Alabama Trucker, 3rd Quarter 2017

Page 1







Welcome Mr. Chairman or call 334-834-3983 PUBLISHER Ford Boswell EXECUTIVE EDITOR Frank Filgo CREATIVE DIRECTOR Cindy Segrest

Are You Ready for ELD?

PRODUCTION EDITORS Jane Nixon, Brandie Norcross


Carriers have until December 18, 2017 to switch most drivers who currently use paper logs to a compliant electronic logging system, either an automatic onboard recording device or an electronic logging device. While this will not impact the hours-of-service limits and the hours a driver has available to drive, it will make a huge difference for many carriers. And time is running out for those who’ve waited to make the transition.

CONTRIBUTING WRITERS Tom Bray, Tim Frazier, Dena Sokolow ADVERTISING Ford Boswell


Golf Classic Hits Another Record



It’s another great year for ATA’s political action committee TRUKPAC. Check out all of our sponsors from this year’s ATA Golf Classic tournament on page 16.

DIRECTOR OF COMMUNICATIONS Ford Boswell MANAGER OF MEMBER RELATIONS Brandie Norcross ATA BOARD OF DIRECTORS Steve Aronhalt, Dennis Bailey, Nick Balanis, Rhonda Bees, Joe Black, Gary Bond, Jack Brim, Greg Brown, Will Bruser, Dan Carmichael, Fenn Church, Mark Coffman, Jeff Coleman, John Collier, Rodger Collins, Driscoll Colquett, Brent Cook, Gail Cooper, Al Cox, Norman Crow, Jerry Davis, Ranny Davis, Amy DeFee, Joe Donald, Edmund Doss, Mack Dove, Wesley Dunn, Jack Fricks, Kevin Henderson, Beau Holmes, Terry Kilpatrick, Jason King, Mark Knotts, Jerry Kocan, Drew Linn, Hunter Lyons, Jeff McGrady, Barry McGriff, Bruce MacDonald, Tom McLeod, Rollins Montgomery, Buck Moore, E.H. Moore, Jr., Ross Neely, Jr., Tommy Neely, Butch Owens, Clay Palm, Mike Pursley, Kelly Robinson, Kevin Savoy, Bill Scruggs, Danny Smith, Ronnie Stephenson, Steve Stinson, Paul Storey, Harold Sumerford, Jr., John Summerford, James Suttles, Tim Tucker, Bill Ward, Wayne Watkins, Taylor White, David Wildberger, Skip Williams, T.J. Willings, Keith Wise, Pat Wright.


Facing down family tragedy and personal illness, ATA’s new Chairman of the Board, Terry Kilpatrick, has weathered setbacks with grace and strength, retooling his long-running operation for maximum efficiency with an eye toward future growth. He now takes the reins of the Alabama Trucking Association, ready to lead with conviction, purpose and a sense of gratitude to those who paved the way.

Published quarterly by the Alabama Trucking Assn., P.O. Box 242337, Montgomery, AL 36124-2337.



President’s Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Safety Insights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 SMMC Update. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Trucking News Roundup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Buyers’ Guide. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 ATA Events and New Members. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Advertising rates are available upon request.

An Affiliate of the American Trucking Associations


334-834-3983 • 1

From the President

Investment In Your Bottom Line Frank Filgo, CAE President and CEO Alabama Trucking Association

‘Revenue generated from this recent dues adjustment will provide additional member services…’


s you may be aware, in an effort to increase your return on investment (ROI) by providing additional member services, the ATA Board of Directors modified its member dues schedule as reflected on the dues schedule on page 32. These changes are effective immediately. An explanation of how this impacts the dues of its member sectors is as follows: A. Motor carrier dues are to be based on truck count, as opposed to estimated revenue. Furthermore, the maximum dues amount is adjusted from $3,000 to $4,000 for larger carriers. However, no motor carrier member will experience an annual increase of more than $300 over the prior year’s dues. B. Private fleets will continue to be assessed dues based on Alabama mileage, but the schedule has been condensed with a slight increase in the minimum and maximum amounts. However, in no instance will a private fleet member be assessed more than $100 over the prior year’s dues. C. For the Allied sector, dues are $600. However, in no instance will allied members be assessed dues of more than $100 over its prior year’s dues. D. Household Goods Movers dues will continue to be based on intrastate revenue. The dues schedule is unchanged. However, increases are subject to increased revenue as reported to the Alabama Public Service Commission. Your ATA dues remain considerably less than those of many surrounding states. Fur-


