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CONTENTS
aUGUST MAY 2019 2020 • VOLUME • Volume 2221 • ISSUE • Issue 5 8
Truck TRUCK stop
STOP
Family Claude tradition: Crook chose TJ
Kounkel OTR career is a third-
despite
generation losing 6 family trucker members with
award-winning to drugged truck Peterbilt
driver
Page Page 12 8
IC News
NEWS
California Intelligent adopts Imaging first-ofits
Systems kind requirement technology for
zero-emission used to find trucks
CMV
parking at truck
stops in Midwest
Page 10
18
PRODUCT Product Profile
PROFILE
Truck Friction, owners kits should
and
check reman: expiration Bendix dates,
Spicer
quality Foundation of DEF Brake before
buying
offers guide to air disc
brake aftermarket
Page 24 16
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Hundreds of Jobs www.TheTrucker.com/jobs Independent Contractor 2020 5

Coal City Cob
Company, Inc.
Hiring Company Drivers
& Owner Operators
In 1970, the Cloonen family
started Coal City Cob with one
truck and a plan. Fifty years
later, that plan spans the nation
with over 200 drivers providing
quality service to chemical and
hazardous waste customers. At
the heart of it, though, we’re
just folks that love trucking. As
the big get bigger, we welcome
you to join us and remember
what it’s like to work in a culture
that is family. We look forward
to hearing from you soon.
TERMINAL LOCATIONS
CHARLOTTE
Charlotte, NC
CHIGAGO
Diamond, IL
CINCINNATI
Cincinnati, OH
DALLAS
Waxahachie, TX
HOUSTON
La Porte, TX
LOUISIANA
St. Gabriel, LA
MORROW
Morrow, GA
NEW JERSEY
Rahway, NJ
Pedricktown, NJ
888-860-2434
Drive4CCCOB.com

Family tradition: TJ Kounkel is a third-generation
trucker with award-winning Peterbilt
Farming and trucking are two professions
that often run in families. TJ Kounkel’s
family has a tradition of both.
In addition to farming 2,000 acres of corn
and soybeans in northwest Iowa, his family
operates a livestock-hauling business. Driving
farm equipment and even trucks on the farm
were just part of growing up for Kounkel.
“I started driving at 18, driving intrastate. I
know every road in Iowa,” he told The Trucker,
adding that talking about himself isn’t easy
for him.
Courtesy: TJ Kounkel
TJ Kounkel, third from left, entered his
Peterbilt in the 2019 No Coast Large Cars
Truck Show in Britt, Iowa. He is shown here
with his dad, Chad Kounkel, left; his cousin,
Jackson Kounkel, second from left; and
his grandfather, Jack Kounkel, right. His
truck earned trophies for first place Limited
Mileage, Best of Show Tractor/Trailer and
People’s Choice Award.
Cliff Abbott
“I’m kind of boring,” he said. “When
I’m not trucking, I stay busy with the farm.
There’s always something to do.”
On the other hand, talking about his
truck isn’t a problem at all. Kounkel drives
a 2018 Peterbilt 389 with a Caterpillar C-15
Acert engine and an 18-speed transmission.
“We took the engine down to the bare
block, and everything was balanced and
blueprinted going back together,” he said.
“We’re running CAT compound turbos
pushing around 700 hp.”
The truck was put together in the family
shop, at the farm.
“All of the work was done in our shop; we
build all of our own gliders,” he explained.
“Only some of the work, like the upholstery
and the major engine work, was hired out.”
The family currently runs 14 trucks, all
gliders. Kounkel’s truck was ordered as a
glider in 2017, with most of the assembly
taking place on the farm.
“The truck was delivered to our shop in
the fall of 2017 and put in storage until we
started building it the first part of 2019,” he
said. “It took about six months from start to
finish just in time for the Great American
Truck Show (GATS) in Dallas.”
Improvements made to the truck include
custom seats, stereo and shag carpeting.
“The entire interior was taken out so
Dynamat sound-dampening material could
be put down to keep all the sound out of the
cab,” he explained.
Kounkel’s truck took Best of Show in
8 Independent Contractor 2020 Hundreds of Jobs www.TheTrucker.com/jobs

