Truckload Authority - Spring 2014

Where States Stand • HOS Stress • TCA Honors Industry Excellence
O F F I C I A L P U B L I C A T I O N o f t h e T r u c k l o a d C a r r i e r s A s s o c i a t i o n
Spring 2014
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06 30 34
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Spring Edition | TCA 2014
President’s Purview
Volunteer Leaders Steer The Course
In March each year, TCA holds its Annual Convention. It is always hard for me not to
become a little nostalgic as I assumed my duties with TCA at the 2004 meeting. As I look back
over the last 10 years, one thing, above all else, stands out to me: TCA has, and continues to have,
great volunteer leaders.
I have often said that the association’s staff should not set the organization’s vision and
goals. While we are certainly knowledgeable about the issues that affect our members, we have
no first-hand experience with what it takes to run a trucking company. We are not operators on
the ground within your companies, so we are not in the best position to determine what is valuable
and what your priorities are.
All too often, association staff find themselves figuring out a vision for their organization
on their own. Over time, they almost see themselves as being on auto-pilot and more often than
not, the organization veers off course. In the end, members become confused about the identity
of the organization. They become dissatisfied with the performance of the association because
it is not reflective of their wants and needs. Fortunately, throughout our history, the volunteer
leaders of TCA have taken their role seriously and have kept us on course. Through deregulation,
industry turmoil and recessions, their leadership has kept us together and the members
satisfied, as evidenced by our member-survey results and today’s 93 percent member-retention
rate.
Our current group of officers is no different. In May 2013, with a new member survey in
hand, our elected officers, along with key staff, began developing a new strategic plan to guide
TCA over the next few years. The intent was to develop one that was reasonable, achievable,
and measurable. The board of directors adopted our new plan at its October meeting.
Chris Burruss
President
Truckload Carriers Association
cburruss@truckload.org
The plan identifies five strategic objectives for the association to focus on over the next few years:
• Education
• Networking
• Image
• Advocacy
• Healthy Drivers
There was unanimous agreement that these areas are core to what our members are looking
for in exchange for their investment in TCA. Within those strategic objectives, action items
were established to provide key performance indicators. In developing our annual budget, the
plan became the basis for the allocation of our resources. And we have developed a scorecard
to measure the progress and success of the plan’s implementation on a monthly, quarterly, and
annual basis. In effect, we have a road map that will keep us focused, on track, and growing.
So this March I once again feel a bit nostalgic, but I am also more optimistic than ever
about the journey that lies ahead . . . thanks to our volunteer leaders and our tremendous member
support.
Chris Burruss
President’s Picks
Follicly Challenged
To test or not to test hair follicles?
That is the question. Page 12
American Trailblazer
Carly Fiorina blazed a trail for millions of
women and is still leaving an indelible
mark on America. Page 16
Delivering More Than Wreaths
Truckers supporting Wreaths Across America
are delivering hope and healing to the
families of our nation’s fallen. Page 41
TCA 2014 www.Truckload.org | Truckload Authority

555 E. Braddock Road, Alexandria, VA 22314
www.Truckload.org
The
Road
Map
ROUTING & NAVIGATION
PROVIDED BY
President’s Purview
3 | Volunteer Leaders Steer the Course by Chris Burruss
LegisLative Look-in
6 | Executive Action
12 | Follicly Challenged
16 | nationaL news maker excLusive
Profile of an American Trailblazer with Carly Fiorina
- sponsored by The Trucker news organizaTion -
24 | Where States Stand
tracking the trends
- sponsored by skybiTz -
sPring 2014
26 | HOS Stress
30 | Out of Service: Part I
a chat with the chairman
- sponsored by McLeod sofTware -
34 | Walking Away a Winner with Tom B. Kretsinger, Jr.
member maiLroom
40 | Honoring the Ambassador Club
taLking tca
41 | Delivering More Than Wreaths
44 | TCA Honors Industry Excellence
46 | Mark Your Calendar
chairman of the board
Tom B. Kretsinger, Jr.
President & CEO, American Central Transport
President
Chris Burruss
cburruss@truckload.org
vice President – deveLoPment
Debbie Sparks
dsparks@truckload.org
director, safety & PoLicy
Dave Heller
dheller@truckload.org
first vice chair
Shephard Dunn
President & CEO
Bestway Express
second vice chair
Keith Tuttle
President
Motor Carrier Service, Inc.
executive vice President
William Giroux
wgiroux@truckload.org
communications director
Michael Nellenbach
mnellenbach@truckload.org
director of education
Ron Goode
rgoode@truckload.org
treasurer
Rob Penner
Vice President
Bison Transport
secretary
Russell Stubbs
President
FFE Transportation Services, Inc.
immediate Past chair
Robert Low
President & Founder, Prime, inc.
The viewpoints and opinions of those quoted in articles in this
publication are not necessairly those of TCA.
In exclusive partnership with America’s Trucking Newspaper:
1123 S. University Ave., Ste 320, Little Rock, AR 72204
www.TheTrucker.com
vice President
Ed Leader
edl@thetrucker.com
editor
Lyndon Finney
editor@thetrucker.com
associate editor
Dorothy Cox
dlcox@thetrucker.com
PubLisher + generaL mgr.
Micah Jackson
publisher@thetrucker.com
creative director
Raelee Toye
raeleet@thetrucker.com
Production + art director
Rob Nelson
robn@thetrucker.com
sPeciaL corresPondent
Cliff Abbott
cliffa@thetrucker.com
contributing writer
Aprille Hanson
aprilleh@thetrucker.com
Production + art assistant
Tyler Bean
tylerb@thetrucker.com
administrator
Leah M. Birdsong
leahb@thetrucker.com
2014
TRANSPORTATION
TECHNOLOGY
advertising and marketing dePartment
Raelee Toye, Sales Director
raeleet@thetrucker.com
nationaL marketing consuLtant
Kurtis Denton
kurtisd@thetrucker.com
nationaL marketing consuLtant
Kelly Brooke Drier
kellydr@thetrucker.com
© 2014 Trucker Publications Inc., all rights reserved. Reproduction without written permission
prohibited. The publisher assumes no responsibility for unsolicited material. All advertisements
and editorial materials are accepted and published by Truckload Authority and its exclusive partner,
Trucker Publications, on the representation that the advertiser, its advertising company and/
or the supplier of editorial materials are authorized to publish the entire contents and subject
matter thereof. The publisher reserves the right to accept or reject any art from client. Such entities
and/or their agents will defend, indemnify and hold Truckload Authority, Truckload Carriers
Association, Target Media Partners, and its subsidiaries included, by not limited to, Trucker
Publications Inc., harmless from and against any loss, expense, or other liability resulting from
any claims or suits for libel, violations of privacy, plagiarism, copyright or trademark infringement
and any other claims or suits that may rise out of publication of such advertisements and/or
editorial materials. Press releases are expressly covered within the definition of editorial materials.
Cover Photo Courtesy of Carly Fiorina Enterprises
Additional magazine
photography courtesy of:
AP Images: p. 7
Carly Fiorina Enterprises: p. 4,
16, 18, 21, 22
FotoSearch: Cover, p. 4, 14, 24, 25,
26, 30, 31, 40, 46
Kemp Goldberg: p. 4, 41
Matt Nichols, Nichols & Co.:
p. 34, 38
Truckload Carriers Association:
p. 44
The Trucker News Organization:
p. 12, 26, 30, 31
Tom B. Kretsinger, Jr.: p. 36
4
Truckload
Truckload
auThoriTy
Authority
|
| www.Truckload.org
www.Truckload.org Tca
TCA
2014
2014

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Spring Edition | TCA 2014
Legislative Look-In
By Lyndon Finney
President Barack Obama, frustrated by a Republican House of Representatives
that has thwarted much of his legislative agenda, let it be known loud and
clear during his State of the Union address January 28 that they’d better get on
board — or get out of his way.
He promised to use the power of the pen — translated executive orders
— to advance his agenda.
“Let’s make this a year of action. That’s what most Americans want — for all
of us in this chamber to focus on their lives, their hopes, their aspirations,” he
told lawmakers. “And what I believe unites the people of this nation, regardless
of race or religion or party, young or old, rich or poor, is the simple, profound
belief in opportunity for all — the notion that if you work hard and take responsibility,
you can get ahead.”
He wasted little time on his promise, raising the minimum wage for federal
contract workers, putting in place a new import/export law he said would reduce
supply chain barriers to commerce while continuing to protect our national
security, public health and safety, the environment and natural resources, and
announced an order for new emissions standards for medium- and heavy-duty
trucks.
All of which begs the question: how much power does the Constitution grant
the president of the United States?
Historians tell us that the delegates to the Constitutional Convention of
1787 gave surprisingly little attention to the executive branch of government.
In contrast to the protracted debates over the powers of Congress, the powers
of the president were defined fairly quickly and without much discussion.
As a result, one can study (then future President James) Madison’s “Notes
of Debates” without ever reaching a clear understanding of the scope of the
authority the framers intended to give the executive.
Despite the lack of attention given to the position, historian Jack Rakove
called the creation of the presidency the framers’ “most creative act.”
The Constitution, however, provided little hint that the president would become
as powerful as the office has in modern times. The framers obviously
assumed that the legislative branch would be much more influential.
To some extent, they were correct, especially when it comes to a sitting
president swearing to do an end run on Congress.
And if the president wants to make more use of his executive power, he
should make sure he uses it in a constructive manner, says one Republican
governor.
Louisiana Gov. Bobby Jindal is encouraging the president to use his executive
authority to jumpstart the economy.
Jindal said while it was “blatantly unconstitutional” for the president to ignore
federal laws, Obama’s position allows him to work around Congress in
constructive ways.
“Instead of new regulations, new spending that haven’t worked, I would
argue he should use his newfound executive power to actually promote jobs,”
Jindal said, adding that Congress should be doing more as well. “It’d be hard to
argue they could be doing less.”
If an executive order is clearly inappropriate, then Obama and his administration
are masters of federal regulations.
It would take a room of accountants to figure out just how many federal
regulations are in the pipeline at one stage or another, but the Department of
Transportation alone is working on 111 rulemakings with 16 of those coming
from the Federal Motor Carrier Safety Administration.
It is becoming blatantly obvious what’s behind Obama’s rhetoric: it’s politics
at its best designed to keep the Democrats from losing control of the Senate
and gain more seats in the House, where a Democratic majority is not a probability.
And, no doubt Obama hopes his assertive action will boost his approval rating,
which in early March stood at 42 percent, according to Gallup. Of recent
presidents, only Harry Truman and George W. Bush had lower approval ratings
after one year of their second term.
So after two months of the second session of the 113th Congress, where
do things stand in what has amounted to a three-year standoff between the
executive and legislative branches of the government?
INFRASTRUCTURE FUNDING
While for the most part the nation’s highways linger in deplorable condition
and trucks and cars jam those roads despite “bumpity, bumpity, bump”
rides, the president briefly mentioned transportation in his State of the Union
address.
Instead — bringing focus to the nation’s deteriorating transportation system
— Obama mentioned infrastructure funding and natural gas as part of his push
for tax reform and job creation.
Obama said he wants to see natural gas become a primary fuel source and
revenue from potential tax reform used in infrastructure and highway funding.
He added that he plans to take steps to “slash bureaucracy and streamline
Executive Action
permitting” for major transportation projects.
“We can take the money we save from this transition to tax reform to create
jobs rebuilding our roads, upgrading our ports, unclogging our commutes
— because in today’s global economy, first-class jobs gravitate to first-class
infrastructure,” Obama said. “We’ll need Congress to protect more than 3 million
jobs by finishing transportation and waterways bills this summer. That can
happen.”
The president took steps to try and make that happen in late February
when he announced a plan to ask Congress for $300 billion to update roads
and railways.
The president says half of that $300 billion should come from an overhaul
of the corporate tax plan.
In his speech, the president also noted that natural gas could help the U.S.
become more energy independent.
“I’ll cut red tape to help states get those factories built and put folks to
work, and this Congress can help by putting people to work building fueling
stations that shift more cars and trucks from foreign oil to American natural
gas,” Obama said.
There are at least three obstacles to overcome before the president’s overall
infrastructure plan can become reality.
First, the timetable for natural gas becoming a primary source of transportation
fuel is uncertain.
Second, absent of funding for transportation construction projects, there
will be no new jobs.
Third, absent of some gutsy calls by Congress, there probably won’t be
much money for highway projects and getting a corporate tax overhaul, or any
type of tax overhaul for that matter, would be hard to pull off.
Even the president and Transportation Secretary Anthony Foxx admit the
Highway Trust Fund is going broke.
Realists believe the fastest and most equitable fix is to raise the federal tax
on gasoline and diesel, which is the policy position of most trucking industry
stakeholders.
But a bill to raise the federal fuel tax by 15 cents introduced in early December
by Rep. Earl Blumenauer, D-Ore., has never had a hearing before the House
Ways and Means Committee.
With the current surface transportation bill set to expire later this year, it
will be up to the president and Congress to work together to find the money
— hopefully absent of public-private partnerships and more toll roads — to find
a way to rescue the Highway Trust Fund.
WAGE EQUITY REFORM
The president calls equal pay a family issue, noting in a policy statement
that women make up nearly half of the U.S. labor force and are a growing number
of breadwinners in their families. More women are also working in positions
and fields that have been traditionally occupied by men. When women are not
paid fairly, not only do they suffer, but so do their families.
“Despite passage of the Equal Pay Act of 1963, which requires that men
and women in the same workplace be given equal pay for equal work, the
‘gender gap’ in pay persists,” the president said. “Full-time women workers’
earnings are only about 77 percent of their male counterparts’ earnings. The
pay gap is even greater for African-American and Latina women, with African-
American women earning 64 cents and Latina women earning 56 cents for
every dollar earned by a Caucasian man.”
And, he adds, decades of research shows that no matter how you evaluate
the data, there remains a pay gap — even after factoring in the kind of work
people do, or qualifications such as education and experience — and there is
good evidence that discrimination contributes to the persistent pay disparity
between men and women.
“In other words, pay discrimination is a real and persistent problem that
continues to shortchange American women and their families,” Obama said.
But like many of Obama’s other policies, equal pay ran into a Congressional
roadblock when a bill that would pave the way for women to more easily litigate
their way to pay equality never made it to the Senate floor in 2012.
“It’s a very sad day here in the United States Senate,” Sen. Barbara Mikulski,
D-Md., said after the Senate voted 52-47 to open debate on the issue, eight
votes short of the 60 required.
Only one Republican took to the Senate floor to denounce the measure.
“Let me be clear: Pay discrimination based on gender is unacceptable,”
Dean Heller, R-Nev., said. “Despite the political rhetoric around here, everyone
agrees on this fact. The question is, will the Paycheck Fairness Act actually address
workplace inequality? And the simple answer is no.”
Democrats tried to frame the issue as a broader economic one.
“Middle-class families need the economic security,” Sen. Debbie Stabenow,
D-Mich., said.
There has been no equal pay legislation introduced in the 113th Congress,
Truckload Authority | www.Truckload.org TCA 2014