thermore, your ROI of your dues investment offsets the increase. One example is the result of a recent ATA lawsuit against the Alabama Dept. of Revenue, which assesses property taxes on new truck purchases based on a “fair market value formula” as opposed to the sticker price. That equates to a $300 savings on each new truck purchased. Furthermore, Alabama interstate carriers received substantial property tax reductions resulting from another ATA suit which apportions the tax based on Alabama mileage, as opposed to overall mileage. Revenue generated from this dues adjustment will provide additional member services, including improvements to ATA’s website to better engage the ATA membership in its activities that benefit trucking as a whole; the addition of a new association management system that will provide more ease of connecting with the Association and its members; expansion and further implementation of ATA’s recent public image campaign to demonstrate trucking’s overall importance to the economy; increased support for coalition efforts (such as the Alliance for Alabama’s Infrastructure); and continued work to pass additional pro-truck legislative initiatives, including a one-stop-shop for payment of truck registration and taxes. With your continued support, your Alabama Trucking Association will always work hard on your behalf to create a pro-truck environment that allows your company and your employees to prosper. Thank you for your trust and confidence in your Alabama Trucking Association. Our only mission is to promote your interests.


Standing Tall For Trucking Facing down family tragedy and personal illness, ATA’s new Chairman of the Board, Terry Kilpatrick, has weathered setbacks with grace and strength, retooling his long-running operation for maximum efficiency with an eye toward future growth. He now takes the reins of the Alabama Trucking Association, ready to lead with conviction, purpose and a sense of gratitude to those who paved the way. By Ford Boswell Photos by Corey McDonald FRISCO CITY, Ala. hen the Alabama Trucking Association Board of Directors recently selected Terry Kilpatrick, President of Billy Barnes Enterprises, Inc., to serve as its Chairman for fiscal year 2017-

W 4

2018, the 65-year-old former Army helicopter pilot turned fleet executive was overwhelmed with a sense of pride and purpose. To be sure, it’s a common reaction for all who have served in leadership roles for ATA, and each of the 70 or so Chairmen who came before him all had their own goals and ambitions for the industry. But for Kilpatrick the job is not so much about what he can accomplish as an individual,

and more about how he can give back to a group that has meant so much to him and his business for three decades. “I am truly grateful for the opportunity to lead this great organization,” he says. “To have the privilege to serve this Association comprised of so many outstanding leaders, people of character, and those who do and say what they mean is among the greatest opportunities of my career.” A LABAMA T RUCKER • 3 RD Q UARTER 2017

Kilpatrick says he attended his first ATA event 25 years ago – an annual convention. He was invited by another member who promised that he’d rub shoulders with Alabama’s trucking industry elite. He was a tad intimidated, but the welcome he received and the contacts made that weekend were immeasurable. “I was in awe of the great trucking legends who were there, men like Dempsey Boyd and Walter Poole,” he recalls. “These were successful businessmen who offered great ideas and a deep knowledge about trucking – and they were willing to freely share that knowledge with others. I have always remembered and appreciated those days.” Now with his own successful business, Kilpatrick wants to give something back. He was installed as the Association’s top elected leader at a ceremony at ATA’s Montgomery headquarters this past June. Like all chairmen, he will serve a one-year term, and his plans include building a stronger industry through new public outreach programs to bring younger workers to the industry and provide the public with more understanding of trucking’s purpose and value to the state’s economy. He has already bolstered the Association’s current public image campaign, allocating additional funds for ATA staff to develop and implement programs to improve services to members and showcase trucking’s contributions to the state’s economy and its efforts toward industry professionalism. He also wants to encourage participation from current members in programs that improve the industry for all – whether it’s involvement with the Association’s safety council programs or continued support of the Association’s marquee events, such as the ATA Golf Classic and ATA Annual Meeting and Convention. He also has plans to work with some of the Association’s legacy members to establish a foundation devoted to industry research, outreach, and charity. These ideas will develop and progress as his year unfolds, but he wants members to rest assured knowing that he is driven to make things happened for ATA.

