Tuesday, June 23 At 1 p.m., TCA Safety Council Chairman and Maverick Transportation Vice President of Safety and Driver Training Dean Newell welcomed attendees to the first general session. “While the virus has hampered our ability to travel, changed the nature in which we interact, and prevented the personal touch that is the very foundation of this meeting, it will not limit us in exchanging the fundamental idea that has helped the meeting thrive — and that is improving upon truckload safety,” noted Newell. The capstone of the first session was a panel discussion by trucking-industry executives, moderated by TCA President John Lyboldt. Panelists included TCA Chairman and Cargo Transporters Inc. President and CEO Dennis Dellinger; TCA Past Chairman and Doran Logistics Services President Dan Doran; TCA Treasurer and Knight Transportation Executive Vice President Dave Williams; and TCA Officer and Nagle Toledo Inc. President and CEO Ed Nagle. This distinguished panel offered insightful views on a variety of topics relevant to safety within the trucking industry and fielded numerous questions from meeting participants. Of course, COVID-19 remains a primary point of concern for safety professionals, and the panel shared valuable information about how they and their companies were dealing with the unique challenges presented by the pandemic — from remote working options, the use of technology to facilitate communication between support staff and drivers, and outlooks for moving forward post-pandemic. Other topics included the new hours of service (HOS) rules, the Crash-Preventability Determination Program, the potential effect of autonomous Class 8 trucks and platooning on the industry, and more. Dellinger opened the day’s second general session with remarks noting the value of partnership and the role of the trucking industry in the current crisis. “As you know, our drivers have come to represent our nation’s army of first responders, delivering the much-needed freight that kept our stores stocked, our doctors and nurses supplied with PPE, and emphasizing once again that, ‘If you have it, a truck brought it,’” he shared. The session also featured a Second Annual Fireside Chat with Federal Motor Carrier Safety Administration (FMCSA) Acting Administrator Jim Mullen and TCA’s Heller, moderated by SiriusXM Road Dog Trucking Host Dave Nemo. Nemo set the tone for the casual question-and-answer session, which featured questions from meeting attendees on topics ranging from HOS to emergency waivers, the Drug and Alcohol Clearinghouse, insurance liability minimums, and broker transparency. When asked about the speed with which FMCSA enacted emergency declarations and waivers during the COVID-19 crisis, Mullen responded, “It came straight from the White House. President Donald Trump made it known that he expected all of the agencies to be responsive to the pandemic and to the emergency that we are confronted with. … We just wanted to be as supportive as we could.” Heller noted the importance of communication, adding that the pandemic hit just as TCA’s Annual Convention wrapped up in early March. “The members wanted to know what was going on. Our drivers were still driving, and freight was still being delivered. While people were shutting down and municipalities were closing off things, the drivers were looking for information. Kudos to Jim and his staff, because information started flowing.” Day 2: Wednesday, June 24 Wednesday’s general session featured remarks by  Dellinger, the presentation of this year’s TCA Safety Professional of the Year — Clare C. Casey Award, and a presentation by Daimler Trucks North America’s Kary Schaefer on the future of heavy-duty trucks. Dellinger praised TCA’s leadership and staff for their efforts in presenting this year’s meeting, saying, “A special thanks to each and every one of you for your drive, commitment, and passion. Our Association would not be where it is without each of you.” Next, he turned to TCA members. “COVID-19 has dictated a portrait of our membership that represents the best this industry has to offer,” stated Dellinger. “We lead by example. We practice what we preach. We will leave no stone unturned in our endless effort to create an industry highlighted by the very best examples of what we have to offer in our vital role to the sustainability of this great country.” Following the general session, attendees participated in two workshop series. The first series offered a choice of topics including Proliferating Marijuana Problems, Safety Perspectives on Insurance Purchasing, and Safety Craves Culture Change. Among the options during the second series were What to Expect at Roadside, Changes to C-TPAT, and COVID-19 and the Workforce Challenges Today. Day 3: Thursday, June 25 The final day of the meeting wrapped up with two general sessions, round-table discussions, and open-deck sessions that covered flatbed cargo securement and FMCSA updates, as well as open-deck cargo risk mitigation. During the day’s first general session, Colorado State University Associate Professor of Systems Engineering Jeremy Daily discussed data security and how to spot and correct security flaws that could enable hackers to take control of electronic devices and data. The final general session of the three-day event touched on a topic that’s front-of-mind for many in the trucking industry: Nuclear jury verdicts. Porter Rennie Woodward and Kendall LLP Outside Counsel Clay Porter discussed the overly litigious environment facing motor carriers. He provided insights on how safety technology can be a double-edged sword in a lawsuit, as well as the role of safety protocol in the hiring process as seen through a legal lens. Not able to attend the event? Recordings are available. Email [email protected] to access.  