only a House resolution introduced in 2013 by Rep. Lois Frankel, D-
Fla., that would recognize the significance of Equal Pay Day to illustrate
the disparity between wages paid to men and women, and the
resolution never made it out of committee. The 2014 Equal Pay Day
is Tuesday, April 8.
Meanwhile, there are some conservatives who think there’s not
the pay disparity Obama says there is.
“The statement that women get less pay for equal work is a false
assertion that comes from comparing the earnings of men and women,”
Sarah Morris wrote in a blog posted on heritage.org. “The comparison
lumps together men and women who work different numbers
of hours. Often, a woman may choose to work fewer hours than a fulltime
man because she prefers a flexible schedule. Second, the gap
claim puts each gender’s earnings from varied vocations on the same
level. Men often choose more dangerous and physically demanding
lines of work, which can affect pay scales, yet the gap claim averages
types of professions together.
“The discriminatory ‘glass ceiling’ claim persists, indicating that
women are restricted to lower-paying jobs and careers and kept out
of senior management positions. Yet many women, even those with
stellar academic records, actually prefer to work part-time to combine
their work life with family life. If a woman wants to put in the hours
to be in senior management, she will. But she often chooses not to,
because that means missed dance recitals, hockey games and birthday
parties.”
MINIMUM WAGE INCREASE
Obama used his pen to issue an executive order to raise the minimum
wage for federal contract workers to $10.10 and wants the same
for all Americans.
A federal contract worker is someone that works for a private sector
company that has been hired by a federal agency to do work.
This can be anything from someone working on roads to a computer
programmer.
While some of these workers didn’t make $10.10 before the executive
order, most already make more, probably much more, than that.
Raising the minimum wage to $10.10 gets mixed reviews from
the non-partisan Congressional Budget Office (CBO), which says that
such a minimum could reduce total employment by 500,000 workers
by the second half of 2016, but would also lift 900,000 families out of
poverty and increase the incomes of 16.5 million low-wage workers
in an average week.
Assuming they still had a job, and assuming the bi-partisan Congress
could indeed pass such legislation.
The CBO report was embraced by leading Republicans, who have
opposed raising the minimum wage despite its widespread popularity
in public opinion polls.
“Raising the minimum wage could destroy as many as 1 million
jobs, a devastating blow to the very people that need help most in this
economy,” Sen. Mitch McConnell, R-Ky., the Senate minority leader,
said. “If and when Democrats try to push this irresponsible proposal,
they should be prepared to explain why up to a million Americans
should be kept from having a job.”
How many of those 1 million jobs might come from the trucking
industry is anyone’s guess. It’s far too early to assess the impact of
a $10.10 minimum wage — or any increase for that matter — on the
trucking industry, key industry leaders said.
An online check of average wages of 220 professions listed under
general freight trucking revealed that less than 2 percent of the jobs
on average paid less than the proposed minimum wage.
Another factor that could impact trucking is wages paid to workers
at manufacturing plants that use trucks to ship goods. An online check
revealed that the average manufacturing worker in the United States
earns $13.72 an hour.
As expected, Democratic lawmakers and liberal groups joined the
Obama administration in challenging the CBO report.
“I haven’t seen Republicans this excited about something that
bucked the trend in their favor since the last poll showing Mitt Romney
was about to be elected president,” said Brad Woodhouse, the
president of Americans United for Change, a liberal advocacy group.
“But sorry to rain on their parade — one report does not a trend
make.”
So, it appears for now that a higher minimum wage won’t become a
reality in this Congress, and there’s no power of the presidential pen that
can change that.
TCA 2014
“What I offer tonight is a set of concrete, practical proposals
to speed up growth, strengthen the middle class and
build new ladders of opportunity into the middle class. Some
require Congressional action, and I’m eager to work with all
of you. But America does not stand still — and neither will I.
So wherever and whenever I can take steps without legislation
to expand opportunity for more American families, that’s
what I’m going to do.”
President Barack Obama
State of the Union Address
January 28, 2014
www.Truckload.org | Truckload Authority

The road to
protecting
your fleet
JOBS
The Democrats and the Republicans have similar agendas on how to foster
job growth.
But job creation is mired down with the same problem as other big issues:
it’s either “my way or the highway.”
Obama is quick to point out that he inherited an economy in free fall,
with huge deficits, skyrocketing health care costs, dwindling employment and
banking and housing markets on the brink of collapse. He points out that
working with Democrats, he was able to stabilize the financial system and
helped to prevent a second Great Depression.
An economy that was losing 700,000 jobs a month is now gaining jobs,
the White House says, but admits that although America is now moving forward
on the road to recovery, there is still a long way to go.
Obama says he and the Democrats are fighting to strengthen the economy
further and create jobs for American workers by ending tax loopholes for
corporations, providing tax cuts to small businesses, investing in a clean-energy
economy and putting Americans to work rebuilding the infrastructure.
The White House is counting on improvements and additions to the nation’s
infrastructure to fuel job growth.
In the State of the Union address, Obama coined it as his “fix-it-first”
policy.
The plan allocates $50 billion for investment in U.S. infrastructure, with
80 percent of that going towards the reparation of highways, bridges, transit
systems and airports most in need of repair.
The Republican agenda for jobs and thus economic growth centers around
energy independence, lowering healthcare costs, expanding education opportunities,
simplifying the tax code, controlling spending, fostering innovation,
immigration reform, reining in red tape, expanding markets for manufacturers
and small businesses and finally, stopping waste and fixing broken
government.
But with the bi-partisan attitude in Washington these days, Democrats
and Republicans can’t agree on how to agree, and so what job growth there
is during the remaining Obama administration will come in spite of Washington.
CLIMATE WARMING
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Like a boxer’s manager whose fighter has had enough, Obama has apparently
thrown in the towel when it comes to getting climate change legislation
through the 113th Congress.
Any action on climate change over the next three years will have to come
through regulations and executive actions, he said, virtually throwing in another
towel on the ability of the Democrats to regain total control of Congress.
During his State of the Union address, the president drew attention to
climate change and said it was a fundamental problem that will affect future
generations.
“Our energy policy is creating jobs and leading to a cleaner, safer planet.
Over the past eight years, the United States has reduced our total carbon pollution
more than any other nation on earth,” Obama said. “But we have to act
with more urgency because a changing climate is already harming western
communities struggling with drought, and coastal cities dealing with floods.”
And about those executive actions ...
“That’s why I directed my administration to work with states, utilities
and others to set new standards on the amount of carbon pollution our power
plants are allowed to dump into the air,” Obama told Congress. “The shift to
a cleaner energy economy won’t happen overnight, and it will require tough
choices along the way. But the debate is settled. Climate change is a fact. And
when our children’s children look us in the eye and ask if we did all we could
to leave them a safer, more stable world, with new sources of energy, I want
us to be able to say ‘yes, we did.’”
The Republications’ position on climate change is to oppose anything that
changes the status quo.
Republicans do understand that the planet is warming, but the Tea Party
view has come to dominate many GOP views, especially on this subject.
The Republicans’ tough stance has left Obama with two choices:
Do nothing or use the executive branch’s regulatory power to reduce carbon
emissions wherever it could. Obama left no doubt about which route he
would take when he announced the directive to drastically cut the carbon
footprint left behind by medium- and heavy-duty trucks, something most
trucking stakeholders support, but at the same time acknowledging that such
a move will once again drive up the cost of equipment.
Whether there is enough ink in the Constitution ocean and enough minutes
on his cell phone for the president to do all the things he’s threatened to
do in order to advance his legislative agenda remains to be seen.
Truckload Authority | www.Truckload.org

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F o l l i c l y
Challenged
T o test or not to test hair follicles?
t h a t is the question. S t o r y b y D o r o t h y C o x
The annals of stardom are littered with cocaine overdoses. Yet a celebrity
chef just recently admitted her love affair with cocaine and a former Disney star
says she, too, loves cocaine and wants to take it on an airplane.
Said one star of his cocaine addiction: “Taking drugs to me is like having a
shotgun in my mouth with my finger on the trigger, and I like the taste of the gun
metal.”
Cocaine prices are much lower than they were in the early 1980s, and it’s not
only more “affordable” but more easily obtained, now, by the average citizen.
Until the ’80s, cocaine was a small-time business, with coca leaves being processed
in ramshackle houses in Colombian suburbs. Early on, trafficking was usually
a one- or two-man operation and even drug kingpins like Pablo Escobar and
the Ochoa brothers had to smuggle their cocaine out of the country in their own
suitcases.
With the upswing in demand that began at the end of the 1970s, however, drug
lords built their empires, modernized processing, transport and retail networks,
and lowered prices by more than 60 percent over the next 10 years.
More recently, the legalization of marijuana is gaining traction globally and here
at home, with The Associated Press reporting that the current White House administration
is “more open to drug war alternatives.”
President Barack Obama recently told The New Yorker magazine he considers
marijuana less dangerous to consumers than alcohol and that “ … it’s important
that the legalization experiments in Washington [state] and Colorado go forward”
because of different marijuana-related incarceration rates among the races.
Against this background, it seems society together with the government could
be making drug use by truck drivers a greater possibility, or at least make it more
affordable and available.
And many carriers are wanting, as C.R. England Compliance Director Derek
Ohata put it, to “get ahead of the curve.”
“We decided to do the right thing to lead the way to be one of the safest carriers
on the road,” said Ohata. “We saw the potential for a regulation and decided to get
ahead of the curve and do hair testing.”
What they found was an increase in positive test results, said Ernie Mebius,
C.R. England’s drug and alcohol manager and designated employee representative.
And, Mebius added, they found that the urine and hair follicle testing pointed
out different drugs. With the urine tests it was mainly marijuana and with hair tests
they saw more cocaine.
Between May 2006 and
February 2013 hair
follicle testing leader
J.B. Hunt tested 64,814
potential drivers using
hair testing in addition
to urinalysis, with 3,221
potential drivers failing/
refusing the tests
- Arkansas business
It’s not exactly a secret that hair follicle testing is showing up more
cocaine results, as horrible as it sounds.
Between May 2006 and February 2013 hair follicle testing leader
J.B. Hunt tested 64,814 potential drivers using hair testing in addition to
urinalysis, with 3,221 potential drivers failing/refusing the tests, Arkansas
Business reported.
Of those 3,221, 1,712 or 53 percent, tested positive for cocaine.
The reason, said Ohata, is that a drug stays in the hair follicle from the
head from 30 days to six months depending on the length of the hair,
and with body hair up to a year.
“Hair identifies more users because it has a longer time frame,
agreed Kyle A. Hicks, regulatory affairs specialist for Omega Laboratories
near Akron, Ohio, the lab which does drug testing for C.R. England
12 Truckload Authority | www.Truckload.org TCA 2014

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and some 7,000 other clients, including more than 25 carriers.
When a drug is taken into the body it is broken down into metabolites, which
are excreted into the hair shaft. With the urinalysis, metabolites come out as
waste from the body within two to three days. Because of that, said Hicks, hair
test results turn up those who have used drugs over a longer period of time,
what hair testing proponents call “lifestyle users.”
CalArk President and CEO Rochelle Bartholomew said her company has
considered doing hair follicle testing for pre-employment and ramdom testing
because it’s “a more effective way to identify drug users, which would help
them from getting behind the wheel and putting the motoring public and the
company at risk.”
Con-way Truckload has implemented pre-employment hair follicle testing for
all its 2014 drivers and non-driver applicants as well.
And “plans are being evaluated to implement random driver hair follicle
testing in 2015,” said Con-way Truckload’s Director of Safety Chris Shilhanek.
“Safety is our number one core value, which supports our decision to utilize
hair follicle testing.”
Hair testing can cost from more than half to up to 90 percent more than
urine testing, but C.R. England’s Mebius predicts that as more carriers turn to
hair testing the price will come down.
And carriers using hair testing consider the benefits to far outweigh the cost.
“The potential to remove lifestyle users from the trucking industry is a priority
over the additional expense,” said Shilhanek.
“From the data that has been reviewed,” said Bartholomew, “I feel the cost
is worth it. You have to think of the risk of having a drug user behind the wheel
and if anyone would have an accident while under the influence, the cost of
the test would not be the concern, but a possible loss of a life would be.”
Yet even as hair testing is utilized more, the tests will not enable carriers to
cast a wider net to get substance abusers out from behind the wheels of commercial
trucks until the government sets regulations for hair testing procedures
and allows carriers to share positive hair test results with each other.
As it stands now, a driver applicant testing positive for drugs on a hair test
can just waltz on down the street to a company which only uses urinalysis.
“Every carrier that adopts hair follicle
testing removes a driving opportunity
for lifestyle users. Together,
we are part of the broader campaign to
address this important issue.”
- Chris Shilhanek
Director of SafetY
Con-way truckload
It’s an issue that has greatly worried carriers, prompting a coalition of trucking
interests to work with the entire Arkansas Congressional delegation and
a Wisconsin lawmaker to introduce companion bills in the House and Senate
directing the U.S. Department of Health and Human Services (HHS) to
recognize hair testing as an optional method to comply with DOT drug testing
requirements for commercial truck drivers.
The hope is that HHS would issue hair testing standards to accompany the
mandate, said Shilhanek and Bartholomew.
The legislation “definitely would be beneficial to us and the industry,” enhancing
safety and reducing carrier liability, said Ohata.
The bills have been referred to committees, but even should they pass, it
would take up to two years to get a recommendation to the HHS’s Substance
Abuse and Mental Health Services Administration (SAMHSA) administrator,
and then on to the HHS secretary and the Office of Management and Budget.
Then it would have to be published for the 90-day comment period, said Ron
Flegel, director of SAMHSA’s Division of Workplace Programs.
He said SAMHSA’s Drug Testing Advisory Board still has some issues with
hair testing, those being hair color bias and contamination.
The Federal Motor Carrier Safety Administration recently issued its Notice
of Proposed Rulemaking on the development of a Drug and Alcohol Clearinghouse,
but the NPRM doesn’t include reporting hair follicle testing because
there are no federal testing standards as yet.
So it’s not exactly back to square one for those who would like to see hair
testing become a DOT-approved option for random and pre-employment driver
screening, but it is an uphill battle.
“Transparency of all drug testing results are necessary,” said Shilhanek. But
“while we hope transparency of results will come in the future, we can make
small steps towards this goal in the meantime.
“Every carrier that adopts hair follicle testing removes a driving opportunity
for lifestyle users. Together, we are part of the broader campaign to address
this important issue.”
Yet even as the hair testing option gains momentum on several fronts, other
storm clouds are raining on trucking’s parade: abuse of prescription drugs
and the recent glut of “designer” drugs created by street chemists and sold for
huge profits.
Omega’s Hicks said some of the lab’s clients use a medical review officer
to determine if a carrier applicant or current driver has a prescription for the
drugs found in his or her system. A positive sample for codeine, for example,
could be because the driver had a “valid prescription.” But carriers still have
to deal with whether the driver should be behind the wheel while taking a prescription
drug and if the drug is being abused.
Less seems to be known in trucking about designer drugs, which change
almost from minute-to-minute and can be cut with all sorts of poisonous concoctions.
Hicks said at present tests aren’t being conducted for synthetic marijuana or
one of the newer drugs, “bath salts,” not real bath salts but chemicals said to
create a “high” similar to pot and even cocaine.
One newly recruited driver shared on Facebook that his trainer was frequently
getting high on synthetic pot and the recruit feared both losing his life
in a crash and losing his job if he reported the abuse.
So, once again carriers will have to stay ahead of the curve, keep prodding
the federal government and close ranks to work together.
14 Truckload Authority | www.Truckload.org TCA 2014