Company History Monroe County is a hotbed of forest products industry activity. In fact, it was the reason Kilpatrick’s step-father and company founder Billy Barnes got his start in trucking. Back then, the region was in the midst of an economic boom with several forest prodA LABAMA T RUCKER • 3 RD Q UARTER 2017

ucts producers starting up new facilities or upgrading existing operations. Barnes recognized the need for a specialized trucking outfit to service the booming industry. In 1975 the owners of Harrigan Lumber Co. approached him about contract hauling for their mill. Within weeks of accepting Harrigan’s offer, Barnes had bought a couple of trucks, hired a skeleton crew of drivers, and hit the road. By the end of the 1970s, after five years of military service, Kilpatrick returned to Monroeville to help his Dad and younger brother Donnie grow the business. At the time, the business had about 10-15 trucks, and about as many drivers, but demand was there and the future looked promising. Throughout the following years, the family business prospered, adding capacity and

Donnie and Terry had the wherewithal to continue building the business. The brothers worked as equal partners for six years after their dad’s accident. Then, tragically in 2006, Donnie was also killed in an automobile accident. He was 48.

Difficult Times Donnie’s passing was also a shock. Donnie had been in total charge of the maintenance department and was well respected by his coworkers and vendors for his mechanical knowledge and skills. As with Billy’s death, there was an extended time of mourning after his death. Kilpatrick had to keep his emotions in check to effectively lead operations in the face of adversity.

Team Captains: Billy Barnes management team includes Bryan Kilpatrick, Sales and Operations; Luke Hudson, Vice President of Operations; Terry Kilpatrick, President; and Jerry Layton, Vice President of Maintenance

qualified people as markets allowed. Kilpatrick has been with the family business for nearly 40 years. Prior to that, he served as an officer in the Army serving as a platoon leader in the 101st Airborne Division, piloting helicopters, overseeing personnel, and performing general managerial tasks. His military background and education, which includes an undergraduate degree from Middle Tennessee State University, and a Master’s degree in Human Resource Management from Pepperdine University, have served him well during his career in fleet management. Terry and Donnie lost their dad in an automobile accident in 1999. The company was able to continue its prosperity because of proper estate planning and the fact that

However, more difficult times were ahead. A few months after Donnie’s death, Terry received news from his doctor that he’d developed esophageal cancer. It was another unexpected setback. That bad day became even worse only a few minutes later. “After I hung up the phone with my doctor, I sat there in my office thinking, ‘Well, what else can happen?’” he recalls. “The very next call I received was the IRS letting me know that the company would soon go through a full audit.” So for most of the fall of 2006, Kilpatrick underwent treatment for cancer, dealt with an extensive IRS probe, and continued working to reorganize the company following Donnie’s death. “It was a lot to 5

Office Manager Tiffany Wilson leads a recent meeting with administration staff.

deal with for a few months, but fortunately I had hired my nephew, Luke Hudson, the previous summer to take over the role of operations manager. He stepped in and did an excellent job managing the business during my absence. It all turned out great. I’m now cancer free and doing fine”. Meanwhile, with all that happening, his eldest son, Bryan, was on the football team at the University of Alabama seeing regular playing time as a senior for the Tide. “I was determined to attend as many Alabama football games as I could, because it was Bryan’s last year. I didn’t want to miss any of it,” he says. After receiving his undergraduate degree, and pursuing a master’s degree at Alabama, Bryan took a job with Tuscaloosa’s WTI Transport working in the maintenance department. It was an oppor-

tunity to determine if he really wanted a career in trucking. Terry’s first task after recovery from cancer surgery was to recruit a new head of the maintenance department. Fortunately, he didn’t have to look far, bringing in veteran fleet manager Jerry Layton, who offered more than 25 years of truck maintenance management with Schneider, Evergreen Transportation and other area fleets. “Donnie knew so much about maintaining trucks. I knew we needed to find someone quickly to move us forward,” Kilpatrick says. “We had talented folks working in the shop who kept us going during the transition, but none of them felt they had the experience to run the whole department. We needed a proven manager who could lead that department from the first day.”