Courtesy: TJ Kounkel
TJ Kounkel drives a 2018 Peterbilt 389 with a Caterpillar C-15 Acert engine and an 18-speed
transmission. He did the majority of the work to turn this rig into a show truck at the shop on his
family’s farm.
the Limited Mileage category at GATS last
year and has won awards at local shows.
“The best part of showing trucks is the
show itself — the people you get to meet
and the trucks you get to see,” he said.
Kounkel hauls cattle and hogs in a 2020
Wilson Silverstar Livestock trailer, mostly
to processing centers. Business is slow in
the current environment.
“Everybody is locked down on us, so
it’s pretty slow,” he said. “Some of the
processing plants have cut back on how
many they’ll take, and some have closed
down entirely. We’re not taking nearly the
hogs and cattle.”
When he isn’t farming or working on
trucks, Kounkel is planning for the future.
Only 22 years old, he said he plans to stay
in northwest Iowa.
“I bought 100 acres and a house next
to our farm,” he explained. “I’m pretty
blessed. I have a little shop, but I haven’t
done anything with it yet. We work on
gliders at the farm.”
The closest “big” city to the Kounkel
farm is Sioux City, Iowa, population 83,000.
The countryside is an endless sea of corn and
soybeans. “Yep, it’s a lot of corn,” he said.
When he’s traveling, his girlfriend
sometimes goes along. “She likes to ride
with me, but there’s a lot of sleeping,” he
quipped.
With four years of driving, the family
farm and now, a home and his own acreage,
TJ Kounkel represents the third generation
in both businesses. He has a solid plan
laid out for his future, one that is bound to
include more awfully nice trucks.
Hundreds of Jobs www.TheTrucker.com/jobs Independent Contractor 2020 9

Independent Contractor
News
August 2020
California adopts first-of-its kind
requirement for zero-emission
trucks
Independent Contractor News Service —
By 2045, every new truck sold in California will
be zero-emission. That’s according to the California
Air Resources Board (CARB), which on
June 25 adopted a first-in-the-world rule requiring
truck manufacturers to transition from diesel
trucks and vans to electric zero-emission trucks
beginning in 2024 and culminating in 100%
zero-emission trucks by 2045.
A statement from CARB describes the move
as “bold and timely,” adding that it sets a cleantruck
standard for the nation and the world and
marks the most important air-pollution regulation
to date implemented by California Gov.
Gavin Newsom’s administration. The rule zeroes
in on air pollution in the state’s most disadvantaged
and polluted communities.
“California is an innovation juggernaut that
is going electric. We are showing the world that
we can move goods, grow our economy and
California Air Resources Board
A June 25 rule set by the California
Air Resources Board requires truck
manufacturers to transition from
diesel trucks and vans to electric
zero-emission trucks beginning in
2024.
finally dump dirty diesel,” said Jared Blumenfeld,
California’s Secretary for Environmental
Protection.
According to CARB, many California neighborhoods,
especially Black and Brown, low-income,
vulnerable communities, are adjacent to
the state’s ports, railyards, distribution centers
and freight corridors and experience the heaviest
truck traffic. This new rule directly addresses
disproportionate risks and health and pollution
burdens affecting these communities and puts
California on the path for an all zero-emission
short-haul drayage fleet in ports and railyards
by 2035, and zero-emission “last-mile” delivery
trucks and vans by 2040.
“For decades, while the automobile has
grown cleaner and more efficient, the other half
of our transportation system has barely moved
the needle on clean air,” said CARB Chair Mary
D. Nichols. “Diesel vehicles are the workhorses
of the economy, and we need them to be part of
the solution to persistent pockets of dirty air in
some of our most disadvantaged communities.
Now is the time; the technology is here and so is
the need for investment.”
Trucks are the largest single source of air pollution
from vehicles, responsible for 70% of the
smog-causing pollution and 80% of carcinogenic
diesel soot, even though they number only 2
million among the 30 million registered vehicles
in California, according to CARB.
The aim of this requirement to shift to zeroemission
trucks, along with the ongoing shift to
electric cars is to help California meet its climate
goals and federal air-quality standards, especially
in the Los Angeles region and the San Joaquin
Valley — areas that suffer the highest levels of
air pollution in the nation. Statewide, the Advanced
Clean Truck regulation is expected to
lower related premature deaths by 1,000.
The rule drives technology and investment,
phasing in available heavy-duty zero-emission
technology starting in 2024 with full transfor-
10 Independent Contractor 2020 Hundreds of Jobs www.TheTrucker.com/jobs