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with
profile of an
american trailblazer
By Micah Jackson and Lyndon Finney
She was born September 6, 1954, in Austin, Texas, the middle child of
a law professor and a portrait and abstract artist in an era when today’s
dazzling, high-powered, life-changing electronic technology was only a
figment of someone’s imagination.
Growing up she had no interest in the business world, primarily because
her family never moved in those circles.
She found herself always striving to please her parents, but to others,
she had a boring personality.
“I was a goody two shoes,” she says now.
When it came time for college, she opted for a liberal arts degree in
philosophy and medieval history from Stanford University only to learn
when she graduated that — caught in the middle of a recession — she
was essentially unemployable.
In short order, she had a sour romance with law school, worked as a
receptionist at a real estate firm (where two executives forever changed
her outlook on life), moved to Italy to teach school, came back to the
United States, earned her master’s degree and went to work for AT&T.
Although she didn’t know it at the time — and neither did the world
— Carly Fiorina was set to become a pioneer in
American business, doing what many had deemed
impossible for a woman — rising to the top of the
corporate ladder.
THE EARLY YEARS
“My parents both believed in the power of
education, in the opportunity to build any kind
of life you chose and what I remember and am
so grateful for from both of them is they pushed
hard,” Fiorina said during an hour-long exclusive
interview with Truckload Authority.
“They pushed hard that I had to get educated,
they pushed hard that I had potential and I needed
to fulfill it, they pushed hard on integrity and honesty and ethics and
we talked about all of those things at the dinner table. They wanted us to
have a world view. I was blessed to have an upbringing where my sights
were lifted and I was pushed to achieve whatever I was capable of and
whatever I wanted.”
However, her desire to have whatever she wanted would later bring
sadness to her father.
After she graduated from Stanford without a job, the only thing that
seemed logical was to do what her dad wanted her to do — attend law
school.
So she enrolled at UCLA — at her own expense.
LAW SCHOOL DAYS
“To my parents it was crystal clear I was going to graduate school
(and by the way it was crystal clear I had to pay for it myself). So off
I go,” she said.
“I never had a plan to be a CEO. I
didn’t start out saying, ‘I’m going to
go to the top.’ But what I did was
look for jobs that were challenging.
The harder they were, the better
I liked them. To me if it’s hard and
challenging, it’s fun.”
But not for long.
“It was clear to me pretty quickly that I hated it,” she recalled. “I
hated the emphasis on the past (law is very much about precedent) and
I found that kind of constraining. Many lawyers would disagree with me
when I say this, particularly my father, but I concluded that much of the
law wasn’t necessarily about what was justice, it was what was legal and
I just hated it.”
So as she tried to decide what to do, she found herself grappling with
the likelihood of disappointing her parents.
At her request, her dad came to UCLA for a visit, only to remind her
that no one in the family was a quitter. So she toughed it out for a couple
more months until the anguish became too great.
“All of this mental anguish had physical manifestations,” she says,
looking back on those years. “I had splitting headaches, I couldn’t sleep
and finally one day it was just a revelation. I was taking a shower and
the revelation that came to me was this is your own life. You must choose
your own path. And it felt like a revelation. And the second I said that to
myself, my headaches went away and I knew what I had to do.”
Goodbye, UCLA.
“My parents were stunned because I wasn’t a
quitter, because I had always followed the path
they thought was right. I had no plans,” she said.
“I remember my mother’s first question was ‘what
are you going to do?’ Answer, ‘I don’t know. Get a
job.’ And my father’s first statement was ‘Carly, I
am very disappointed.’”
But through the pain of disappointment, both
Fiorina and her parents could see clearly a part of
their relationship had changed. Carly Fiorina was
no longer a child, she was an adult, choosing her
own path.
“Yes, my relationship had changed in a profound
way,” she says today. “But what didn’t change, and that was kind
of a revelation, too, was they loved me just as much.” She paused for
a second and said it again. “They loved me just as much. But now I
was grown up.”
embarking on a new journey
In the wake of the law school debacle, Fiorina found herself part
of a nine-person team at the real estate firm.
She was simply trying to make a living and pay the rent by doing anything
asked of her, including filing, typing and answering the phone.
She may have thought she was working in obscurity, but not so.
The two men running the business came to her one day with a challenge.
“They said, ‘You can do more of this. Do you want to know what we
do?’” she recalled.
She called it a huge turning point in her life.
TCA 2014 www.Truckload.org | Truckload Authority 17

Sponsored by The trucker news organization
get your daily industry news at thetrucker.com
“What I had realized prior to them coming to
my desk was that this business like every business
was about the people in it,” Fiorina said.
“And this business like every business was about
a team of people working together to serve other
people. And that appealed to me. And the
other thing I figured out was that I liked producing
results.
“I never had a plan to be a CEO. I didn’t start
out saying, ‘I’m going to go to the top.’ But what
I did was look for jobs that were challenging.
The harder they were, the better I liked them.
To me if it’s hard and challenging, it’s fun.”
REALIZING HER POTENTIAL
If hard, challenging work was what Fiorina
wanted, she sure got it upon earning her master’s
in business.
Try giant telecommunications company
AT&T.
She zoomed up a corporate ladder
normally dominated by men despite her
gender.
From starting as a management
trainee, she rose to become a senior
vice president overseeing the company’s
hardware and systems division. In 1995,
Fiorina led corporate operations for the
spin-off of Lucent from AT&T and eventually
reached the office of president.
“The biggest obstacle someone who is
different has to overcome is you are not
presumed to be competent,” she said.
“So if everyone in the workforce is a man
and you are a woman, you are not given
the presumption of competence. You are
not given the benefit of the doubt. And
that’s true if you are a minority of any
kind. And that burden is real. It means
you have to prove more. It means you
have to work harder.”
However, the business world is about
proving results, and when one demonstrates
capability, when one proves they
can produce results, “then in my experience
whatever people’s doubts were in
that particular circumstance, they are
willing to let go of them,” she said.
In July 1999, the course of American
business was about to be changed
forever. Fiorina was courted by one of
the great American companies, Hewlett-Packard.
Taken with her smooth tongue, charming
business acumen and bold leadership ability,
Hewlett-Packard named her as president and
CEO, and eventually chairman of the board,
thus becoming the first woman to lead a Fortune
20 company.
Fiorina rode into HP on a title wave of soaring
headlines. Wall Street and Silicon Valley
worked itself up into a frenzy about her seemingly
unlimited potential to not only lead HP, but
there was also widespread belief she could even
one day lead the nation from the Oval Office.
The sky seemed to be the limit for her. But all
stars burning brightly come under the microscope.
In Fiorina’s case, being the first woman
in American history to hold such a position in
business leadership came with unprecedented
levels of scrutiny. It wasn’t long before her activities
were being erroneously reported, she
says. In her book, “Tough Choices,” she pushes
back against the “caricature” she believes she
was made to be.
She writes, “Vanity Fair, despite being
warned numerous times that they were writing
fiction about me, continued to report that
I traveled constantly with a hairdresser and a
makeup artist. There was a persistent rumor,
bolstered by commentary in the local press, that
I’d built a pink marble bathroom in my office. (I
had actually moved into my predecessor’s office
and neither built nor bought anything for it.)
There were no private bathrooms or even doors
in executive offices. The CEOs of Lucent, Cisco,
IBM, Dell, Sun Microsystems, Microsoft, Compaq,
Oracle, GE, 3M, Dupont and so on all flew
in corporate jets, and HP had owned them for
30 years. Nevertheless, my travel on a company
plane was reported as evidence of my disrespect
for the HP Way, my ‘regal’ nature, my ‘distance’
from employees.
“I was alternatively described as ‘flashy’ or
‘glamorous’ or ‘diamond studded,’ which frequently
was translated to mean a superficial
‘marketing’ type.”
She goes on to describe further erroneous
assertions this way: “In the chat rooms around
Silicon Valley, from the time I arrived until long
after I left HP, I was routinely referred to as
either a ‘bimbo’ or a ‘bitch’ — too soft or too
hard, and presumptuous, besides. Certainly,
beyond my gender, I was not a typical Silicon
Valley CEO. Where the archetypal leader was an
introvert, I was an extrovert. Where the Valley
loved to dress down, I loved to dress up. While
Valley leaders talked about the bits and bytes
of technology, I talked about the human impact
of technology. I hadn’t grown up in the Valley;
I came from the East Coast and I’d grown up in
big, brick-and-mortar, old-economy companies,
not small, new-economy start-ups.” Fiorina describes
her preparation for the media onslaught
as “laughable,” in retrospect.
Fiorina’s tenure at Hewlett-Packard was unquestionably
fraught with challenges from the
day she walked through the door.
She was hired to set the company’s course for a
new decade — and for that matter the next century
— and she knew she’d have to upset the company
applecart. When she tried to institute changes, she
often heard “that’s not how we do it at HP.”
She took over at the height and beginning
decline of the dot com bubble at a time when
making money in technology had become much
harder than it was in the 1990s.
By all accounts, the most consequential
strategic decision of her tenure was HP’s merger
with Compaq, a move she called an “extremely
successful integration.”
But the merger plan was opposed by both
Walter Hewlett and David W. Packard, sons of
the founders of the company who cited concerns
about a focus on the PC side of
the business and the potential massive
layoffs the merger would bring.
The merger has been the subject of
numerous books and countless articles.
It’s fair to say capable business minds
still debate the wisdom of it from HP’s
vantage point. Whether right or wrong,
good or bad, any discussion of Fiorina’s
HP tenure will include opinions about the
timing and wisdom of the merger, as will
the fact that during the time she led HP,
she was widely regarded as the most
powerful woman in business.
BLAZING A TRAIL
But despite her dismissal in 2005 after
a dispute with the board over the company’s
performance, Fiorina had blazed a
trail millions of women will benefit from
for decades to come.
“I truly hope so,” she said when asked
whether her experience would make it
easier for women to reach the boardroom.
“There’s no question that women
and minorities have made great progress
in business. As an example, when
I became CEO of Hewlett Packard there
were seven women running Fortune 500
companies. Today, there are 22 or 23. Is
that progress? Yes. Is it as much as we
might have expected? Candidly, no. So
there’s no question there are still hurdles and
barriers and prejudices out there, but there’s
also no question that women can achieve,
anyone can achieve with the tools and the opportunities,
anyone can achieve what they really
want to. So the question is, are people
given the tools they need and do they have the
opportunities they need?
“To me, every success of anyone is not simply
about the person’s capability,” she said. “It is
so much about the team around them, and who
takes a chance on them. All along the way, I had
people who took a chance on me. The people
who took a chance on me by giving me an opportunity
by asking me to try something new,
by presenting me with a tough challenge; the
people who took a chance on me are as responsible
for my success as I am.”
Those two men who took a chance on her
also instilled in Fiorina a belief that more than
being a good manager, a person must be a good
leader, a philosophy that helped make her a success
at HP.
18 Truckload Authority | www.Truckload.org TCA 2014

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“Leadership is hard. It is hard,” she said when asked to advise young
executives, including many young men and women who are heading
trucking companies. “And leadership is different than management.
Management is producing acceptable results within known constraints
and conditions. And management is hard enough and management is
really important. But it’s not leadership. Leadership is making a positive
difference and leadership is changing the order of things for the better.
The reason leadership is hard is because it always requires some opposition
to the status quo. And the status quo is
powerful, always.”
Even when the status quo isn’t very good it’s
powerful because somebody is doing OK in the
status quo and whoever is doing OK in the status
quo wants to keep what they have, she warned.
“So the first thing I say to leaders is recognize
that it’s hard,” she said. “Don’t get discouraged
when it gets tough because that’s part of it.
“The second thing I’d say to leaders is everybody
and anybody can lead. You’re not born to it.
You’re made a leader. Anybody can make a positive
difference.
“The third thing I would say is nobody leads
alone. You’re not leading if nobody is following.
There are people around you who will help you, who
will also help you see the benefit of changing things for the better and you
have to find those people, gather those people, motivate those people,
reward those people.
“And I guess the last thing I would say is a leader’s job in order to motivate
the change that’s necessary, the positive change that’s necessary, a
leader’s job is to be able to prescribe.”
CHAMPIONING SMALL BUSINESS
In her post HP years, Fiorina has remained active. Today she’s a champion
for entrepreneurship and innovation.
Innovation and entrepreneurship would help the get the economy
moving, she believes, setting forth a four-part plan — a radical simplification
of the tax code, comprehensive immigration reform, zero-based
budgeting and creating a small business task force to take a look at every
regulation that exists.
She is especially vocal about tax reform and immigration reform.
“The tax code is unbelievably complicated, 27,000 pages roughly,” she
said. “And the complexity has occurred in many cases because special interests,
whether those are big companies or others, have put loopholes into
the tax code. What happens to entrepreneurs and
small businesses is No. 1 they can’t navigate that
complexity. And No. 2, they don’t have the time or
the money or the political power to negotiate all
those loopholes. So they get hurt the worst. The
little guy gets hurt the most with our tax code. So
today, the burden of proof is on the people who say
‘Let’s get rid of the loopholes.’ What we need to do is
completely turn that around and say we’re going to
wipe out all these loopholes. My belief is lower every
rate, close every loophole, every one. And then tell
people if you want to put a loophole back in, you’ve
got to prove it.”
As for immigration reform, Fiorina doesn’t believe
it should come in one fell swoop.
- on surviving breast cancer
“When I say comprehensive immigration reform,
that doesn’t necessarily mean you do it all in one giant pill. It means a better
way of saying it probably would be holistic immigration reform. That is why we
have to openly take a look at the whole system and fix the whole system,” she
said, pointing to the fact that today there are 16 difference visa programs, and
none of them work particularly well and none of them are being enforced.
And, there is more than the business aspect of immigration reform, there’s
the human point of view, also.
“Let’s set aside the people that come here and commit crimes and do bad
things and human trafficking associated with immigration and terrorists trying
to slip through the borders and all that which is of course an argument for
border security,” she said.
“It strengthened my faith, it showed
me how deep the love of our family
is, it reminded me of the nurturing
of friends, it introduced me to the
kindness of strangers, it bonded me
with other cancer survivors in a way
that I never could have imagined.”
20 Truckload Authority | www.Truckload.org TCA 2014