Webinar Recordings Available

Throughout this unprecedented time, the Truckload Carriers Association has made it a priority to provide its members with valuable resources. In addition to daily news briefings and COVID-19 resources page, TCA has hosted numerous webinars about truckload-specific topics relating to the pandemic as well as the overall success of its members. Leadership During Times of Crisis This webinar featured TCA Profitability Program’s (TPP) Shepard Dunn and Ray Haight, and The John Maxwell Team’s Allen Phibbs. They discussed how to recognize effective leadership strategies in times of crisis, identify and define what is meant by “crisis,” strategies to maneuver through times of difficulty and adversity, and successful thinking habits to apply during any crisis. Maintenance Procedures in Uncertain Times This webinar featured TCA Profitability Program’s (TPP) Jack Porter; Decisiv, Inc. Dick Hyatt; Prime, Inc.’s Kevin Bergman; and Bison Transport’s Mike Gomes. The speakers shared strategies to utilize for on-road repair, procedures to ensure driver safety, and protocols for tractor sanitation during COVID-19. Managing Independent Contractors in Uncertain Times This webinar featured industry professionals from the TCA Profitability Program’s (TPP) Chris Henry; ATBS’ Todd Amen; and Scopelitis, Garvin, Light Hanson & Feary P.C.’s Greg Feary. The group shared the biggest opportunities in the CARES Act for owner operators. Perfecting the New Normal: Building a Solid IT Infrastructure and Social Media Strategy This webinar featured industry professionals from the TCA Profitability Program’s (TPP) Jack Porter, Bison Transport’s Mike Ludwick, Roehl Transport’s John Paape, and digital and social marketing consultant Jessica Columbo, who shared IT and social media do’s and don’ts to consider during this uncertain time. Leadership’s Role in the New Freight Normal This webinar featured TCA Profitability Program’s (TPP) Jack Porter and Jetco Express CEO and thought leader Brian Fielkow. They discussed strategies for re-energizing a company’s workforce and leading staff through the COVID-19 crisis. Predictive Index Talent Optimization This webinar featured TCA Profitability Program’s (TPP) Jack Porter, Stay Metrics CEO Tim Hindes, and The Predictive Index’s Adam Vassar and Mike Wells. The group discussed how the use of talent optimization best practices and behavioral science can unlock employee potential to support companies in stabilizing their workforce during these challenging times. How & Where to Build Business Value During Tough Economic Times This webinar featured TCA Profitability Program’s (TPP) Shepard Dunn, The Tenney Group’s Spencer Tenney, and Eric LeMarbre discussing six best practices for building and protecting business value. Cyber & Fraud Securities for Today’s Climate In this webinar, TCA Profitability Program’s (TPP) Program Manager Chris Henry, along with 30-year veteran of the Federal Bureau of Investigation (FBI) Scott Augenbaum, shared ways to protect your business from cyber criminals. Driver Retention: Living Through the Highs and Lows This webinar featured SMC³ Vice President of Cost Systems Bill Shults presenting the company’s accounting methods to determine the profitability of individual loads. Shults was joined by Averitt Express’s Director of Pricing Mike Sanders, who shared how Averitt’s truckload operation makes use of these cost results. Dealing with Balance and Empty Miles in Freight Profitability Analysis This webinar featured TCA Profitability Program’s (TPP) Retention Coach Ray Haight as he facilitated a dynamic conversation with JLE Industries CEO Evan Pohaski and Steve’s Livestock Transport CEO Bill Rempel. The two shared how they reduced driver turnover. For questions, contact TCA’s Jim Schoonover at [email protected] or by calling (703) 838-1950. Join the conversation online by using the hashtag #TruckloadAcademy.