Kilpatrick brings more than 40 years in fleet management to ATA’s leadership board.


Layton easily stepped in and went straight to work. “Jerry is very organized and thorough,” Kilpatrick says. “And one of his best attributes is that his management style is so consistent. He’s good with people, and his staff really like him. He also works with our vendors very well, so once he took over, we felt like we had momentum in the shop going forward. It was a relief because maintenance is so vital for this business.” After solving the maintenance situation, Terry asked Bryan to come back to Monroeville and work for the company. He agreed, and joined in 2008, starting in administration and then running the safety and human resources department for several years.” During his tenure as head of safety, Bryan working with Hudson, modernized the company’s fleet of 180 trucks with onboard cameras and electronic logging devices (ELD). Currently, half the fleet is using PeopleNet ELD, and so far, the management team is pleased with the results. “We will have the remainder of the fleet on ELDs by the federal mandate deadline later this year,” Terry notes. “We really like the instant information the devices provide. We like to use that constant flow of real-time information to make adjustments in the operation, as well as quickly identify and react to certain driver behaviors that could cause accidents or equipment problems down the road. The real time information is invaluable to us.” Bryan also implemented online safety training for drivers with Vertical Alliance Group, which provides fleet managers a variety of online-based employee safety training options. The service is available to all ATA members through VAG’s Infinit-i Prime solution – a customizable online set A LABAMA T RUCKER • 3 RD Q UARTER 2017

With very short runs with a lot of loading and unloading, Billy Barnes’ maintenance routines are a cornerstone of the operation’s longevity and profitability.

of tools, coupled with proven success strategies that save fleets costly downtime.

Improving Operations After weathering a couple of tumultuous years, Kilpatrick focuses on the company’s future. The management team is taking advantage of newer equipment and technology to improve services to customers, protect equipment, and better train employees. Key managers, along with Maintenance Vice President Layton and Operations Vice President Hudson, include Vice-President of Safety and Human Resources, Randy Watson, Office Manager Tiffany Wilson, Senior Driver Manager Kenny Boatwright, and Maintenance Manager George Rudowski. Bryan’s focus, after the recent hiring of Randy Watson, will shift to sales and operations. Other technical advances include the addition of McLeod Software’s latest version. “We just upgraded McLeod’s most recent release, and our dispatchers really like it,” he says. “In the last year or two, we’ve made major investments in the areas of safety and technology in an effort to improve the safe and efficient movement of our customer’s freight.” The company operates three divisions: The largest runs wood chips, shavings, bark, and saw dust. A flatbed side hauls finished lumber, poles, plywood, and general commodities. The dedicated division hauls for other local plants and mills. Kilpatrick and his team have focused on improving the operation’s CSA score which is now among the best in its peer group. “That’s something we’ve really worked hard to achieve,” he says. “Our type of work is short haul with a lot of loading and unloadA LABAMA T RUCKER • 3 RD Q UARTER 2017

ing that generates more wear and tear on equipment. Our team is very proactive and conscious of that. “We have worked incredibly hard the past few years to fine tune our fleet maintenance and safety programs. I am proud to say that our programs have resulted in much improved CSA scores.” The company is even working on streamlining its equipment rotation to maximize newer, more efficient machines. “For years we ran trucks as long as we could,” Kilpatrick says. “But more recently we’ve moved to a set rotation system, especially for tractors. “We believe a rotation system designed for our particular business model will result in lower overall cost.” The operation uses a mix of Internationals (from Ward International Trucks in Mo-

bile), Kenworths (TruckWorx Kenworth, Mobile), Macks (Gulf Coast Truck & Equipment Co., Mobile), and Volvos (Capital Volvo in Montgomery). Trucks pull a mixture of about 300 Peerless and Dorsey vans and flatbed trailers. Kilpatrick admits that the operation hasn’t grown much lately, but looking ahead he believes it is well prepared for its future. “We’ve put people and systems in place for better utilization of what we have,” he says. Truth is, we’ve never had a dedicated salesman. All of our business has come from word of mouth. We are not going to chase growth at the expense of poor service to our existing customers. This company’s success has been because of dedicated hard working employees and loyal customers. I will never forget that.”