“Think about why people come here. Why
people have always come here. People come here
because they want to build a better life for themselves
and their families. It’s human instinct, it’s a
human desire. And people come here as opposed
to someplace else because they know that in a land
of liberty, they have a greater chance to fulfill their
potential and build that better life. Sometimes we
lose sight of the fundamental and profound human
desire that causes people to come here. As a nation,
I think that when we forget that we lose our
heart.”
POLITICAL PLAYER
Fiorina believes so strongly in her
four-point plan for economic recovery
that in the 2010 mid-term election —
despite having just gone through what
was to be a winning battle with breast
cancer — she took on liberal California
Democratic Sen. Barbara Boxer, and lost
soundly.
“I have to say that after chemotherapy,
Barbara Boxer just isn’t that scary
anymore,” she told supporters at a campaign
kickoff rally in late 2009.
“The odds were long in California,
but some fights are worth having win,
lose or draw,” she says now. “That was
a fight worth having because Barbara
Boxer has not served the people of California
well. That was a fight worth having
because people in California were
being hurt, their lives were being impacted
by the choices that Barbara Boxer
was making 3,000 miles away. That
fight was worth having so that people
maybe would hear a different idea.
“It’s (politics) actually about the
people they were elected to serve. And
I do think that ours was intended to be
a citizen government. That we should
have people leave private life to do public
service and then go back again to private
life. And the only way to encourage
people to do that is to do it myself.”
Fiorina sent a jab toward Democrats,
who she believes play politics by dividing
people along gender, race and socioeconomic
background.
What, she was asked, can the GOP
do to combat the new war on women?
First of all, one has to acknowledge
that not all women agree, she said.
“Women are not a homogeneous
special interest group. Women are more
than half the population and women’s opinions
diverge on every single issue from abortion to
healthcare. So let’s first quit talking to women
as if we are a single issue special interest
group. We are not.
“Let’s talk to women. Let’s have women
talk among ourselves about all the issues and
acknowledge we are not going to agree on all
the issues, but on most of the issues. And I’ve
had a lot experience talking to women across
the political spectrum.
“On most of the issues women do agree.
Women want good choices for their children’s
education. Women want good choices for their
family’s healthcare. Women want more jobs
created so there is opportunity for themselves,
their husbands and/or their children.
“I believe how we have to talk with women
is to talk about all the issues women care
about. Even on the incredibly divisive, emotional
issue of abortion. Most women will agree
that there should be some limit on abortion of
a fetus that is five months old.”
Fiorina served as an advisor to the last two
Republican presidential candidates, both of
whom lost, and lost rather badly.
That said, why has the GOP failed to return
to dominance in both Houses of Congress and
the White House?
Has it been the inability of Republicans to
convince the American people that government
doesn’t create jobs, it only creates conditions
where jobs can be created, especially
among small business?
“It is a really important question because
I think frequently candidates who believe in
limited government and less regulations and
lower taxation talk about those things in a way
that never connects up with someone’s personal
life,” Fiorina responded. “(Former House
Speaker) Tip O’Neill famously said all politics
is local. I think all politics is personal. People
make choices based on their personal understanding
of their personal circumstances, their
lives, their families. That’s how people make
decisions.”
Fiorina set forth an example for the trucking
industry.
“If you are a trucker and you have five employees,
think about the amount of time you
spend dealing with paperwork that is created
for you by people far away from you who
probably don’t understand your business very
well. That comes from somebody far away who
doesn’t live your life imposing their view on
how it’s going to work better. It just doesn’t
work. It doesn’t work. The reason that liberty
matters, it’s not that we don’t need any government,
of course we need some government
and we need some regulations, we need some
taxation, but we have come to a place where
we have far too much of a good thing. And
so now what we have to do is start undoing
stuff.”
The single greatest force for lifting people
out of poverty and giving more people more
opportunities is the small business entrepreneur
who will take a chance, Fiorina said, adding
that “when we crush these people,
which we are doing, we crush job creation,
we crush the spirit out of our
economy and we hurt people’s lives.”
CARLY CARES
Today, outside of politics, Fiorina
is active in serving others, including
through Good360, which has helped
nonprofit organizations better serve
communities around the world since
1983 by providing them with vitally
needed product donations.
“All of us have been given chances
in our life and talked about all the
people who have taken a chance on me
and the best way that I can show my
gratitude for those people is to give
chances to others, to give chances
to other people in business, to give
chances to other people in politics, and
to give chances — a second and a third
and a fourth chance, if necessary — to
people who are less fortunate than myself,”
Fiorina said.
STILL BLAZING
Given her zest for life and for helping
others, it’s no surprise that Fiorina whipped
breast cancer. In fact, she calls that experience
a blessing, not a tragedy.
“I hope I am a more patient and
more grateful and more compassionate
person as a result of it. And I’m a survivor
and so every day to me is a gift.”
Fiorina continues to use that “gift” to
make America a better place to live.
That might include another political
race, she said.
“It all depends literally on the opportunity
and what is going on. I think
public service at any level is important,”
she said. “Ours was intended to be a citizen government.
And we have professional politicians
at every level of government. It doesn’t mean
they’re all bad people, they’re not. Most people
went into public service because their hearts
were in the right place. But if all you’ve done is
run for office your whole professional life, maybe
you’re getting out of touch with your life.”
With Hillary Clinton appearing to be poised to
try and become the first woman to be president
of the United States, does Fiorina have similar
aspirations?
“Politics is about having the right opportunity
at the right time and who knows,” Fiorina said.
“Who knows? I would never say never. It’s an
honor to try and help shape the political dialogue
and process in this country.”
Just like those two men back there in that
real estate office helped shape the career of one
of America’s most successful executives.
TCA 2014 www.Truckload.org | Truckload Authority 21

“Leadership is hard. Don’t get discouraged when it
gets tough because that’s part of it. Everybody and
anybody can lead. You’re not born to it. You’re made
a leader. Anybody can make a positive difference.”
Read full
interview:
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http:/ / gettag.mobi

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WHERE
STATES
STAND
An inside look at key
transportation
legislation in
statehouses across
America.
By Aprille Hanson
In the State Spotlight:
WASHINGTON
Senate majority leaders proposed an updated $12.3 billion transportation revenue package on Feb. 13 that would institute an 11 ½-cent gas tax increase
throughout the next three years. However, there are not enough votes within the caucus to support the legislation in this session. Senate Transportation
Committee Co-Chairman Sen. Curtis King, R-Yakima, introduced the plan. The plan also includes putting $6.5 billion toward road projects like the North-
South Freeway in Spokane. The proposal also aims to redirect sales-tax money from transportation projects to a special transportation fund.
INDIANA
On Feb. 13, the Indiana Department of Transportation asked for the release
of $400 million which has been tucked away in a trust created in 2013. The
Senate Appropriations Committee will make the call. The Major Moves 2020
fund for Indiana road projects is set up to reach more than $1 billion by 2020.
Lawmakers have planned to put in $200 million each year. Gov. Mike Pence
wants access to the money before inflation hits, saying waiting could cost the
state $56 million. Pence asked for $400 million to be released for expansive
road projects, including widening Interstates 65, 70 and 69 to as many as six
lanes in some stretches. But, on Feb. 20, the Senate Appropriations Committee
passed the decision onto the State Budget Agency for just $200 million to be
released later in the year.
UTAH
A state Senate committee approved a bill allowing Utah’s Department of
Transportation to raise the speed limit on more stretches of highway to 80
miles per hour. The House Transportation Committee also approved a bill 5-4
to stop panhandling on state roads and off-ramps that do not have sidewalks.
Jim Nielson, R-Bountiful, sponsored the bill, saying panhandling creates
safety concerns and impedes traffic. American Civil Liberties Union of Utah
attorney Marina Lowe said the bill may cut into First Amendment rights. She
said it would stop such activities as picketing and distributing information.
Both measures, which by the votes advanced to the full Senate, were passed
Feb. 13.
24 Truckload Authority | www.Truckload.org TCA 2014

Icon in the Washington Landscape
Located 54 miles southeast of Seattle, Wash., Mount Rainier ascends to
14,410 feet above sea level. An active volcano, Mount Rainier is the most
glaciated peak in the contiguous 48 states, spawning six major rivers.
OREGON
On Feb. 20, Sen. Bruce Starr, R-Hillsboro, revealed that he would be voting
against the proposed replacement of the Columbia River Bridge. Gov. John
Kitzhaber and other legislative leaders were eager to start the project, despite
Washington state not contributing any funds. The plan also includes widening
miles of Interstate 5. The bridge runs from Portland to Vancouver, Wash. Critics,
including Starr, said Oregon funding the project alone would put a strain
on taxpayers while supporters of the replacement say it continues to cause
bottlenecks and will collapse in an earthquake.
MINNESOTA
Move MN, a coalition of transportation, business and labor interests, laid out
a $750-million-a-year spending plan at a legislative hearing for the improvement
of roads and transit. For roads, the group suggested $360 million annually
generated from a 5 percent sales tax on wholesale fuel. The group worked
with Democrats Sen. Scott Dibble and Rep. Frank Hornstein, chairs of their
respective legislative transportation committees, who plan on introducing
similar packages to the legislature. The legislature has not raised the gas tax
since 2008.
NEW HAMPSHIRE
In late February, Senate Transportation Chairman Jim Rausch, R-Derry, vowed
to reduce the maximum truck weights below 104,000 pounds if his 4-cent fuel
tax increase bill fails. The tax, which would go into effect in July, is expected
to raise $32 million a year, but how much would go toward road improvements
and to shore up the Department of Transportation remains unclear. Bob
Sculley, president of the New Hampshire Motor Transport Association, said
the trucking industry will continue to oppose the tax hike. Gov. Maggie Hassan
agreed to sign off on a tax increase if a consensus is reached.
IOWA
On Feb. 20, lawmakers advanced a bill allowing police to pull over drivers
for texting and driving, no other violations necessary. Sen. Tod Bowman, D-
Maquoketa, sponsored the bill, which was sent to the senate floor. Sen. Jerry
Behn, R-Boone, was the only one voting against it, hoping for more all-around
distracted driving legislation, rather than just texting.
NEBRASKA
Sen. Annette Dubas, D-Fullerton, introduced a bill that would allow the use of
bonds to pay up to $400 million for high-priority road projects. The state has
carried a debt-free, pay-as-you-go system for decades. Nebraska Department
of Roads Director Randy Peters said the agency is against the bill, arguing that
even if funds were available, projects would not be completed immediately.
Road projects generally take about eight years, Peters said.
WYOMING
The state House Transportation, Highways and Military Affairs Committee
approved a bill on Feb. 19 that would lead to 80 miles per hour speed limits
on some Wyoming roadways. The bill requires a study be conducted by the
Wyoming Department of Transportation to see where the higher speed limits
would be safest. Wyoming Highway Patrol head Col. John Butler shared his
concerns for the safety of officers and anyone involved in a traffic stop, accident
or other emergencies.
IDAHO
On Feb. 10, Rep. Joe Palmer, R-Meridian, House of Transportation Committee
chairman, proposed using Idaho’s sales tax to fund road and bridge projects,
rather than gas or vehicle registration fees. Part of Palmer’s proposal stipulated
that the general fund income must hit $2.91 billion and $1.4 billion or more in
the education fund. Rep. Shirley Ringo, D-Moscow, was reportedly wary of
the proposal, saying she’d oppose using general fund money until the state has
solid footing in public and higher education funding.
MICHIGAN
On Feb. 20, the Michigan Senate approved emergency road funding for $100
million to repair potholes throughout the state that have resulted from crippling
winter storms. The money, which will be taken from the Roads and
Risks Reserve Fund, will be redirected to repairing the potholes instead of
toward longer road/bridge projects. The money will be split between state,
county and city roads.
COLORADO
Colorado Gov. John Hickenlooper signed a bill Feb. 19 that will give counties
affected by 2013 flooding that crippled the state’s roadways more flexibility
when repairing roads and bridges. The bill allows counties to dip into the general
fund to help repair roads when a disaster emergency is declared.
TCA 2014 www.Truckload.org | Truckload Authority 25