A Word of Encouragement: Never confuse faith that you will prevail in the end with the discipline to confront the facts of your current reality

Little did anyone know that the 82nd annual convention Truckload 2020: Orlando would provide the last bit of “normality” for the Truckload Carriers Association this year. Just after the convention ended, the COVID-19 pandemic hit the world — as the saying goes — like a ton of bricks. Everyone hoped the pandemic would be short-lived, but that hasn’t been the case. TCA Chairman Dennis Dellinger suddenly found himself leading an Association by means of emails, texts, telephone calls, and virtual meetings. And lead he did. In his third “chat,” Chairman Dellinger brings members up to date on the Association’s accomplishments of the past two months, touches on key industry issues such as a proposed highway bill, talks about how trucking has been thrust into the spotlight as a result of the pandemic, and closes with a word of encouragement as the industry continues to face the unknowns of dealing with an unprecedented pandemic. Mr. Chairman, you are now halfway through your term. Give us an update on how you think things are going and what is on the agenda during the last half of your term. Our work at TCA has continued much the same as that of our industry. My agenda this year was broad and included engagement, image, and advocacy. As an industry deemed vital, our drivers have been lifelines for many communities throughout our nation when other industries were forced to step back. Our drivers have been thrust in the limelight and have been recognized as heroes. It is now our responsibility to keep the momentum going and determine how to get publicity outside our industry for those recognition programs we operate within the Association. COVID-19 has forced us to look at how we operate daily and how we remain relevant as an Association.  The staff has never taken its eyes off the ball as they have overcome obstacles that have allowed them to communicate and deliver pertinent information critical to the membership. COVID-19 will force us to find alternatives to accomplish our desired goals for the balance of the year, but I stand confident the staff and membership will prevail. As we speak, you are in Asheville, North Carolina, for the annual officers’ retreat. What precautions did you take to ensure the safety of the participants? Let me begin by saying I was excited that we were able to hold the meeting in Asheville and showcase the beautiful mountains of North Carolina and its illustrious greenery. We had much discussion prior, on both the practicality of holding the meeting and the safety of those participating. There were ongoing communications for months between TCA staff and those responsible at the Biltmore properties. The staff at the Biltmore was great to work with, proposing their respective guidelines in accordance with those mandated by (North Carolina) Gov. (Roy) Cooper’s office.  As a result, we met in an outdoor environment, under a tent, and wore masks when leaving our seats. Everyone handled the requirements in stride, allowing us to focus on the task at hand. In June, TCA held its annual Safety & Security Meeting as a virtual rather than in-person event. The number of registrants was far more than the attendance when the conference is held in person. Share with members some of the highlights of the event. The interest received from our virtual event was tremendous. In fact, this meeting generated nearly 1,200 registrants. Some of the highlights included comments from Federal Motor Carrier Safety Administration Acting Administrator Jim Mullen in our Fireside Chat, moderated by Dave Nemo, host of Radio Nemo on SiriusXM’s Road Dog Trucking. Our “Safety in the Round” conversations, though virtual, still provided beneficial insights, and the CEO Panel, in which I participated with some of my fellow officers, generated a lot of buzz. Honestly, the overall meeting was a success and demonstrated to us that there is still a need for industry interaction, even with COVID-19 spreading across the country. Both the annual Call on Washington and the Fall Business Meeting were scheduled for September but because of the COVID-19 crisis, the Call on Washington has been canceled and the Fall Business Meeting will be a virtual event.  Since they can’t come to Washington, would you encourage TCA members to contact their Congressional delegations via phone, text, email, or mail? One of the things that COVID-19 has shown this nation is how instrumental the trucking industry and its professional drivers have become as we battle this virus. While our nation deals with recovery efforts, Congress is certainly still pressing forward on meaningful legislation such as highway reauthorization and stimulus packages that have supported many carriers during this pandemic. In noting that, it is important our members continue to foster their relationships with those that govern. We have always insisted that we have a story to tell, and it is more important today than ever before to tell it. Developing alternative methods of communication outside of an annual visit to Washington has proven to be extremely beneficial toward fostering relationships with our friends on Capitol Hill, so we can best communicate the effect any potential legislation will have on our industry. In fact, once this pandemic is behind us, I would encourage inviting your senators and representatives to visit your terminals to help them gain a better understanding of how the rules and regulations affect your company. What are some of the discussion points they should make in those communications to legislators? To start, any discussion should begin with the desire to have a multiyear infrastructure bill to replace the FAST Act and make the Highway Trust Fund become more self-sustainable. One thing this pandemic has demonstrated is that the freight delivery model is more expedient with less traffic on the roads, and any infrastructure plan should come with the ability to repair our infrastructure so that traffic can move more freely. Additionally, movement on hair testing as an alternative to urine-based drug testing protocols is essential to support our industry’s zero-tolerance policy. Other issues like suspending the FET on equipment purchases and finding ways to increase truck parking availability would be extremely beneficial to the truckload sector of our industry.  