Recent additions of truck cameras and electronic logging devices help with driver training and accident reporting.


Switching to ELDs: The Risks of Waiting

EDITOR’S NOTE: The December implementation of the electronic logging device mandate appears to be a certainty. Speaking with our members, most have embraced the technology, but even at this late date, there are still a few holdouts. The American Trucking Associations and its state affiliates, including the Alabama Trucking Association, have endorsed the use of ELD, mainly for the safety benefits. ATA officials recommend that if you’ve yet to add the technology to your fleet, now is the time to do it. Waiting any longer could really put your company at risk. The following piece, provided by our safety supplies partner J.J. Keller, showcases why you simply cannot afford to wait any longer. Meanwhile, our staff is here to answer your ELD questions. Call us 334-834-3983.

By Tom Bray arriers have until December 18, 2017, to switch most drivers who currently use paper logs to a compliant electronic logging system, either an automatic onboard recording device (AOBRD) or an electronic logging device (ELD). While this will not impact the hours-of-service limits and the hours a driver has available to drive, it will make a huge difference to many carriers. Having drivers using an accurate technology-based time recording device, rather than pen and paper, will lead to many carriers needing to make adjustments or outright changes to how they operate. It’s been said before but it bears repeating: change takes time. The more planning and time you put into a change, the less stressful the change will be. On the other hand, the longer you delay, the more stressful the change will be.


‘Many carriers will need to make adjustment or outright change how they operate.’ 8

Carriers are delaying making the transition for a variety of reasons. Some are trying to put off the cost until the last possible moment, not understanding the costs and benefits. Others believe someone will do away with the requirement before it goes into full effect, not understanding that this is something that Congress has passed laws ordering the Federal Motor Carrier Safety Administration (FMCSA) to do. Still others refuse to believe that FMCSA will actually enforce the rule when it goes into full effect. Whatever the reason, delaying starting the transition to electronic logs could have dire consequences.

Successful Transition To make the transition successfully, there are steps a carrier must undertake and complete. The larger the carrier, the more complex each of these steps will be and the longer they will take. However, even small carriers must follow these steps to make a successful transition. Here is a brief outline of the steps a carrier should consider taking in order to transition from paper to electronic logs: l Get all of management to agree that the time has come to make the switch. Having only part of management on board can lead to a civil war within the company later, with drivers and supervisors picking sides. l Develop a needs and wants list. This should be done by reviewing what is available in the marketplace and working with all stakeholders at the company (drivers, dispatchers, safety personnel, maintenance personnel, etc.). Consider questions such as these: How much hardware do you want to end up buying? How much software work do you want to end up doing? What is more important to you, generating data that


you could use for other purposes or keeping the system simple and user friendly? How much expertise do you have or want to develop inhouse? Do you want only a compliant logging system, or do you want a system that can address other operational or safety needs? l Tighten hours-of-service compliance. This involves retraining drivers and supervisors on the hours-of-service regulations and limits, and improving auditing. This is an important step as the system will be extremely accurate and any misunderstanding or bad habits will immediately be caught. Dealing with the possible issues ahead of time in a controlled manner will ease the transition. This is especially true if your drivers and/or supervisors are using the flexibility of paper logs to stretch the limits. l Speed

up dealing with violations found during auditing. An electronic logging system will alert drivers nearly instantly when there is a violation. Speeding up the violation-to-counseling time will get drivers prepared for this rapid feedback. l Start watching out for problem situations that are leading to drivers losing time. Examples include: drivers sitting at customers waiting to load or unload unnecessarily; drivers sitting and waiting for dispatch; and drivers operating extra miles (out of route). Once a problem is discovered, take action to correct it. l Select