Spring Edition | TCA 2014
Sponsored by
Tracking The Trends
H S
STRESS
By Dorothy Cox
C
M
The driver was in trouble for falsifying his logs. He had picked up a
load early in the morning, driven for three hours and then taken
a 40-minute break. Then he drove for three more hours and took
a longer break before continuing to his delivery.
Of course under the current Hours of Service (HOS) the
driver couldn’t legally log his breaks.
“I asked him why he had taken the breaks,” recalls Dart Transit
Executive Vice President Dan Oren, “and he said he liked to
take frequent breaks to stay attentive. I asked him why hadn’t he
logged them? He said he hoped he would get another load after he made his
delivery and he didn’t want to run out of hours.”
“This was a safe, conscientious driver,” Oren said, “But federal regulations
punish him for being safe.”
He related the story recently in a Dart news release about the carrier’s
proposal to work with the Federal Motor Carrier Safety Administration (FMCSA)
on a sleeper berth pilot project.
The same type of scenario has been repeated across the country as carriers
and drivers find that the current HOS rule is proving to be as difficult and costly
as feared — even dangerous — despite the agency’s claims to the contrary.
“With longer transit times we have lost loads to other trucking companies
that do not run e-logs,” Freymiller Inc. President and CEO David Freymiller told
Truckload Authority.
“We have had several customers tell us, ‘Well, this other company says
they can do it’ and we inform them that is not a legal dispatch but the customer
doesn’t really care.”
Drivers, he said, “ … Are very disappointed and a few have quit and gotten
out of the industry. They’re tired of the nonsense.”
FTR Associates Senior Consultant Noël Perry estimates that 90,000 additional
hires may be needed by the end of 2015 because of the new HOS.
The loss of drivers will be mostly in the long-haul sector, he adds. And,
there are other factors in the mix.
“Part of the issue is that the industry has become so big they’ve used
up all the ‘nomads,’ the people who like to be out on the road,” said Perry.
“Now they’re hiring people who don’t have those preferences. They want to get
home. Two-thirds get home anyway. The long-haul portion are the ones who
are vulnerable and the portion that does the most work in ton miles. It [HOS]
has a disproportionate effect on them.”
Earl L Henderson Trucking Co. COO Josh Kaburick estimates the new
| | • | | | | • | | | | • | | | | • | | | | • | | | | • | | | | • | | | | •
rule has caused a $3 million loss in revenue, with across-the-board impacts
CM
to “productivity, service to customers and increased frustration with drivers as
well as additional costs for all aspects of the business.”
MY
The rule has been in place since February 2012 but began being enforced
July 1, 2013, and trucking stakeholders from the get-go screamed to high CY
heaven that the industry would take a huge hit in the pocketbook.
CMY
While FMCSA predicted last year that “net benefits” of the rule would be
$133 million, a trucking survey said it would cost the industry $189 million, and K
later surveys are finding a cut to productivity in the 3-5 percent range.
Perry said he’s hearing anywhere from 3-6 percent in lost productivity, with
teams experiencing more like a 6-7 percent loss.
Using conservative industry gross freight revenue figures of $642.1 billion
from 2012, a 4 percent cut would mean $25,684,000 lost. Or, seen another
way, 9.4 billion tons of freight (primarily transported by truck) in 2012 — when
cut by 4 percent — drops to 3.76 million tons.
“We’re seeing a 2 to 4 percent reduction” in productivity, said Freymiller,
explaining that the 34-hour restart change, the 1 a.m. to 5 a.m. rest periods
and the 30-minute break all have had a negative effect.
“If a driver is forced to take a 34-hour restart,” he said, “it is usually much
more than the 34 hours. We are seeing the drivers using the 34-hour restart
less than they used to, leaving them to drive only a few hours a day until they
are able to pick up more hours, which is lowering productivity.”
That the 1 a.m. to 5 a.m. rest periods hurt “goes without saying,” he said,
adding that the 30-minute break often means deploying additional equipment
and drivers.
“The 30-minute break has cost us in many ways but the most we have
seen is that we have had to repower loads that are less than an hour away
from the receiver,” Freymiller explained.
“If the driver didn’t have to stop, we could have delivered without going
through the expense of finding another truck that had hours available and
deadhead them to the load to deliver it.
“This cost is a big number which also uses hours from another driver that
could be on another load.”
So the HOS dominoes continue to fall, crashing into one another as the
negative impacts are interrelated.
As many drivers and carriers have noted, there seems to be a disconnect
between what FMCSA estimates from its lab studies and theories, and how
the rule behaves in the real world.
Y
26 Truckload Authority | www.Truckload.org TCA 2014

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“It is difficult to see how the change in the driving limit or the two-night
requirement would seriously affect the number of trucks on the road and, therefore,
how the changes would increase congestion or the shortage of parking,”
FMCSA wrote in its Dec. 27, 2011, HOS final rule.
A Mobile Revolution
In Compliance
The explosive growth of mobile technology in the marketplace has made
it a pervasive part of our everyday lives. From smartphones to tablets,
mobile technology is the “new normal” in our world.
Fortunately, fleets are able to take advantage of this trend since most
drivers have also adopted mobile technology. This makes it possible to
better handle the demands of increased regulatory requirements, particularly
the government’s pending electronic logging device (ELD) mandate.
In fact, mobile devices give fleets the greatest opportunity for a flexible,
affordable compliance management system that includes E-Logs.
The Benefits of BYOD
A bring-your-own-device (BYOD) option also means it’s no longer necessary
to pay for a cumbersome hardware platform when fleets can benefit
from a mobile-based system that’s compatible with drivers’ existing devices.
This “flexible mobility” is the cornerstone of a compliance solution
that’s built for the future. It allows fleets to use their choice of commercially-available
smart devices. But that’s not all.
These are some additional benefits of the mobile revolution:
• Mobile applications allow E-Log systems to be updated on the fly, ensuring
the most advanced technology is always being used.
• Changes to the Hours of Service rules can be reflected in the E-Log
system when it’s supported by back-end compliance specialists.
• The only required hardware costs are for an ELD, greatly lowering upfront
costs.
• Installation of most ELDs takes less than 10 minutes, for minimal vehicle
and driver downtime.
• Most drivers are already comfortable using mobile devices, making it
easier to retain your current drivers and recruit the next generation of
drivers.
• Training drivers to use ELDs requires less of a learning curve when
they’re already familiar with mobile devices.
• Mobile alerts help drivers stay compliant with state and federal trucking
regulations.
• Monitoring driver and vehicle performance takes place in real time, so
fleets can react to issues immediately.
Mobile Compliance Cuts Costs
The constant financial threat from DOT violations, CSA interventions,
shipper demands, and higher insurance premiums means compliance
is as critical as performance tracking. Simply stated, a poor compliance
record can put a fleet out of business. But mobile technology can help.
While some E-Log solutions focus on providing one-dimensional “black
box” reporting, a mobile platform exploits the power of “the cloud”
— from real-time status tracking and asset visibility to driver Hours of
Service data and fuel usage. Operating a more agile business optimizes
every aspect of your operation and can improve your bottom line.
It’s Time
With a proposed government ruling due any day and a full legal mandate
just around the corner, proactive fleets are getting started now, before
they’re rushed into choosing a system. This allows them to invest in the
technology at their own pace as opposed to taking a sudden financial hit.
And imagine how much better your fleet would run with compliance and
performance information at your fingertips!
To learn how J. J. Keller’s Encompass® E-Log and compliance system has
harnessed the power of the mobile revolution, see our ad in this issue of
Truckload Authority or visit jjkellerelogs.com.
“Because the agency is retaining the 11-hour driving limit, the commenters’
concerns about increased congestion related to a need for more trucks will not
be realized. An increase in rush hour traffic because of the two- night provision
is unlikely. Most drivers who routinely work at night (LTL and local delivery) do
not work enough hours to require a restart and, therefore, would not need to
change schedules.”
Yet, Kaburick noted, “The 1-5 a.m. is the part that has hurt us the most,”
explaining that the freight really dictates the hours for the drivers.
“That said, we often see where a driver starts a break during that first 1-5
a.m. period [and] now they have to extend it another day.”
He said HOS overall has reduced Henderson’s productivity by about 5 percent.
And, he said, the carrier has seen some 3 percent of its drivers retire or quit
because of frustration and loss of income from HOS.
Gary Salisbury, past Truckload Carriers Association Chairman and President
and CEO of Fikes Truck Line, said the 30-minute break mandate “has cost us and
our contractors money” because “if you don’t take them at the right times you will
lose an hour in one period, which can cost up to almost a day per week.”
Consequently, he said, Fikes has had to educate its drivers on how and
when to take their breaks.
Indeed, CalArk CEO Rochelle Bartholomew said the new rules require
much more focus on planning to make sure drivers are running in compliance. It
has taken not only additional driver training, she said, but training of inter-office
personnel as well.
CalArk has had a 3-5 percent loss in productivity Bartholomew said, adding
that the 34-hour restart has hurt the most.
“If a driver starts their break at noon on a Friday, he or she still has to sit until
5 a.m. on Sunday to fulfill the requirement, which requires them to sit 42 hours,
decreasing the utilization of that driver and equipment.”
All of which begs the question why FMCSA seems deaf and dumb to trucking’s
cries of “foul” over the new rule.
In a telling statement, FMCSA Administrator Anne Ferro told the Mid-West
Trucking Association Feb. 1 that the agency was adamant about not changing
the rule because, in part, “This is the first time in a decade that we’ve got a rule
that passed legal challenge. …”
So essentially, the agency has had to make its “facts” fit a rule that it hoped
would stand against the legal challenges of both so-called safety groups and
the trucking industry.
And it’s not just the trucking industry that has assailed Ferro and FMCSA
over the new rule.
On Aug. 29, 51 members of the House of Representatives wrote a letter to
U.S. Transportation Secretary Anthony Foxx saying that the regulations “strictly
limit the use of the 34-hour restart provisions and mandate inflexible rest periods,
greatly decrease driver flexibility and raise costs for the already over-burdened
trucking industry at a potential cost of up to $376 million annually … .”
Three members of the House of Representatives, two Republicans and one
Democrat, filed a bill last fall to delay use of the 34-hour restart provision until
after a Congress-mandated study was finished.
At around the same time, professional truck drivers, carrier representatives
and members of a U.S. House of Representatives Small Business Committee
grilled Ferro, asking why her agency was “so numb” to the needs of small business
truckers and questioning the “arrogance” of the agency in promulgating a
rule without first finishing a study on the rule’s impact as required by Congress.
“You’re saying the rule helps and truckers on the road don’t think it does,”
said Subcommittee Chairman Richard Hanna, R.-N.Y., in a heated discussion
with Ferro Nov. 21, 2013.
He pointed to an industry survey that had come out just a day before the
hearing showing 82.5 percent of those surveyed said the rule had hurt their
quality of life, with more than 66 percent reporting increased fatigue.
Ferro dismissed the survey as a “vote early, vote often” type of project.
Of course when FMCSA released the results of its study Jan. 31 — only
four months late — the agency said it proved the 34-hour restart would improve
safety, save lives and prevent fatigue.
What it didn’t publicize was its own fine print in the study results: Long-haul
drivers were under-represented, in the minority even, in the study.
Congressman Hanna called FMCSA’s study “worthless.”
In summing up the reason for Dart’s proposal on the sleeper berth pilot,
Oren said the project was necessary “to test how a driving rule that doesn’t
penalize rest would affect highway safety and productivity.”
That could sum up trucking’s reasons for changing the HOS rule as well.
28 Truckload Authority | www.Truckload.org TCA 2014

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30 Truckload Authority | www.Truckload.org TCA 2014