Independent Contractor
News
mation over the next two decades. CARB states
that the rule sends a clear signal to manufacturers,
fleet owners and utilities that now is the
time to invest in zero-emission trucks and in the
economy, building on California’s leadership as
a manufacturer of zero-emission transportation.
In the coming months, CARB will consider
two complementary regulations to support its
June 25 action.
The first would set a stringent new limit on
NOx (oxides of nitrogen), one of the major precursors
of smog. This would require that new
trucks that still use fossil fuels include the most
effective exhaust-control technology during the
transition to electric trucks. There is also a proposed
requirement for larger fleets in the state to
transition to electric trucks year over year.
Carriers based in Mexico can
still operate in United States
under USMCA
Cliff Abbott, Independent Contractor Staff
Writer — For years after the North American
Free Trade Agreement (NAFTA) went into effect
on Jan. 1, 1994, the trucking industry in the
U.S. worried about one particular provision. The
agreement called for the lifting of restrictions
prohibiting Mexican carriers to operate in the
U.S.
Canadian carriers were already allowed to
deliver loads originating in Canada to points
within the U.S and pick up loads returning to
Canada. Mexican carriers, on the other hand,
were allowed to operate in clearly defined “commercial
zones” near U.S.-Mexico border crossings.
Freight from Mexico that was bound for
destinations outside of the commercial zones
had to be transferred to a U.S.-based carrier for
delivery, a process that is cumbersome and expensive.
Since NAFTA was designed to lift trade
barriers between the participating countries, it
was a given that Mexican trucks would soon be
granted the same privileges in the U.S. as Canadian
trucks. The treaty provided time, specifying
access to Mexican trucks by the year 2000. It
didn’t happen.
For Mexican carriers to move goods inside
the U.S., they needed to meet the same requirements
as U.S. carriers. This included things like
obtaining authority, meeting insurance requirements,
a driver-licensing system comparable
to the CDL system in the U.S., adequate drugtesting
and accident-reporting programs, environmental
standards and more. Canadian laws
governing these areas were already similar to
those in the U.S.
Since Mexico is a primary destination for
older used trucks when traded by U.S. carriers,
there were also concerns about vehicle safety.
Critics pointed to the absence of an inspection
and grading system in Mexico that was similar
to U.S. programs.
Then there was the language barrier. Most
Canadians speak English and would have no
difficulty reading U.S. road signs or understanding
instructions from an enforcement official.
A smaller percentage of Mexican drivers speak
English fluently, potentially in conflict with a
federal regulation requiring a degree of fluency
with the language.
Reciprocation was also a possible issue. If
Mexican trucks could make deliveries in the
U.S., could U.S. carriers make deliveries in
Mexico? The problem wasn’t having the authority
to do so; the trucking infrastructure in
Mexico is simply inadequate for U.S. carriers to
operate there. The network of fueling, parking
and repair facilities in the country is inconsistent
with such services in the U.S.
There was opposition from trucking groups,
too, such as the Teamsters Union and the Owner-Operator
Independent Drivers Association
(OOIDA), which were concerned about loss of
U.S. driving jobs. Environmental groups such as
the Sierra Club and safety advocates like Public
Citizen also opposed allowing Mexican trucks
on U.S. highways, resulting in an odd confederation
of enemies on the same side of the issue.
Meanwhile, the U.S. Department of Transportation
(USDOT) and Federal Motor Carrier
Safety Administration (FMCSA) struggled to
comply with the provisions of NAFTA while
ensuring that Mexican carriers met the same
safety standards as U.S. carriers. Data was inconsistent,
as record-keeping requirements in
12 Independent Contractor 2020 Hundreds of Jobs www.TheTrucker.com/jobs