Quite frankly, once this issue lands on the desks of our membership, the new rules concerning hours of service will be upon us. These rules have been developed based upon the data generated by ELDs and should be viewed as a mere start, not an end. These devices are telling a story, and flexibility is the answer. As the pandemic lessens and life begins to return to normal, how can the trucking industry sustain the extremely positive image that has been created during recent months? There is no doubt the professional truck drivers, who represent the tip of the spear in the fight against COVID-19, have received unprecedented and well-deserved accolades for their willingness to deliver the supplies our nation desperately needs. But, it is up to us to continue that positive momentum. Taking advantage of such image-building programs like Highway Angel and Driver of the Year have proven that we can continue providing our drivers with the kudos they so richly deserve. I think carriers will find similar programs at their state trucking association as well in an effort to continue recognizing our drivers who refused to give in to this virus. The House Transportation & Infrastructure Committee recently passed the Investing in a New Vision for the Environment and Surface Transportation in America (INVEST in America) Act that includes huge expenditures for roads and bridges. This bill was later incorporated within the larger Moving America Forward Act recently passed by the House. While this legislation is unlikely to pass the Senate in its current form, is this at least a start in coming up with a highway reauthorization bill to replace the FAST Act that expires at midnight September 30? It is important that these conversations continue to permeate throughout the halls of Congress, but we must still be cognizant of the fact that the House and Senate are widely divided when it comes to some of these issues. If you remember the last time we transitioned from MAP-21 to the FAST Act, there were 13 continuing resolutions passed prior to settling on what will be expiring at the end of September. We have been given every inclination that any highway reauthorization that gets passed will most likely traverse down the same road we experienced last time around. The INVEST in America Act includes an amendment that would raise the minimum liability insurance requirement from $750,000 to $2 million. What is TCA’s position on this increase? TCA policy is to support a minimum level of liability insurance, though what that level of insurance is remains to be seen. It is fair to point out, the level has not been raised since its introduction in 1980, and most carriers have reported receiving increases to insurance premiums over the past few years. However, the increase to $2 million seems random at best, and the reality is that any changes to the minimum levels of insurance should accompany tort reforms, so that nuclear verdicts can be addressed. A push to suspend the Federal Excise Tax (FET) on Class 8 trucks has garnered support from 55 Democrats. Does TCA support the suspension — or complete deletion — of the FET on Class 8 tractors? TCA does support the suspension of the FET as a response to the COVID-19 global pandemic and assistance with any federal recovery efforts. We believe the suspension of the FET would serve as an extremely effective policy to spur the sales of newer, cleaner trucks, which would retain jobs in the trucking sector and help rebuild the economy. Due to the pandemic, truck sales are expected to plummet by 50% in 2020. In order to help jumpstart the economy as the virus ebbs, suspension of the 12% FET would immediately spark the purchase of new heavy duty trucks and trailers, as well as assist in saving nearly 7.8 million American jobs in trucking. On a personal note, the COVID-19 pandemic has dealt a blow to our country and our beloved trucking industry.” Would you like to offer a word of encouragement to Americans and especially members of the trucking community? I wish I could be more original in offering up encouragement without being overly simplistic, but it is only faith, knowing things will get better, that calms my angst and fear of the unknown we face with the COVID-19 pandemic. Feeling helpless does not allow us to make good decisions in our companies or our Association. Early in the pandemic a co-worker sent me a short video that the author, Jim Collins, sent his readers, which has helped to guide me. Jim shared that if he had one piece of advice during these times, it would be a comment he refers to as the Stockdale Paradox. You must never confuse faith that you will prevail in the end — which you can never afford to lose — with the discipline to confront the most brutal facts of your current reality, whatever they might be. Take time to read about Vice Admiral James Stockdale and the context in which he spoke these words.  