First of a three-part investigative series on the
capacity challenges facing the trucking industry.
By Cliff Abbott
Since the passage of the Motor Carrier Regulatory Reform and Modernization
Act in 1980, it would be difficult to describe a time period
with bigger challenges to the trucking industry than that of the past five
years. A recessionary market, escalated fuel pricing and increasingly intrusive
government regulations have contributed unprecedented upward
pressure on operating ratios that are already too high.
To these issues add the inability to find and hire enough qualified drivers
to keep expensive equipment generating revenue instead of sitting
along the fence. The long-predicted driver shortage has arrived — if it
was ever gone in the first place.
There are more alleged reasons for the shortage than there are gears
on a ’60s quadruplex transmission. Some blame the government for the
increased regulations that reduce the number of drivers who qualify and
make driving less attractive for those who do. The government also gets
blamed for providing benefits like extended unemployment compensation
that, if it is claimed, de-incentivizes potential drivers to accept jobs.
It appears we are currently
in the middle of an historic
capacity meltdown. It will
threaten companies because
you just can’t keep shrinking
and selling trucks as your
driver force reduces. I think
this crunch will go on a long
Tom B. Kretsinger
time.
President & CEO, American Central Transport
The industry itself gets the blame from some, including those who
claim the driver “shortage” doesn’t exist at all. Increase the pay, the,
mantra goes, and more drivers will be attracted to the industry. Carriers
focus on issues such as equipment utilization, idle reduction and service
levels can seem to be at odds with claims of respecting and caring for
their drivers, contributing to attrition.
Many acknowledge an image problem for both the industry and the
drivers who keep it moving. Other transportation industry professionals,
such as pilots, train engineers and ship captains, are generally well respected,
while truck drivers are often reviled in the mainstream media
and are the constant targets of ambulance-chasing lawyers who splash
their faces on billboards inviting anyone who’s been in an accident with a
tractor-trailer to give them a call.
Some simply blame the generations that followed their own, claiming
that those who grew up in today’s society aren’t interested in hard work
and sacrifice.
In reality, all of these are contributors to the lack of available drivers.
But, just as there are multiple causes, there must be multiple answers
as well.
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Don Lefeve, president and CEO of the Commercial Vehicle Training
Association (CVTA), thinks image definitely contributes to the problem.
“We have to rehab the image of what a driver is,” he says. He points
out that there is a lot of effort to do just that by both carriers and the
industry as a whole. Unfortunately, the good news about drivers — the
million safe-milers, the lifesavers, the contributors — is often seen only
in media that is endemic to the industry. The mainstream media is all
too quick to report the accidents, lawsuits, and political railings against
trucking while ignoring releases that highlight the industry’s best.
Through the worst of the recent economic recession, trucking offered
a counterbalance to the highest unemployment figures in decades.
“We’ve been very successful getting people off of unemployment and into
the workforce,” says Lefeve. “We can move people off the unemployment
rolls and into jobs averaging $38,000 for the first year in four to six weeks.”
The government can help, according to Lefeve. “The reauthorization
of the Workforce Development Act is critical,” he says. Other government
funding is available, if limited. Programs such as direct loans and Pell
grants are sometimes available, but schools must be accredited and are
typically community college programs.
Many carriers have programs to ease the financial burden of those
entering the industry, too. Some own and manage their own CDL schools
while others partner with existing CDL schools to provide the needed
training. Many offer programs that make the training free to the driver if
he or she stays with the carrier for a specified length of time.
These can create friction between carriers, too, when one hires a
Consider these facts about the capacity
shortage and other probable causes.
• If current driver trends continue, the industry is facing
a potential shortfall of 239,000 drivers by 2022.
• The average number of new drivers needed per year
over the next 10 years is a staggering 96,178 a year,
the result primarily of retirements (37 percent) and
industry growth (36 percent).
• The number of drivers age 55 or older has increased
by 6.1 percent in the past 10 years while the number of
drivers ages 21-34 has remained flat.
• Real average weekly earnings for truckload drivers
has dropped 11 percent since 1990.
• Opportunities for pay have declined. In the past seven
years the average miles per truck per month for
truckload carriers has declined 26 percent.
The CATCH 22 in IC Misclassification
Determinations: Don’t Get Caught Unaware!
By Scott GrandyS, Special contriButor
Motor carriers today are in a catch-22. State agencies
frequently interpret compliance with federal leasing
regulations as crossing the lines between Independent
contractor and employee. If your company faces an
unemployment claim by an independent contractor, your
compliance with the federal regulations may result in a
determination that the independent contractors are your
employees.
There are dozens of variations for the tests used to determine
whether an individual is an independent contractor or
employee of a motor carrier. However, three main factors are
typical in an employment investigation:
Scott A. Grandys,
CEO - Relevant
Business Solutions
1. How much control and direction does a motor carrier have over the worker?
2. Can the worker provide their service to multiple companies at the same time?
3. Is the worker an independently established business?
Federal leasing regulations, 49 C.F.R. § 376.1-376.42 (designed for public safety),
state a motor carrier must meet certain requirements if it provides services using
equipment it does not own (i.e. independent contractor equipment). One of these
requirements is that a written “lease” exists between the motor carrier and equipment
owner which meets the requirements of the federal leasing regulations. The
regulations require the lease to provide the motor carrier with exclusive possession,
control and use of the equipment for the duration of the lease.
In short, if you are a motor carrier subject to the federal leasing regulations, those
who provide services to you with their equipment and on your behalf must do so
under your authority and exclusive control. As a result, some state agencies have
interpreted your compliance with the regulations as a failure to comply with one or
more of the main factors used to determine whether a worker is an independent
contractor or an employee, and determine the worker is an employee.
The problem is due to many state agencies not understanding the purpose and
scope of the federal leasing regulations. When a claim is received, it is essential
that your response properly educates the state agencies about your obligation
to comply with the federal leasing regulations and which of your practices and
contract language are required by the regulations.
Relevant Business Solution:
Before your next unemployment claim arrives, be prepared to help the state
agencies understand the federal leasing regulations and your obligation to
comply. They need to understand regulations’ impact on your relationship with the
independent contractors is imposed on you and is not your choice.
driver that is still obligated to a carrier who financed the training.
Most carriers of any size offer some sort of tuition reimbursement. A
few make payments for the driver directly to the financial institution, but
most simply pay the driver a predetermined amount that coincides with
time employed or miles driven.
Then there is the issue of drivers who enter the driving force but
don’t stay. There are industry efforts to better educate new drivers about
the trucking lifestyle through programs offered in CDL schools or during
orientation at some carriers.
“We’re seeing more ‘life on the road’ type programs from our members,”
Lefeve says, “which gives the student a more realistic expectation
of the job they are training for.”
Regardless, the burden placed upon a family by a job that keeps a
spouse or parent away for weeks at a time is one that can’t always be
addressed by training. Some carriers are making efforts to incorporate
more flexibility into their fleets, offering flexible work schedules
that allow the driver a week of home time for each week worked, for
example. Others utilize relays and meetings to break longer trips into
smaller segments that allow for more driver home time. Efforts like
these meet with varying degrees of success and may help carriers reduce
attrition in their current driver force, but haven’t created much
of an appeal to new drivers who are accustomed to being home every
day, if they are working at all. In addition, they can cause utilization
nightmares for operations people trying to squeeze miles from evermore-expensive
equipment.
A new variable that no one can predict with certainty is the cost of
healthcare. Flexible driver scheduling often results in fewer miles per
week and less pay, making the cost of health benefits more burdensome
for both the carrier and the insured. At the same time, an offer of health
benefits to potential new drivers may appeal to those who are confused
about Obamacare and what they may be required to purchase.
With all of the variables, one thing is for certain: The driver shortage
isn’t likely to go away any time soon. New and innovative ways are
needed to make the trucking industry attractive to younger generations,
and the carriers who come up with them are most likely to benefit. What
should be becoming clear, though, is that the capacity crunch will require
businesses to be more creative, willing to adapt their recruiting and retention
philosophies to more effective ones. And they will realize they must
replace antiquated processes if they desire to reap the benefits only afforded
to those who consistently procure enough capacity to operate profitably.
The companies that make driver recruiting and retention their focus
both with rhetoric and backing it up with policy will win drivers’ respect
and will be wisely positioning themselves over the next decade.
In parts II and III of this series we will be exploring some possible
solutions to help ease the pain of the growing shortfall of qualified, professional
drivers.
32 Truckload Authority | www.Truckload.org TCA 2014

Truckload Trendlines
Truckload trends crucial to you and your business @ DAT.com
Post-HOS Rate Increases Dont t oer oer arrers arrers Proctt Proctt Proctt oss oss oss
By Mike Weaver, Director, DAT Solutions for Enterprise
R
ates are up since revised Hours of Service
rules went into force on July 1, 2013. But are
truckload carriers making more money?
A new study from DAT Solutions suggests that spot and
contract rate increases do not appear to be compensating
carriers fully for operational losses that can be attributed to
the new rules, particularly in lanes where traffic congestion
or a poorly timed mandatory break is more likely to cause
the driver to run out of hours he can legally work.
In partnership with
Rates and freight volumes were examined for 80 highvolume
spot market van lanes departing from 14 key
markets. Key findings:
• Truckload rates increased 1.1 percent from July 1 through
mid-September 2013 compared to the preceding 10-
week period from mid-April through the end of June.
• Rates rose 3.0 percent in those lanes where total transit
times were most likely to change due to HOS impact. In
all other lanes, rates rose only 1.1 percent.
• Rates fell by 1.19 percent in intermodal-competitive lanes
after July 1 while rates rose 1.64 percent in lanes with
little or no competition from intermodal providers.
• Spot and contract rate increases have not covered lost
productivity. For-hire carriers have lost 3.3 percent or
more in productivity due to Hours of Service restrictions,
based on industry estimates.
Contract Rates Rise 0.8 percent in Q3
A corresponding DAT study of contract
rates during the third quarter of 2013 revealed
a counter-seasonal increase that mirrored the
rise in spot market rates but over a longer
term.
In the top 7,600 van lanes in the DAT
RateView contract rates database, rates
increased 0.8 percent quarter-over-quarter
or 3.3 percent annualized. This is higher
than most analysts estimates, which were
in a range of 1.3 percent to 2.0 percent for
the annual rate of change in 2013. Taking
the average of 1.6 percent, we subtract
the expected increase from the actual
increase, yielding an assumed impact of
1.7 percent on truckload pricing that is due
to HOS. This figure corresponds with the
estimated 1.64 percent impact of HOS on
spot market rates.
Complete results of the HOS study are
available at dat.com. To keep track of national
and weekly truckload supply and demand as
well as rates, go to dat.com/trendlines and
sign up for free weekly updates.
If you would like to discuss individual lane
pair rates covered in the study as well as how
key market areas have been affected, e-mail
me at mike.weaver@dat.com, or call me at
1-800-547-5417.

Spring Edition | TCA 2014
Sponsored by
A Chat With The Chairman
THE ABILITY TO DO MORE
Foreword and Interview by Micah Jackson
Walking Away a Winner
This edition of A Chat With the Chairman is in loving
memory of Tom B. Kretsinger, Sr. (1930 - 2014)
Mark Twain famously wrote, “A man who carries a cat by the
tail learns something he can learn in no other way.” This is true in
business and in life, and certainly speaks to the realities of serving
as chairman of the Truckload Carriers Association. To understand
the enormity of the responsibility and honor one must feel when
leading such an exemplary and influential organization, one has to
grab that tiger by the tail, metaphorically speaking. Tom B. Kretsinger,
Jr. did exactly that last March in Orlando, Florida. His term has
been marked with meeting targeted strategic goals, enjoying special
memories with friends, gaining a deeper understanding of industry
challenges, and achieving the furtherance of his own personal
growth and development. With his one-year term nearing a conclusion
it is our privilege to have one last “Chat” with our good friend
and leader before he gracefully “Walks Away a Winner.”

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Chairman Kretsinger, we have arrived at our final chat with
you as TCA chairman. Congratulations on a remarkable year.
We are sad to see your term end, but looking forward to
working with incoming chairman Shepard Dunn.
First, on behalf of all TCA members and all of us with
Truckload Authority, we wish you and your family our deepest
condolences for the recent loss of a great man, your father,
Tom Kretsinger, Sr. You have spoken about him many times, but
tell us about the legacy he leaves behind.
Dad kept this quote on his wallboard and showed it to me often:
“Ecclesiasticus (Sirach) 44: 1 – 15
New Revised Standard Version
HYMN IN HONOR OF OUR ANCESTORS
1 Let us now sing the praises of famous men,
our ancestors in their generations.
2 The Lord apportioned to them great glory,
his majesty from the beginning.
3 There were those who ruled in their kingdoms,
and made a name for themselves by their valor;
those who gave counsel because they were intelligent;
those who spoke in prophetic oracles;
4 those who led the people by their counsels
and by their knowledge of the people’s lore;
they were wise in their words of instruction;
5 those who composed musical tunes,
or put verses in writing;
6 rich men endowed with resources,
living peacefully in their homes-
7 all these were honored in their generations,
and were the pride of their times.
8 Some of them have left behind a name,
so that others declare their praise.
9 But of others there is no memory;
they have perished as though they had never existed;
they have become as though they had never been born,
they and their children after them.
10 But these also were godly men,
whose righteous deeds have not been forgotten;
11 their wealth will remain with their descendants,
and their inheritance with their children’s children.
12 Their descendants stand by the covenants;
their children also, for their sake.
13 Their offspring will continue forever,
and their glory will never be blotted out.
14 Their bodies are buried in peace,
but their name lives on generation after generation.”
My father’s focus in
life was his family and
I believe that is his
greatest hope and legacy.
Father and son enjoy
festivities at ACT
during National Driver
Appreciation Week in
2012.
Can you believe it’s almost been a year since you took
the reins back in Orlando?
I think it has passed fast, and I think that can sneak up
on some people that do this because you come in and you
have ideas about what you want to accomplish. You have a
busy year and in the blink of an eye you’re at the end of it.
So it is surprising at how fast it’s coming, but I think I kind
of saw it. I think my predecessor Robert Low saw it and my
successors do too, because we have spent a lot of time talking
about working on continuity knowing that it’s hard, if not
impossible, for one person to make lasting change in a period
of just 12 months. It takes a coordinated team effort over a
period of time to really do those things like we have done.
What have you enjoyed most during your time as
chairman?
I’ve enjoyed the travel and seeing a lot of people. People energize
me and I like hearing what people say, getting their ideas
and networking and taking some waders and my fly rod with
me as I go. It’s been a very rewarding year for me personally.
What are the memories or the single memory you will
cherish most?
Wow, that’s a hard one. I don’t think I can pick out a particular
one. It’s kind of a collage of memories to tell you the
truth. I guess the most rewarding thing for me is to watch
the officer group come together and coalesce and function as
one to move the organization. Once you get to that point it’s
kind of fun to sit back and watch it happen.
In what ways did you grow personally and
professionally in your work with TCA?
Two generations of
Kretsingers: Tom Sr.
congratulates Tom Jr. on his
wedding day, May 1982.
When you are an officer, and I would encourage others
to consider that, you really do receive more than you get
because in trucking and especially in trucking leadership, we
have a lot of really, really smart people. And the ones that
survived the Great Recession are really smart. I don’t know
of any other experience you can have where you spend so
much time hearing such smart businessmen and how they
think, how they approach problems. Certainly there’s a lot
I’ve grown from personally and has benefited American Central
Transport from that experience.
36 Truckload Authority | www.Truckload.org TCA 2014

Did you learn anything new about yourself as chairman?
Yeah. I didn’t know I could be so extroverted, but I think I
certainly can be on stage and in a group. I didn’t know I could
travel as much as this although I did like it and yet I was able to
get some time at home between trips. I didn’t know how much
could be done with a limited amount of resources.
Before your term comes to a conclusion, let’s address some
key issues.
President Obama recently announced new emissions standards
regulating the trucking industry. Do you support this effort?
This is the latest in a decade of increasing onerous, extensive,
costly regulations that might hinder productivity. To the extent that
this regulation is intended to clean the air it strikes me as silly. With
all of the engine changes and extra costs associated with that and
extra maintenance associated with that, I tend to believe the air going
into our trucks is dirtier than the air coming out of our trucks these
days. So I don’t know what else you can do. I think it is presumptuous
to think that this would have any effect on the environment. We
are a small part of a very large world. The air we breathe, the atmosphere,
is many, many times the size of an ocean and you know how
vast those are. And to think by tweaking the trucks one more time is
going to make any difference whatsoever I think is arrogant at best. If
the goal is to save fuel, that is a worthy goal. I think from a patriotic
standpoint it’s in our interest as a country to be energy independent.
So is this the best way to do it? I don’t believe it is. For one, every
carrier I’m aware of is now doing everything in their power to raise
mpg. They are buying driver scorecard programs, they are investing
in APUs, they are introducing performance pay for drivers and a host
of other things that they are not required to do by government. So to
think that the government by unilateral precedence can make us any
better on that I think is also arrogant and presumptuous. I think it’s
about appealing to an extremely liberal and emotional portion of the
president’s base in an election year.
Do you feel as though your fellow carrier executives are
willing to go along?
I doubt it. I would think they are worn weary of these costly
types of things. I think these types of costly things only serve to
benefit competing modes of transportation and although there is
no policy developed—it’s kind of new and fresh—I would hazard
a guess that most executives in the industry don’t think this is a
good idea and would like to see it fail.
Many industry professionals say an EOBR mandate would be
an industry game changer. There are two main reasons given
by those who advocate on its behalf—the benefit to trucking’s
image and the leveling of the playing field among carriers.
How do you view the issue?
I was recently asked a question on satellite radio about which
laws I didn’t like as a lawyer. I said they were too numerous to
mention. However, we have to obey the law. We have to live by
the book. If you have a situation where in this highly competitive
business which is subject to electronic bids, that some work
on the basis that they obey the law regardless of their personal
opinion of it, and others disregard the law, it would be similar to
a football game where one team had to respect the out-of-bounds
lines and the other team did not. Where one team worked to
avoid a flag, and the other team did not. It’s time for our industry
from a standpoint of professionalism and image and liability to
get to a point where all of us are following the law to our utmost.
If we do not like the law, we should work to change the law and
that requires contacting your elected representatives. Electronic
logging devices in our experience take law violators out of the
equation and make that one less thing for us to worry about. And
if our competition would do the same thing, I think it would be
good for us, it would be good for them and it would be good from
the standpoint that carriers would have to price business on the
presumption and their drivers on the presumption that we all will
follow the same laws.
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37