the system that is a best fit with your wants and needs list. This involves approaching several qualified providers with your wants and needs, checking out several systems that meet your expectations, considering the cost versus benefits to the systems you are looking at, vetting the provider (Is it a long-standing reputable company, or one that is just starting out? Do they know what they are talking about? Do they understand the compliance issues when it comes to hours of service? Do you think you can work with them?), and asking the providers that you are seriously considering if you can do simulations with their systems. l Develop your policies and procedures specific to the system. Consider situations such as these: What are you going to do when a driver runs out of hours a half hour from a customer or home? What are you going to do to try to catch drivers who are falsifying? What are you going to do with the first driver who deliberately falsifies? What are you going to do with the first driver who deliberately breaks a device? What are you going to do with the driver who is continually operating over hours? What are you going to do when a device fails? All of these things (and more) will happen, so you need to be prepared.

Training Drivers l Train everyone on the system. This needs to include knowing how to use the device during normal operations and roadside inspections, and what to do when problems occur. Do not underestimate the amount of training that will be necessary. You want to train the drivers not only to the point where they get it right, but you want to continue the training to the point that they cannot get it wrong. The training needs to be done immediately before the individual is placed on the system. Therefore, it is best to do the training in flights, rather than training everyone at the same time and having some people not start using the system for several weeks. l Develop a standard methodology to speed installation. This is why your maintenance people need to be involved from the very beginning.


l Implement the system using a rollout plan. It is best to start with a small group of drivers and supervisors who are willing to work with you on the implementation. This way, you can test your concepts, training, and policies related to the logging system. Once the first group is successfully using the system and any bugs have been worked out, add more drivers and supervisors. l Make sure everyone knows the successes. If you are a typical company, you will see your hours-of-service violations drop significantly, and that alone is cause to celebrate.

Risks of Waiting As you are working through the process, you may end up backing up a step or two. An example would be realizing that the system you selected is not going to work for you. If you are going through the process in a controlled manner, you can simply give up on the few devices you are using in your initial group, and select a different system. This will also involve redoing some of the policies related to the system, updating the training to match the new system, changing the installation methodology, and restarting the rollout.

Skipping Steps One way that some carriers try to implement quickly is to skip the development of a wants and needs list, not approaching several providers, not checking out the different devices and systems that are available, not vetting the vendors they end up dealing with, and not making the final selection based on a competitive process. If there was not enough time to make the selection correctly, there is a chance that the company may end up with a system that does not match the company’s needs. The system could be generating a lot of data the carrier cannot handle, leading to a possible litigation issue (If you have access to data, you’d better use it and act on it!). The reverse is also true. The carrier may have under bought and ended up with a system that is not providing the full benefits an electronic logging system should. In the worst-case scenario, the company may have ended up with an electronic logging system that cannot be made compliant with the ELD technical specifications when they go into effect. In this case, the carrier would need to replace the system and all of the devices before the deadline. One risk involved in delaying the transition is a carrier deciding that, due to having delayed starting the transition process, it cannot undertake all of the steps and activities it should.

While missing a few steps can create heartburn, skipping other steps could lead to disaster. An example of something that would be disastrous would be skipping the tightening up on hours-of-service compliance. If the drivers are not prepared for the accuracy of the system, there will be problems when they first start using it. A common issue is the carrier receiving a lot of calls from upset drivers saying, “Your box is all goofed up. It keeps telling me I’m out of hours when I am not!” This will then require retraining the driver, who by the way is now irritated, on the actual hours-of-service regulation on the fly. Between the driver’s attitude and the training environment, there is only a small chance the driver will come away satisfied with the situation. Also, tightening the auditing can point out where pain points are going to occur. When drivers begin getting in trouble over false logs, some will begin explaining why they have to falsify. Reasons like dis9

patch pressure, customer demands, and scheduling can be addressed before the system comes on line. If this step was skipped, these issues will become apparent quickly when drivers get in trouble for either operating over hours or refusing to deliver due to being out of hours. Either way, as far as the driver is concerned, the system got the driver in trouble. This will lead to some rather serious driver issues.