Truckload Authority Microsite

The Truckload Carriers Association and The Trucker Media Group recently debuted a microsite that showcases Truckload Authority magazine articles. Visit the new microsite at thetrucker.com/TLA. Truckload Authority is the official digital and print magazine of the TCA and is published in partnership with The Trucker Media Group. Truckload Authority includes articles about current and proposed governmental regulations and legislative issues affecting the trucking industry, as well as insider perspectives by industry leaders. The publication also features information about TCA’s contests, programs, and topics affecting its members. “We’re proud to feature these insightful articles on a designated website for our membership and the public to read,” said TCA President John Lyboldt. “We look forward to expanding the readership on these timely and relevant articles, as well as hearing your feedback.” “We are proud to be expanding our partnership with TCA with the launch of the Truckload Authority magazine online edition,” said The Trucker Media Group CEO Bobby Ralston. “The online edition will enhance our ability to reach thousands more with the story of how TCA has become the prominent organization in the truckload segment of our industry, all achieved through the dedication and hard work of its membership, its officers and its executive staff under the leadership of its president, John Lyboldt.” To provide feedback or to learn more about advertising opportunities, contact [email protected].

A different approach: Jill Maschmeier brings a fresh outlook and creativity to safety and compliance

To say that Jill Maschmeier has flair and enthusiasm is an understatement. There aren’t many people who incorporate a fog machine or a crystal ball into a presentation about safety issues, but that is just one way that Maschmeier stands out amongst her peers. “Jill always wants to do things a little bit differently, but not in a bad way,” shared Truckload Carriers Association Vice President of Government Affairs David Heller, referring to Maschmeier’s involvement in annual TCA safety meetings and other speaking events where she is given a platform to further discuss safety issues. “She likes to deliver a message in a way that is not necessarily the norm. When she calls, I always say, ‘How are you going to scare me today?’” he said with a laugh. Maschmeier, who is the director of safety and compliance for National Carriers Inc. (NCI), said she enjoys adding an interesting touch to a presentation about a topic that might not be considered “fun.” A little bit of laughter isn’t all Maschmeier brings to the table in the area of safety and compliance: She also brings a wealth of knowledge and a proven track record of excellence in the field. Now she can add 2020 TCA Safety Professional of the Year — Clare C. Casey Award recipient to her list of accomplishments. The award is named for Clare Casey, a devoted safety professional who actively served TCA from 1979 to 1989 and was instrumental in forming the first annual Safety and Security Division Meeting. “This is an award that is bestowed to a safety professional within TCA that certainly demonstrates a career achievement in safety. It is given to those that have demonstrated an impact,” added Heller. Maschmeier certainly fits the bill. Surprisingly, though, she had no experience in safety before accepting a job with NCI in 2000. In fact, she jokingly admits that before joining NCI, she was anything BUT familiar with “compliance.” “I couldn’t even spell compliance,” she shared with a laugh. “Maybe it should be embarrassing to me, but I think it’s hilarious, actually.” When Maschmeier joined the team at NCI, the company had an “unsatisfactory” safety rating from the Federal Motor Carrier Safety Administration (FMCSA). A year later, with Maschmeier leading the department, NCI earned a “satisfactory” rating on its next inspection — as well as a letter of recommendation from the U.S. Department of Transportation (DOT). Maschmeier said she continues to view that improvement as a badge of honor. But how did she do it? First, she quickly credits the entire company for its desire to grow and be better in the area of safety. She and her team worked long hours, nearly seven days a week, every week for nearly a year to prepare for the inspection. Because Maschmeier didn’t have a background in safety, she knew she had a lot to learn, so she asked a lot of questions. “Achieving that satisfactory rating was one of the most wonderful things I’ve ever experienced,” said Maschmeier. “I was in constant contact with [FMCSA] during that time. That’s what I wish people could learn from this experience. If you’re upfront, honest, and trying to correct errors, they will help you.” Heller said that a desire to learn is another of Maschmeier’s greatest qualities — and a quality that remains unchanged now that she has become a veteran safety professional. She is never afraid to ask questions, even