Independent Contractor
News
Mexico did not provide adequate information to
guarantee authority approval.
One year after NAFTA went into effect,
the U.S. refused to lift restrictions on Mexican
trucks, angering Mexico’s government and
threatening the NAFTA agreement. Despite this
point of friction between the countries, NAFTA
remained in effect while the dispute was argued.
In 2001, a NAFTA dispute settlement panel
found the U.S. to be in violation of the NAFTA
agreement. The following year, the FMCSA put
in place an interim final rule allowing crossborder
operation. Opponents took to the courts
to have the FMCSA rule set aside. Lower courts
upheld the rule, but upon appeal the rule was set
aside by the U.S. Court of Appeals for the Ninth
Circuit; then U.S. Supreme Court overturned the
Circuit court, and the rule was back in effect.
The issue moved to Congress, which required
in 2007 that a pilot program be implemented to
ascertain safety and compliance levels of Mexican
carriers before they were permitted to conduct
long-haul operations in the U.S. However,
two years later Congress voted to remove funding
for the pilot program, effectively ending it.
Mexico retaliated by placing tariffs on more than
$2 billion in U.S. goods.
In 2011, with a new Congress and president
in place, another pilot program began, prompting
Mexico to suspend its tariffs on American
goods.
iStock Photo
For Mexican carriers to move goods
inside the U.S. under USMCA,
they needed to meet the same
requirements as U.S. carriers under
NAFTA.
Finally, in 2015, the data accumulated
through the pilot program was reported to Congress,
which gave the go-ahead for FMCSA to
begin issuing operating authority to Mexican
carriers. The U.S. Inspector General reported
that the program results were invalid due to the
low number of participating carriers, but the
carriers that did participate had safety records
comparable to U.S. carriers. The numbers were
underwhelming, with only a few dozen Mexicobased
carriers receiving authority to operate in
the U.S.
Finally, after two-and-a-half decades and the
involvement of five U.S. presidents, NAFTA
was replaced by the new United States-Mexico-
Canada Agreement (USMCA), which has been
characterized as “NAFTA 2.0.” The USMCA
fulfills a campaign promise by President Donald
Trump to reform NAFTA and is the result of a
renegotiation of the original agreement that took
place in 2017 and 2018. It was signed on Nov.
30, 2018, by leaders of all three participating
countries, and the final ratification took place in
Canada on March 13, 2020.
The USMCA continues the NAFTA provision
to allow Mexican carriers to obtain operating
authority in the U.S. but allows the U.S.
to cap the number of Mexican carriers that are
given authority and to halt granting of such authority
if it is determined the practice is causing
material harm to U.S. interests.
As it stands, the issue of Mexico-based drivers
sharing the highways with U.S. drivers has
quietly subsided from public discussion. The
drivers are still here in small numbers. Cabotage
rules prohibit hauling loads between points
in the U.S. Predictions of a Mexican force of
drivers putting Americans out of work have not
come to pass, while the removal of Mexican
tariffs on U.S. goods has had a positive effect
on U.S. workers. Safety concerns have proven
to be largely unfounded, as well, although close
monitoring will continue.
Like the trade agreements that authorized
cross-border trucking, the rules under which
Mexican truckers can operate within the U.S.
will change over time. For now, more pressing
issues are getting public attention.
14 Independent Contractor 2020 Hundreds of Jobs www.TheTrucker.com/jobs