ELD Provider Capacity As the deadline approaches, providers will come under more pressure to deliver devices. The problem here is that due to the pressure, some providers may not have the hours available to hold the customer’s hand while the customer is going through the transition. This means that some of the assistance that carriers are receiving now when they make the transition may go away. It may not be uncommon for some providers to simply supply the devices and leave the carrier to figure it out. The closer we come to the deadline, the more likely this is to happen. Where this can be critical is the training of your inside experts. Currently, part of the training process involves having certain carrier personnel receive additional training to serve as super-users, mentors, and/or inhouse trainers. These individuals then develop a working relationship with the provider. This relationship allows for the quick and free flow of questions and information. Unfortunately, it takes time to develop a super-user, and for the super-user to develop the relationship with the provider. This normally starts when the carrier is looking at selecting a system. The people who eventually become the super-users are normally the ones who were involved in developing the needs and wants and selecting the system. However, if the system is simply bought off the shelf at the last minute, there will not be time to build up institutional knowledge and super-users. This means that the carrier will be at the mercy of the provider’s customer service people. One big issue here is that the carrier and the provider’s customer service people may not even have a common language.

Incomplete Training & Log Falsification All of the methods a driver can use to falsify an electronic log are visible, if the carrier knows what to look for. The following are the most common methods drivers use to falsify when using an electronic log, and how to spot them: l Logging in late to save hours for the end of the day. This can be spotted by looking at work assignments, unassigned vehicle movements, and incidents involving a driver ending one day and starting the next in different locations. l Logging out when out of hours and continuing to drive. This will always show up as unassigned driving involving a vehicle assigned to a driver who was at a driving limit. By comparing who was driving the vehicle before it went unassigned, where the vehicle was when it went unassigned, and where it continued on to while it was unassigned (using the vehicle position fixes), it is fairly easy to figure out what the driver did.


Part of the knowledge that needs to be built up during the transition is how to spot a driver who is falsifying. l Driving under the driving threshold to avoid a violation. This involves the driver moving the vehicle around (generally an on-duty activity) while logging off duty. Position fixes that are changing while the driver is off duty gives this away. l Using a different login to save hours or to drive when out of hours. This one is also easy to spot, if you are looking. When this is done, drivers jump all over the country (log out in Phoenix and log back in at Philadelphia). Also, drivers who are not working are suddenly on the other side of country driving. Watching starting and ending locations, and making sure that drivers who are off or terminated are not driving in the system is how this can be caught. l Using a ghost driver account to hide work hours. This involves the driver using an account the carrier created to account for unassignable miles (such as road testing or maintenance) to hide hours. Watching these accounts and checking the vehicles and locations involved is how this is caught. If a vehicle that is half way across the country is suddenly doing a 500-mile road test, this is obviously a driver using the ghost driver account set up to account for road testing. A few words of warning: As soon as you switch over to a system meeting the ELD technical standards, ghost driver accounts are not allowed. All driver accounts must include specific information on an actual driver at the company. l Editing records to create more hours. This involves a driver or supervisor going back to earlier in the day or earlier in the driver’s previous seven days and changing on-duty time to off-duty time to create available hours. This can be seen by looking for a specific pattern when it comes to changes. Any edit that involves switching on-duty time to off-duty time should be suspect. The next step is to see who did the change, when the change was done, and how many hours the driver had at the time of the change. l Logging off-duty for everything. This is simply the modern version of a very old logging trick that drivers use to maximize driving time. Catching it when the driver is using an electronic log is the same as when the driver is using a paper log. First, check that the time the driver has logged for on-duty activities is believable. One-minute pretrips and 30-second fuel stops are just not possible. If the driver pretripped the vehicle, unloaded, fueled, reloaded, and did a post-trip inspection during the day, but has no (or very little) on-duty time, the believability test has just been failed. The next step is to dig out the driver’s supporting documents (including the electronic logging system’s position fixes) and determining how long the driver actually spent doing the activities to verify that the record is false.

As you can see, there is a lot to verifying that drivers are not cheating. However, as the carrier gains experience with the system, certain patterns start to stand out. With enough experience in the system, it does not take long to locate events that could be falsificaA LABAMA T RUCKER • 3 RD Q UARTER 2017

tion issues. Having the training and experience using the system is how safety personnel can tell the difference between a normal anomaly and a driver falsifying. However, gaining the ability to see these issues in the system and the common sense necessary to decide what happened is something that takes time. If the transition is rushed, the time will not be available for the safety people to get the necessary training and experience using the system. This will result in drivers being able to falsify at will, which is not a good situation!