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The net effect of the avalanche of rules coming from the federal,
state and local levels is to disproportionally burden small
carriers and independent contractors. Does growing consolidation
of the industry trouble you?
The industry in 1980 was about 1,700 carriers. The industry after
deregulation is over 700,000. It’s a highly competitive and fragmented
industry and it’s likely to remain so for a long time. The president
claims he wants to help the middle class. I think the opposite is happening
and he claims he wants to help small business and the opposite
is happening. The reason is large businesses have the capital, the
resources, the legal talent, the HR talent and the administrative talent
to be able to change and adapt to these costly never-ending stream
of regulations. The small guy with 20 trucks or 50 trucks, I don’t
know how in the world they do it. So at the end of the day, this does
inure to the larger and more sophisticated companies. What we are
seeing is a big uptick in failures of trucking companies, most of which
are smaller. The other thing I believe will contribute to enhanced consolidation
is the driver shortage. As an industry we simply cannot fill
our trucks. And so how do you grow or maintain a desired size and
the answer to that often lies in acquiring another company. So yes,
definitely that is on the uptick. It will be a challenge for all our industry
associations as they lose members and I think it will continue.
Have we passed the point of no return with regard to navigating
the complexity and the cost of beginning and building a motor
carrier from the ground up?
I don’t know it’s at the point of no return, but it’s well, well on its
way. Prior to deregulation in 1980 it was near impossible to get into
the business. As a result, an operating authority was worth a lot of
money, often millions of dollars. In the 1980s and 1990s and up until
recently, they gave away this authority for the asking. So from the
regulatory standpoint, getting legal to run has been very easy. There
are a lot of things now that are going in an opposite direction. The
Federal Motor Carrier Safety Administration has said it is their intent
to raise the barriers to enter into this business. That’s not a secret.
The FMCSA is able to more aggressively track carriers and put those
who violate the law out of business. And then all the costs are being
driven up. With all the EPA changes to a truck most owner-operators
can’t afford to buy one anymore. And that’s just one example of
many things that make it much harder to gain entry into the trucking
business.
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You have called the challenge of recruiting qualified drivers
the No. 1 danger facing the industry. Some estimates show the
industry needing to attract close to 100,000 new entrants per
year for the next 10 years just to keep pace with the churn of the
existing driver pool and accounting for modest economic
growth. Simply put, do you see trucking taking the necessary
steps right now to meet this enormous challenge?
For the past few years the customer has been No. 1. Today, the
driver’s No. 1, the driver’s No. 2, the driver’s No. 3 and the customer
is No. 4. This is the year of the driver. It appears we are currently in
the middle of an historic capacity meltdown. We are seeing that in our
business and I’m hearing that from many others and seeing economic
reports that tend to validate that. This hasn’t really happened since
the fall of 2005 during [Hurricane] Katrina and that was a brief and
temporary one. This seems to be much more systemic. The long and
short of it is the customers — the shippers — have not invested over
the years in the capacity that they now need. Driver pay has gone
radically backwards in real dollars each and every year for a very long
time. Regulations and technology are such they really have made
this job unattractive to what it pays. Infrastructure is crumbling and
not keeping up with the growth in our business resulting in more difficulties
for a driver on the road doing his job. I think this crunch will
go on a long time even though purists will try to address it because
the gap between what these guys are paid and what they ought to
be paid is so vast. Truckers have been squeezed downward actually;
their rates in real dollars have gone down for a number of years and
they simply don’t have the money to pay these folks what they would
like to pay. Will we get some relief? Yes, I think that is happening
now. Is it enough to resolve the capacity issue? No. To one respect
this benefits a trucking company because it gives them economic leverage
that they haven’t enjoyed for a very long time. On the other
hand, it will threaten companies because you just can’t keep shrinking
and selling trucks as your driver force reduces and I believe that’s
going on throughout the country.
38 Truckload Authority | www.Truckload.org TCA 2014

That being said, what can the trucking industry do collectively to
address this problem?
There are limits on what can be done collectively because the antitrust
laws prohibit by criminal and civil sanctions carriers combining to
increase their prices they charge to the customers. So that can’t be done
either with several companies or in the industry. There are some things
that possibly can be done. One thing I know TCA is reviewing at the moment
is to see if they can find any data that would support a rulemaking
to change the driver age from current 21 to 18, with some conditions.
That was tried in the year 2000 but it failed for lack of scientific data.
Other things that are ongoing are things that try to make a driver’s life
better, such as increasing rest stops and increasing driver health and a
host of things like that. The real answer to all of this lies in the laws of
economics and it does appear that those are at work right now.
What would you say to shippers who disregard a driver’s time and
what would you say to trucking companies that allow their drivers
to be treated in such a fashion?
What I would say is you better educate your top management and
you better do it quickly. As I said before, the driver is now No. 1. That
means our sales folks and I believe a lot of other people will be working
for freight that is friendly to drivers. As a result, we’re most competitive
where that’s the case and we’re least competitive where that’s not the
case. So, I believe what economics will cause in time and maybe a very
short time, is those shippers who have abusive practices will not be able
to move their freight or it will come at a very high cost. One thing TCA is
working on in a positive light is a program to thank those shippers who
do have good practices by using positive reinforcement. I know that’s in
the works and it’s in the nature of, “I caught you doing something good.”
And I think shippers will covet that award.
Does the political will exist to accomplish having the latest
iteration of HOS altered or is it here to stay for years to come?
What political will? I haven’t seen any political will on anything in a
very, very long time. I think the short answer is no.
What accomplishments made by TCA are you most proud of during
your time in leadership?
I think something very significant has happened in the last three terms
between Gary Salisbury, Robert [Low] and myself and will be forwarded
by successors. You know, Truckload Authority has been a great thing for
the association. It’s an incredible communication piece that adds value to
our members and I think it’s getting better every time. I’ve been proud to
watch it continue to grow. The team, the officer core, embarked on strategic
planning this year. In May, they came up with a very good plan, everybody
has bought in. Staff created some practical action plans around that
so staff has bought in. And one of the highlights of all of that I think, that
was started by Robert, is driver health. I think that is gaining more momentum.
I think this officer group is outstanding. I think they’re in accord
with what’s important and there’s a focus and direction that will continue
to add value in the coming years. I feel good leaving that behind for us.
What advice will you give to incoming Chairman Dunn?
My biggest advice would be to remind people of some of the good things
we do. Remind people of the value you get from being involved. You need
to network in this environment where it’s getting harder and harder to run
a trucking company. Shepard will be fine, he doesn’t need my advice. I just
look forward to watching him do what I know he’s able to do and will do.
What is next for you?
What is next for me — I’m looking forward to several years of tight
capacity. I’m challenged by several years of a tanked driver market. I
will continue as past chairman for one year, so I’m not completely uninvolved
yet. And then I plan to continue my involvement in TCA and continue
my increasing involvement in ATA.
On behalf of all TCA members and all of us at Truckload Authority,
we thank you sincerely for your effort and your outstanding
leadership this year.
You’re welcome, thank you. It’s been my pleasure.
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TCA 2014 www.Truckload.org | Truckload Authority 39

Spring Edition | TCA 2014
Member Mailroom
What is the Ambassador Club?
TCA created its prestigious Ambassador Club in 1996
as a way to honor companies that have maintained membership
with the organization for 25 years or longer.
Each year at the Annual Convention, companies are
honored if they are being inducted into the Ambassador
Club for the first time, or if they have reached the next
milestone of membership longevity.
The carrier with the longest membership is Craig
Transportation. The late Dale Craig and his son Lance,
the second and third generations to lead the company,
are TCA past chairmen.
Below is a list of the 98 members of the Ambassador
Club along with the year they became a TCA member.
Craig Transportation Co. 1941
Truck One, Inc. 1948
RJW, Inc./Bestway Systems, Inc. 1950
B & T Express, Inc. 1951
Dameo Trucking, Inc. 1951
Warren Transport, Inc. 1952
FFE Transportation Services, Inc. 1956
Houff Transfer, Inc. 1956
Refrigerated Food Express, Inc. 1956
Apgar Bros. 1960
Online Transport, Inc. 1960
Schilli Transportation Services 1960
Reed Trucking Co. 1961
Anderson Trucking Service, Inc. 1966
CRST International, Inc. 1966
D.M. Bowman, Inc. 1966
Crete Carrier Corporation 1968
Howell’s Motor Freight, Inc. 1968
Dart Transit Company 1970
Melton Truck Lines, Inc. 1970
Witte Brothers Exchange 1970
Cresco Lines, Inc. 1971
Diamond Transportation System, Inc. 1971
Sammons Trucking 1971
C.R. England, Inc. 1978
Con-way Truckload 1978
Heartland Express 1978
Art Pape Transfer, Inc. 1979
Davis Transport, Inc. 1979
Decker Truck Line, Inc. 1979
Dennis Truck Lines, Inc. 1979
Freymiller, Inc. 1979
Great Dane Trailers 1979
Marten Transport, Ltd. 1979
Millis Transfer, Inc. 1979
Tennant Truck Lines, Inc. 1979
DeBoer Transportation, Inc. 1980
K and J Trucking, Inc. 1980
Mill Corporation 1980
PAM Transport, Inc. 1980
1st Guard Corporation 1982
Carrier Transicold 1982
Contractual Carriers, Inc. 1982
Cummins, Inc. 1982
Eaton Corporation 1982
J.J. Keller & Associates, Inc. 1982
Navistar, Inc. 1982
Utility Trailer Manufacturing Co. 1982
Volvo Trucks North America 1982
CrossGlobe Transport, Ltd. 1983
GE Capital, Transportation Finance 1983
HireRight, Inc. 1983
May Trucking Co. 1983
Prime, inc. 1983
Weinrich Truck Line, Inc. 1983
Baldwin & Lyons, Inc. 1984
Bestway Express, Inc. 1984
Stevens Transport, Inc. 1984
TravelCenters of America and Petro 1984
Badger Utility, Inc. 1985
BDR Transport, Inc. 1985
Dutch Maid Logistics 1985
Rand McNally & Company 1985
Comdata Corporation 1986
Land Span, Inc. 1986
Pilot Flying J 1986
Swift Transportation Co., Inc. 1986
TransCore 1986
U.S. Xpress Enterprises, Inc. 1986
Venezia, Inc. 1986
Gordon Trucking, Inc. 1987
Interstate Distributor Co. 1987
JBS Carriers 1987
National Carriers, Inc. 1987
Baylor Trucking, Inc. 1988
Crane Composites 1988
Mercer Transportation Co., Inc. 1988
Transportation Costing Group, Inc. 1988
Wabash National Corporation 1988
Ameri-Co. Carriers, Inc. 1989
Celadon Group, Inc. 1989
Challenger Motor Freight, Inc. 1989
Detroit Diesel Corporation 1989
Earl L. Henderson Trucking Co. 1989
Epes Transport System, Inc. 1989
Fikes Truck Line 1989
G&P Trucking Co., Inc. 1989
Great West Casualty Company 1989
J&R Schugel Trucking, Inc. 1989
John Christner Trucking, Inc. 1989
Kenworth Truck Company 1989
Michelin North America 1989
Omnitracs, LLC 1989
Peterbilt Motors Company 1989
Pride Transport 1989
Sherman Bros. Heavy Trucking 1989
Scopelitis, Garvin, Light,
Hanson & Feary P.C. 1989
Sunrise Express, Inc. 1989
40 Truckload Authority | www.Truckload.org TCA 2014

Spring Edition | TCA 2014
Talking TCA
D elivering m o r e t h a n
W
reaths
Story by Aprille Hanson
Laying wreaths at the
Tomb of the Unknown Soldier
On Saturday, Dec. 13, 89 trucking companies sent their trucks
rolling across the United States with unique and precious loads
— 540,000 wreaths to more than 900 locations in honor of veterans
who served this country, many of whom paid the price of freedom
with their lives. It was all part of the annual National Wreaths
Across America Day, the staple event for the nonprofit Wreaths
Across America, which again could not have been possible without
the help of the trucking industry. And according to TCA officials, big
logistical changes are on the horizon for this year’s wreath-laying
ceremony.
“We’re very dependent on the trucking industry which delivers
all the wreaths free of charge,” said Karen Worcester, who founded
the organization with her husband Morrill. “It just shows how much
people believe in the mission we have to remember, honor, teach.”
Wreaths Across America became an official nonprofit in 2007
and was founded to remember the sacrifices military service men
and women make for our freedom. WAA has several educational
and ceremonial offshoots, but it’s biggest draw has always been the
wreath-laying ceremony at Arlington National Cemetery in Arlington
County, Va., and other locations throughout the United States.
With a $15 donation, a wreath is placed at the grave of a veteran.
But in order to make the day a reverent reminder of the heroes
this country was built upon takes planning, talent in driving and
logistics and a passionate group of volunteers. This is where the
trucking executives and drivers come in.
This year, 152 loads were delivered. Morrill “Rob” Worcester II
is one of Karen and Morrill’s six children who help with Wreaths
Across America. Rob, who works for the Worcester Wreath Company
which supplies the wreaths, has been a WAA coordinator on
the trucking side of this event for many years.
“At this point we have partnered up with TCA; they basically
have opened up their contact list and put it in their system to try to
get new carriers and solicit for help,” Rob said. “We also have some
of their members help with logistics as well,” including TCA spokesperson
Debbie Sparks, who Rob pointed out, “has a huge amount of
contacts in the industry. A good portion of her time goes to this.”
Sparks said every year has been a learning experience for how
to best distribute the wreaths and 2014 will be the most promising
yet.
“We now have three years of data,” she said, adding that TCA
will have carriers sign up for what routes they want to take in September
and have a set plan in October. “We’re doing it the trucking
way … it will be operational; they’re going to apply trucking intelligence.”
Taking both WAA’s spreadsheet data on the wreaths as well as
TCA’s collected dispatch data from previous wreath-laying ceremonies,
TCA will utilize technology and incorporate a stronger emphasis
on logistics with the help of TCA At-Large Officer Aaron Tennant,
president and CEO of Tennant Truck Lines, Inc.
“Once we have the destinations for the wreaths, we can use
technology to optimize the routing. This will yield more efficient
transport and allow the carriers to sign for their preferred destinations
earlier for planning and efficiency,” Tennant said.
TCA 2014 www.Truckload.org | Truckload Authority 41