product
profile
Truck owners should check expiration
dates, quality of DEF before buying
Cliff Abbott, Independent Contractor Staff
Writer — The list of ways in which the CO-
VID-19 pandemic has impacted trucking is a
long one, but there’s one impact in particular
that drivers should be aware of, according to a
release from the American Petroleum Institute
(API). The group is advising truck owners to
use caution when purchasing and storing diesel
exhaust fluid (DEF).
The group reminds DEF users that the product
has a useful life that can be shortened by
adverse conditions, such as heat. Even under
good conditions, the shelf life of DEF is about
12 months, maybe a little longer if storage conditions
are optimum. DEF stored at 86 degrees
and above will last only six months or so, according
to API.
Drivers who normally purchase DEF at truckstop
fuel pumps probably won’t need to worry,
unless the truck stop has been closed down for
a long period of time. It’s the packaged stock
that could be a problem. Convenience stores and
iStock Photo
The American Petroleum Institute
advises truck owners to use caution
when purchasing and storing diesel
exhaust fluid (DEF).
other retail outlets that have shut their doors for
weeks or even months may have product on the
shelves that has reached its expiration date.
Additionally, DEF that has been stored in an
area exposed to heat, such as an outdoor shed or
an exposed storage box on a truck, can degrade
faster.
API recommends drivers make sure they
note the manufacturer of the DEF they purchase.
Some states require that the manufacturer
be listed on the receipt, but not all.
Drivers should check for an expiration date
on the package, too. If there isn’t one, there may
be a traceability code that contains a packaging
date. Adding 12 months to this date will provide
an approximate expiration date.
As for DEF that has already been purchased,
drivers should check for dates on their supplies.
The package often has recommended storage
temperatures printed on it. Side boxes on trucks
usually aren’t well insulated and can get much
warmer than cab and sleeper areas, while frameor
catwalk-mounted boxes can get very warm.
If in doubt, the product should be replaced with
fresh DEF.
Exposure to direct sunlight can also cause
DEF to degrade faster.
DEF that has aged past its shelf life or has
gone bad due to heat or sunlight exposure can
cause problems with components of the selective
catalytic reduction (SCR) system, such as
the DEF dosing pump or the diesel particulate
filter (DPF), leading to downtime and repair
expense. Warranty coverage may be denied
if bad DEF is identified as the cause of the
failure.
Diesel engines can also “derate” if bad DEF
is detected. This condition will result in loss of
power and speed but should allow the engine
to run long enough to get to a repair facility.
Drivers should responsibly discard DEF
16 Independent Contractor 2020 Hundreds of Jobs www.TheTrucker.com/jobs

THANK YOU to Flatbed Truck Drivers and
All Essential Workers on the Front Line
of Covid-19
• Local, Regional & OTR
• Great Home Time &
Benefits including Paid
Holidays
• Percentage Paid Weekly
• Ask About Our Pay
Guarantee & Vacation
PAID TRAINING PROGRAM FOR COMPANY DRIVERS
APPLY ONLINE NOW
www.piimx.com
866.819.8913
PAID TRAINING PROGRAM FOR COMPANY DRIVERS

product
profile
that is past its expiration date or that appears
cloudy or dirty. More importantly, drivers
should be aware that the age of the DEF they
use is important and should buy and use only
fresh, high-quality DEF. API recommends that
drivers inspect packaging for the phrase, “API
licensed” or similar wording to ensure high
quality.
API also cautions drivers that there is no
additive that improves the quality of DEF; adding
anything to the fluid could reduce its effectiveness
or even cause damage.
Cooper’s new Roadmaster winter drive
tire delivers traction performance for
inclement conditions
Independent Contractor News Service —
Drivers who operate in areas prone to snow and
ice now have a new winter tire option with the
introduction of Cooper Tire’s Roadmaster winter
drive tire (RM258 WD).
The tire is Three-Peak Mountain Snowflake
certified and promises optimum winter traction
performance with an open shoulder design with
four rows of lugs, shoulder notches and chevron
grooves for added “bite” in winter conditions.
The tire is designed for regional applications
and is available in 11R22.5 and 11R24.5 sizes
with load range H.
“This Roadmaster tire is all about traction,”
said Gary Schroeder, executive director of Cooper’s
global truck and bus tire business.
“It’s Roadmaster’s best performer in the
snow and other adverse conditions for regional
operators,” he continued. “The tire features
an entirely new tread pattern and curb guards,
coupled with enhanced compounding, to ensure
excellent performance around town, including
when hitting curbs and while on the
interstate. Where other tires might slip and
slide in the snow, the Roadmaster RM258 bites
to give excellent performance.”
Deep tread (26/32nds), along with full-depth
3D siping in the lugs, help the tire connect closely
with the road for improved traction. Tie bars
in the shoulders keep the tread from squirming,
to help with uniform wear, and stone ejectors
Courtesy: Cooper Tire
Designed for drivers who haul in
regions prone to winter weather,
Cooper Tire’s new Roadmaster
winter drive tire is Three-Peak
Mountain Snowflake certified.
in the tread grooves help keep small rocks from
drilling into the casing, improving casing life.
The foundation of the Roadmaster RM258
WD is its four steel belt construction, which allows
for multiple retreads. The tire comes with
a six-year, two-retread warranty.
18 Independent Contractor 2020 Hundreds of Jobs www.TheTrucker.com/jobs