many years after entering the field of safety and compliance: “That’s just part of her M.O.,” he explained. Throughout her nearly 20 years with NCI, Maschmeier has helped the company maintain an exceptional safety and compliance record and promoted a culture that places safety and compliance as a priority, but she hasn’t done it alone. She noted that NCI provides a great family-oriented environment that leads to an overall culture of safety and care. “We really, really do care about our drivers. We’re not so big that we don’t know most of our drivers by name,” she shared. “If they hurt, we hurt.” Maschmeier believes that knowing the rules and a constant desire to learn is what helps a trucking business stay on top of safety and compliance. As she has grown in the industry, she has gained several certifications that help her navigate the changing world of safety, including becoming certified through North American Transportation Management Institute (NATMI) and the Occupational Safety and Health Administration (OSHA). She is also a certified purchasing manager and licensed insurance adjuster. She works to spread a new outlook on safety through various organizations. She has served as a TCA Safety Council officer since 2019 and served on the Southwest Kansas Safety Council, and she was recognized as Kansas Motor Carrier Association’s 2016 Safety Professional of the Year. She has also partnered with FMCSA to educate others about electronic logging devices (ELDs). Maschmeier brings that same flair and enthusiasm to every podium she stands behind, including the FMCSA’s Commercial Vehicle Safety Summit, the Women In Trucking Conference, the Transportation Mega Conference, and, of course, TCA. “I can’t say enough positive words about her,” stated Heller. “She likes to set the tone a bit differently, and that is great. She wants to get people’s attention, and she wants to hold it and talk about issues that matter.”

TCA, CarriersEdge seek nominations for 2021 ‘Best Fleets to Drive For’

ALEXANDRIA, Va., and MARKHAM, Ontario — Truckload Carriers Association (TCA) and CarriersEdge are now accepting nominations for the 2021 Best Fleets to Drive For contest. During the nomination period, which began July 6 and continues through Sept. 6, professional drivers and independent contractors are encouraged to nominate their companies for the honor. “The Best Fleets to Drive For program is one with which each and every carrier wishes to align themselves,” said John Lyboldt, president of TCA. “Year after year, we’re honored to showcase these very deserving fleets. Especially this year, we want to recognize those that have provided an excellent workplace for drivers throughout the COVID-19 pandemic.” For the first time in the contest’s 13-year history, the nomination dates are earlier than normal, because TCA’s annual convention, Truckload 2021, will be held in January. This year’s contest is sponsored by EpicVue and TruckRight. Professional drivers can find out more about the Best Fleets to Drive For contest or nominate a company here. When nominating a fleet, the driver highlights things about the company’s culture that he or she likes, such as outstanding compensation, safety practices, benefits, equipment, training, etc. If the company accepts the nomination and agrees to participate, the survey then digs deeper into the fleet’s policies and practices, bringing to light the company’s practices that are innovative and/or successful. To be eligible, a fleet must operate 10 or more tractor-trailers in the U.S. or Canada; TCA membership is not required. Participating fleets will provide information about their current human-resource practices, both electronically and through phone interviews with senior management and a random sampling of drivers. The top 20 finishers will be identified as Best Fleets to Drive For. From this pool, fleets will be divided into “small” and “large” fleet-size categories, and two overall winners will be selected. The Top 20 winners, along with the two overall winners in the small and large fleet categories, will be recognized Jan. 23-26 during TCA’s annual Truckload 2021 convention in Nashville, Tennessee. In late August, fleets that have been nominated (or believe they will be nominated) are invited to learn more about the program requirements through a free, interactive webinar. The webinar will outline the questions that surveyors will ask, data requirements and methods for collecting information more easily. “This program evolves every year to reflect changes in the industry, and this is no different,” said Jane Jazrawy, CEO for Carriers Edge. “Throughout the pandemic, we’ve seen fleets go above and beyond to support their drivers, and we’re excited to start capturing more of those details through this process.” To view best practices from last year’s program as well as profiles of the overall winners, click here. Drivers and companies can also follow the contest on social media by searching the hashtag #BestFleets21.