“I hope this will attract more carrier participants
as coordinating the logistics will be less
burdensome. The use of cross docks within the
optimization will also allow carriers to participate
with a load to a more favorable destination.”
Tennant Truck Lines has already been involved
in the event, allowing its headquarters
in Colona, Ill., to be used as a loading facility so
drivers coming from the West Coast don’t have
to travel all the way to the East Coast to pick
wreaths up, Rob said.
“It’s continued at a pace
of growing at 40 percent a
year,” Rob said of trucking
company participation. “It
was 60-something companies
last year, about a 100
loads last year. We’re continuing
to grow.”
Rob said if a trucking
company has to back out
for some reason, it has
never caused a problem
because those companies
have offered to pay another company to take
on the load, at no charge to the nonprofit.
“The generosity in the trucking industry, it
gets emotional at times because you have a
time crunch. Next thing you know, you’re having
a trucking executive step up and say, ‘You
know what, we’re going to make this happen,’”
Rob said. “There are quite a few individuals
that have continued to do this. There’s a dozen
guys who keep in touch with me through the
years and have had great experiences and plan
their Christmas season around the trips … They
want to complete the mission with us.”
Rob pointed to Barry Pottle, past chairman
of TCA and president and CEO of Pottle’s
Transportation, Inc., of Bangor, Maine, who has
helped since the organization became a nonprofit.
Rob said the second year, the organization
needed about 20 trucks to volunteer to
deliver the wreaths and Pottle was one of a list
of people in the New England area that Morrill
Worcester called.
“He’s been instrumental in getting us deeper
“it’s just remarkable. I don’t think words can explain
how it’s taken off. I’m just amazed at how the trucking
industry has come together to support Wreaths Across
America and our veterans.”
into the industry,” Rob said. “He said, ‘I’d like to
help you get this done; it’s important to get this
done.’ He helped us through a couple seasons
with the contacts he has in the industry … It
got to the point where we needed more than 50
trucks and the TCA through him jumped in to
help us. Barry Pottle was our networking.”
That first year and many years after, Pottle
drove the truck himself and was in charge of
dispatching all the trucks. This year, his company
also helped deliver wreaths.
“I think it’s just remarkable. I don’t think
words can explain how it’s taken off. We all get
asked so much to donate to certain things and
everyone wants you to give, give, give. I think
this is just a thing people want to give to,” Pottle
said. “I’m just amazed at how the trucking
industry has come together to support Wreaths
Across America and our veterans … It’s really
good for the veterans, and our trucking industry
really relies on a lot of the veterans to drive
for us.”
When he was delivering wreaths, Pottle said
he made several stops along
the way at schools and VFW
halls to spread the WAA message
and one woman is still
a vivid memory, showing her
support for the cause.
“There’s one moment that
really touched me more than
anything, I think, when I was
driving down this road in
Massachusetts or Connecticut.
There was a woman on
the side of the road waving at
me, with her hand over her
heart and I could read her lips; she was saying
‘thank you.’ You don’t know if she lost her
son, daughter, father [during military service].
It meant a lot to her. Those things bring tears
to your eyes knowing you’re helping. It’s something
you’ll always remember.”
The participation of trucking companies
grows every year and Pottle said, “No matter
who you call, people are always willing to
help.”
“A lot of the guys donate the time; trucking
companies they donate the fuel, the truck, the
-Barry Pottle
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42 Truckload Authority | www.Truckload.org TCA 2014

CAT Truckload Authority 021414_Layout 1 2/13/14 5:38 PM Page 1
drivers. Once a driver does it he always wants to do it. Then it grows
into something big,” Pottle said. “It’s been a great thing. For some of us
that haven’t been in the military, it’s a way to give back to the veterans,
the fallen heroes that have given their lives for our freedom.”
To continually encourage more truckers to be involved even if they
can’t haul the wreaths, the organization unveiled “Trucking’s Patriot
Pair” (in partnership with TCA and Pilot Flying J), where drivers can
order two wreaths at $15 apiece — one for the grill of their truck, the
other going to a grave at Arlington on their behalf.
To spread the word, the Worcesters and other WAA staff and volunteers
went to a Pilot Flying J in Connecticut, handing out 500 free
wreaths to truckers.
“It was kind of a learning curve,” trying to explain about the wreaths
to truckers in a rush to get to their destinations. “We just realized for
as many people that know about Wreaths Across America, there’s a lot
more that don’t. But we did have the opportunity to explain and when
people did understand, they just loved it,” Karen said.
This year, she said the nonprofit hopes to keep building up volunteers
and donations for the wreaths to fill up Arlington National Cemetery
as much as possible for the cemetery’s 150th anniversary.
“We want to really challenge people; we’ve got some creative ideas
we’ll announce regarding the teaching part,” Karen said. “We’re trying
to have people make connections with the families of these loved ones
… to find out more about their character. What makes us great as a
country is the hundreds of years … that people have been willing to lay
down their life for this country.”
On the trucking side of the ceremony, Tennant said companies and
drivers can expect “a quick load to a destination of their choice,” and of
course, a sense of pride from giving back.
“It gives me great pride to support the event, as I deeply believe in
the WAA mission. I receive even more pride when I see the excitement
throughout our organization and the desire to partake in any way they
can,” Tennant said.
“Some donate time, others financially, but they are all so humble and
proud. It excites me to become further involved when employees, their
families and friends participate and understand the true purpose.”
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www.Truckload.org | Truckload Authority 43
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2013 Driver of the year
Presented by:
Six professional truck drivers have made the cut as the top
contenders in the 2013 Driver of the Year competition hosted by the
TCA and Randall-Reilly Business Media & Information Company.
Company Driver of the year Nominees
Results are in and the Truckload Carriers Association and
CarriersEdge have announced the 20 trucking companies
from across North America which are winners in the
2014 Best Fleets to Drive For.
The annual survey and contest, now in its sixth year, identifies
for-hire trucking companies that provide the best workplace
experiences for their drivers.
Bison Transport
Winnipeg, Manitoba
Brian Kurtz Trucking Ltd.
Breslau, Ontario
Fremont Contract Carriers
Fremont, Neb.
FTC Transportation
Oklahoma City
Central Oregon Trucking Co.
Redmond, Ore.
Gordon Trucking, Inc.
Pacific, Wash.
Reuben Dupsky
Fremont Contract
Carriers, Inc.
Fremont, Neb.
Jack Fielding
Bison Transport
Winnipeg, Manitoba
Allan Raffay
Prime, inc.
Springfield, Mo.
DJ Knoll Transport Ltd.
Emerald Park, Saskatchewan
Grammer Industries, Inc.
Grammer, Ind.
owner-operator of the year Nominees
TCA honors
Thomas Miller
Prime, inc.
Springfield, Mo.
Bryan Smith
Art Pape Transfer, Inc.
Dubuque, Iowa
Terrance Smith
SLH Transport
Kingston, Ontario.
It is always such a privledge to be able to
work with professional drivers of this caliber. I
wish we could give every one of them the title
of ‘Driver of the Year.’
— Tom B. Kretsinger, Jr., TCA Chairman 2013-14
President & CEO, American Central Transport
TCA’s Driver of the Year competition recognizes and pays tribute to
the outstanding company and owner-operator truck drivers who
provide reliable and safe truck transportation in moving the nation’s
goods.
The finalists and subsequent grand prize winners are selected based
on their ability to operate in a safe manner on the public highways,
their efforts to enhance the public image of the trucking industry, and
their positive contributions to the communities in which they live.
To be eligible for the contests, driver applicants had to meet certain
minimum criteria, such as having driven one million consecutive,
accident-free miles. Trucking companies were limited to nominating
only five drivers for each contest. Previous grand prize winners were
not eligible to enter either contest again.
Driver applicants were evaluated based on operating information,
work history and safety record. Each also submitted a 300-word essay
explaining why he/she is a good “trucking citizen” and why they
should be a candidate for the grand prize. Equipment specifications,
business plans and financial statements were also reviewed for the
owner-operator candidates.
38 th annual national fleet
safety awards
Presented by:
GREAT WEST CASUALTY COMPANY
The Difference is Service
E
ighteen companies have been named division winners in
the 38th annual National Fleet Safety Awards. Sponsored by
Great West Casualty Company, the awards recognize trucking
companies that demonstrate a superior commitment to safety
and accident reduction.
Companies applying for the National Fleet Safety Awards have completed
the first of a two-step process. First, their accident frequency
per million miles driven was calculated for each of six mileagebased
divisions. The top three division winners were selected and
have been audited by an independent expert to verify their accident
frequency numbers.
In addition to focusing the spotlight on companies th
is performing as a whole. With the continued decrease i
members exhibit on a daily basis.
44 Truckload Authority | www.Truckload.org TCA 2014

®
Presented by:
Each year, I am more and more amazed at the innovative programs these fleets are implementing, regardless
of their size. And several of the Best Fleet winners are also in contention for TCA’s National Fleet Safety Awards, so
clearly these are not just nice places to work — they’re also safe.
— Chris Burruss, TCA President
Grand Island Express
Grand Island, Neb.
Halvor Lines, Inc.
Superior, Wis.
Kriska Holdings Ltd.
Prescott, Ontario
Landstar System, Inc.
Jacksonville, Fla.
Load One LLC
Taylor, Mich.
Motor Carrier Service, Inc.
Northwood, Ohio
Paramount Freight
Systems LLC
Fort Myers, Fla.
Prime, inc.
Springfield, Mo.
Sue Vinje Trucking
Superior, Wis.
TimeLine Logistic
International Ltd.
Saskatoon, Saskatchewan
Transpro Freight Systems Ltd.
Milton, Ontario
Trimac Transportation
Calgary, Alberta
In addition, five companies have
been identified as “Fleets to
Watch” (honorable mentions) for
demonstrating innovation in their
driver programs:
• Drive Logistics Windsor, Ontario
• Erb Group of Companies
New Hamburg, Ontario
• Roehl Transport, Inc. Marshfield, Wis.
• Steelman Transportation, Inc.
Springfield, Mo.
• Tennant Truck Lines, Inc.
Colona, Ill.
s industry excellence
There will be honors galore to bestow on TCA member carriers during our annual convention
March 23-26 at the Gaylord Texan in Grapevine, Texas as the association recognizes the Best Fleets to Drive
For, National Fleets Safety Award winners, Company Driver of the Year and Owner-Operator of the Year.
The awards ceremony will take place on the evening of March 25, 2014 and is among the highlights of the meeting as
we take time to recognize the accomplishments of those among us who have excelled during the past year.
Division winners will be recognized
during the annual TCA convention
in Dallas, at which time
the grand prize winners — one
in the less than 25 million miles
category and one in the more
than 25 million miles category
— will be announced.
Companies are listed according
to the order they placed within
each category:
Division I (Less than 5 million miles)
1. FTC Transportation, Inc.
Oklahoma City
2. Specialty Transport, Inc.
Knoxville, Tenn.
3. Art Papa Transfer, Inc.
Dubque, Iowa
Division II (5-14.99 million miles)
1. Brian Kurtz Trucking LTD
Breslau, Ontario
2. MacKinnon Transport, Inc.
Guelph, Ontario
3. Diamond Transportation System, Inc.
Racine, Wis.
Division III (15-24.99 million miles)
1. A&A Express, Inc.
Brandon, S.D.
2. Convoy Systems LLC
Kansas City, Kan.
3. Jett Express, Inc.
Dayton, Ohio.
Division IV (25-49.99 million miles)
1. N. Yanke Transfer Ltd.
Saskatoon, Saskatchewan
2. Erb International, Inc.
New Hamburg, Ontario
3. Hill Brothers Transportation
Omaha, Neb.
Division V (50-99.99 million miles)
1. May Trucking Co.
Salem, Ore.
2. Groupe Robert, Inc.
Rougemont, Quebec
3. J & R Schugel Trucking
New Ulm, Minn.
Division VI (100 million or more miles)
1. Bison Transport, Inc.
Winnipeg, Manitoba
2. Gordon Trucking, Inc.
Pacific, Wash.
3. FFE Transportation Services, Inc.
Lancaster, Texas
s that work hard to achieve stellar safety records, these awards give us a glimpse of how well the industry
e in the total contest fleet vehicle accident ratio, it demonstrates the forward safety thinking that our carrier
— Jerry Waddell, chairman of TCA’s Safety & Security Division
Safety Director, Cargo Transporters Inc., Claremont, N.C.
TCA 2014 www.Truckload.org | Truckload Authority 45

Mark Your
Calendar
MaY 2014
Safety & Security Annual Division Meeting - May 18-20
- Hyatt Regency at the Arch, St. Louis. Register online at
Truckload.org or contact TCA at (703) 838-1950 for more information.
Exhibitor opportunities available.
JulY 2014
Refrigerated Division Annual Meeting - Grand Summit Hotel,
Canyons Resort in Park City, Utah. Find more information at
Truckload.org or contact TCA at (703) 838-1950.
March 2014
Annual Convention - March 23-26 - Gaylord Texan Hotel,
Grapevine, Texas. Register online at Truckload.org or contact
TCA at (703) 838-1950 for more information. Exhibitor opportunities
available.
2014 Scholarship Fund Gala - March 24 - Gaylord Texan
Hotel, Grapevine, Texas. Register online at Truckload.org or
contact TCA at (703) 838-1950 for more information.
april 2014
“Driver Recruiting in a Mobile World” - April 10 - Webinar.
Find more information and register online at Truckload.org.
SepteMber 2014
2014 Independent Contractor Division Annual Meeting
- Sept. 4 - Renaissance O’Hare Suites, Chicago. Find more
information at Truckload.org or contact TCA at (703) 838-1950.
2014 Open Deck Division Annual Meeting - Sept. 4-5 -
Renaissance O’Hare Suites, Chicago. Find more information at
Truckload.org or contact TCA at (703) 838-1950.
March 2015
Annual Convention - March 8-11 - Gaylord Palms Hotel,
Orlando, Florida. Find more information at Truckload.org or contact
TCA at (703) 838-1950. Exhibitor opportunities available.
46 4 Truckload auThoriTy Authority | |
www.Truckload.org
www.Truckload.org
Tca TCA 2014 2014

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loading dock issue at one of their largest customers, Wabash National went
to work on a solution: from engineering and manufacturing to customer
service and sales. With a rapid response team, Wabash National developed
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Problem solved.
“Wabash responded with amazing speed.”
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When you face challenges in your operation, call the team that
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wabash-trailers.com/responsive.
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