Coal City Cob
Company, Inc.
Hiring Company Drivers
& Owner Operators
In 1970, the Cloonen family
started Coal City Cob with one
truck and a plan. Fifty years
later, that plan spans the nation
with over 200 drivers providing
quality service to chemical and
hazardous waste customers. At
the heart of it, though, we’re
just folks that love trucking. As
the big get bigger, we welcome
you to join us and remember
what it’s like to work in a culture
that is family. We look forward
to hearing from you soon.
TERMINAL LOCATIONS
CHARLOTTE
Charlotte, NC
CHIGAGO
Diamond, IL
CINCINNATI
Cincinnati, OH
DALLAS
Waxahachie, TX
HOUSTON
La Porte, TX
LOUISIANA
St. Gabriel, LA
MORROW
Morrow, GA
NEW JERSEY
Rahway, NJ
Pedricktown, NJ
888-860-2434
Drive4CCCOB.com

product
profile
Rand McNally rolls out new TND line with
advanced navigation, upgraded features
Independent Contractor News Service -
Rand McNally has launched the next generation
of its TND line, which includes advanced
navigation as well as upgraded features. The
TND 750 and the TND 550 truck-specific GPS
devices are available in stores now.
Both devices include Rand Navigation 2.0,
the company’s proprietary new navigation
software that features technologically sophisticated
truck routing; a modern, clean interface;
crowdsourced POI review; and striking new
visuals, such as 3D cities and landmarks.
The TND 750 has a high-definition 7-inch
screen, and the TND 550 offers a vibrant
5-inch screen. The two offerings mark the sixth
generation of dedicated truck-specific GPS devices
for professional drivers.
“Since launching the first TND devices,
starting with the 5-inch TND 500 a decade
ago, Rand McNally has been committed to
evolving and upgrading its devices with
every new model,” said Stephen Fletcher,
CEO of Rand McNally. “These new TNDs
mark a giant step forward with upgraded
hardware and the new, improved mapping
and truck routing on board. The new navigation
software greatly improves usability
for drivers with more precise truck routing
and options for avoiding traffic, as well as
a slew of advanced features like weather
overlays and fuel prices.”
In addition to new navigation, the sixthgeneration
TND devices have been overhauled
with faster processing, stronger
magnetic mounts and sleek new designs.
Key features include:
• Bright, high-resolution 7-inch (TND
750) and 5-inch (TND 550) screens.
• Industry-tough mounts. The TND 750
has a stronger, upgraded magnetic mount for
easier on and off.
• Navigation 2.0 featuring a modern interface,
exceptional graphics, enhanced lane
guidance and 3D cities and landmarks.
• More powerful processors for faster routing,
quicker responses and smoother graphics.
• Live traffic, current fuel prices, weather
conditions down the road, and crowdsourced
and rated POIs (Wi-Fi connection required).
• Enhanced driver tools such as mileage
and fuel logs and the ability to create custom
routes.
• Improved Wi-Fi and Bluetooth capabilities
for faster over-the-air updates and
connections.
As with all Rand McNally products developed
for and with professional drivers, the new
TND devices were road-tested by beta tester
drivers.
Rand McNally
Rand McNally’s sixth generation of TND
devices offer vibrant 5-inch and 7-inch
screens, advanced navigation functions
and many other features.
20 Independent Contractor 2020 Hundreds of Jobs www.TheTrucker.com/jobs

ADVERTISER
INDEX
COMPANY PAGE COMPANY PAGE
Admiral Merchants ....................16
Carolina's Elite Carriers .................30
Coal City Cob ........6, 19
Clark Transportation.................. 3, 25
PI&I Celadon ........................... ..............4, 21, 17 32
Coal City Cob.........................17
Rush Containerport.........................10
Trucking .......7, 22
Dart ................................19
Sherwin Williams ..Cover, 13
Fed EX Custom Critical .............. 11, 31
Payne ..............................15
PI&I ...............................23
Star Freight .........3, 15
Progressive ...........................8
Trans Sherwin Williams Stewart ......................29
.........11
Star Freight ........................ 9, 27
Summit ..............................4
Trans Stewart ........................13
UPS ................................6-7
Janco ............................ 2, 22
Hundreds 30 INDEPENDENT of Jobs www.TheTrucker.com/jobs CONTRACTOR 2019 Independent HUNDREDS OF JOBS Contractor www.TruckJobSeekers.com
2020 21