Access Timely Webinar Recordings

Throughout this unprecedented time, the Truckload Carriers Association has made it a priority to provide our members with valuable resources. In addition to daily news briefings and COVID-19 resources page, TCA has hosted numerous webinars about truckload-specific topics relating to the pandemic as well as the overall success of its members. Financial Navigation in Uncertain Times This webinar featured expert speakers from the TCA Profitability Program (TPP) and KSM Transportation Advisors who shared financial best practices and strategies to build a strong contingency plan for your company during these uncertain times. Managing Operations During Uncertain Times This webinar featured key updates about how to protect trucking operations, recruiting professional truck drivers, contingency strategies, and more during COVID-19. Industry experts weighed in from TCA, TPP, and KSM Transportation Advisors. Leadership During Times of Crisis This webinar featured TCA Profitability Program’s Shepard Dunn and Ray Haight and The John Maxwell Team’s Allen Phibbs. They discussed how to recognize effective leadership strategies in times of crisis; identify and define what is meant by “crisis”; strategies to maneuver through times of difficulty and adversity; and successful thinking habits to apply during any crisis. Maintenance Procedures in Uncertain Times This webinar featured TCA Profitability Program’s (TPP) Jack Porter; Decisiv, Inc.’s Dick Hyatt; Prime, Inc.’s Kevin Bergman; and Bison Transport’s Mike Gomes. The speakers shared strategies to utilize for on-road repair, procedures to ensure driver safety, and protocols for tractor sanitation during COVID-19. Managing Independent Contractors in Uncertain Times This webinar featured industry professionals from the TCA Profitability Program (TPP) including Chris Henry; ATBS’ Todd Amen; and Scopelitis, Garvin, Light Hanson & Feary P.C.’s Greg Feary. The group shared the biggest opportunities in the CARES Act for owner-operators. Perfecting the New Normal: Building a Solid IT Infrastructure and Social Media Strategy This webinar featured industry professionals from the TCA Profitability Program (TPP) including Jack Porter; Bison Transport’s Mike Ludwick; Roehl Transport’s John Paape; and digital and social marketing consultant Jessica Columbo, who shared IT and social-media do’s and don’ts to consider during this uncertain time. Leadership’s Role in the New Freight Normal This webinar featured TCA Profitability Program’s (TPP) Jack Porter and Jetco Express CEO and thought leader Brian Fielkow. They discussed strategies for re-energizing a company’s workforce and leading staff through the COVID-19 crisis. Predictive Index Talent Optimization This webinar featured TCA Profitability Program’s (TPP) Jack Porter; Stay Metrics CEO Tim Hindes; and The Predictive Index’s Adam Vassar and Mike Wells. The group discussed how the use of talent optimization best practices and behavioral science can unlock employee potential to support companies in stabilizing their workforce during these challenging times. All recordings can be accessed from the TCA website. For questions, contact TCA’s Jim Schoonover at [email protected] or by calling (703) 838-1950. Join the conversation online by using the hashtag #TruckloadAcademy.