Poor Communication Another risk of delaying the transition is that the transition cannot be done smoothly. This could be due to speeding through some of the steps, skipping some of the steps, or not having enough time to complete a step. A prime example of this, which was discussed earlier, is not getting the drivers fully compliant on paper logs before moving to electronic logs. If this (or other steps) is undertaken, but not completed, the results could be just as bad as, if not worse than, skipping the step. One reason for this is that speeding through a step will give some the idea that you are not serious about it. Imagine beginning to tighten up compliance, and then moving onto the next step before that is complete. What will your drivers think? Could some come away with the opinion that this is just a passing phase? Another pitfall would be beginning the process of forming a team to develop the wants and needs list, and then someone stepping in telling them this is what we’re buying. This will create the belief, from then on, that this is going to be shoved down our throats no matter what, so why participate. Not having the participation of key people can create huge issues during the entire transition.


Losing Drivers Any time drivers are put under stress created by change, you are likely to lose a few. What stresses drivers when it comes to switching to electronic logs? A lot of things. Here is a short list of driver concerns: l Loss of freedom to do the job, as they see fit l Loss of miles or hours, and therefore income, due to the loss of the flexibility that comes with paper logs l Big Brother issues (the government or my boss is always watching me) l Fear of technology l The company using the system as a gotcha tool These fear factors can be addressed, with time. As drivers operate within the system, they realize that they are still free to do their jobs as they see fit, as long as they make their pickups and deliveries legally.

Drivers need time to ease into using the system. Also, convincing drivers that Big Brother is not watching, that the company will not be using the system as a gotcha tool, and that their incomes will not take a hit (or if they will that you are willing to adjust wages) takes time. However, if there is no time, the company will not have time to ease the drivers into using the system and address these fears. The company will also not be able to use a beta or pilot group to demonstrate to the other drivers that these stresses are not occurring. The company will also not have the option of spending additional


time with drivers who are having trouble with the technology or specific compliance issues. All of this can lead to the drivers becoming fearful and stressed. How long do fearful and stressed drivers stay at the company? The easy answer is not very long.

Operational Problems Carriers that use a controlled and well managed transition deal with operational issues as they develop. During the early phases of the transition, as in when the hours-of-service compliance is being tightened, drivers or supervisors will point out scheduling problems that did not exist under paper logging due to the flexibility of paper logs. It is far better to discover these issues early in the process, so they can be addressed before the system comes on line. Common problems that are encountered include drivers running out of hours just short of making it home or to a customer, drivers not being able to complete their assigned runs, drivers having issues due to sitting and waiting time being accurately accounted for, and drivers not being able to make deliveries due to time lost to traffic bottlenecks. Developing plans to deal with these issues either before or as they arise, and then testing the plans before the entire fleet is using the devices, can make the actual transition much smoother. Examples would be: l Placing drop trailers at certain customers to speed the driver’s turnaround time l Rearranging routes to better time the stops to the customer’s dock availability l Working with customers to improve loading and unloading times l Adjusting routes to keep drivers out of problem traffic areas at key times


l Hiring part-time relief and shuttle drivers to rescue drivers who didn’t quite make it to a customer or home l Setting up predetermined relay points to get high-priority shipments delivered on time

Not using a controlled and well managed transition will cause previously unknown operational issues to become serious problems. If there was no foresight and no operational planning involved, because the carrier is trying to transition quickly, there will be no time to come up with thoughtful solutions to the operational problems. To avoid this, and all of the other risks and problems we discussed, it is important that carriers that have not begun the process of transitioning get started soon. Even small carriers, who can get through some of the steps quicker, will require a lot of time to make. About the Author: Tom Bray is a lead editor at J. J. Keller & Associates, Inc. He specializes in motor carrier safety and operations management. In addition to the many publications he supports at J. J. Keller, Tom has been a frequent contributor to industry publications and websites, including Heavy Duty Trucking, Transport Topics, Fleet Maintenance and Work Truck, among others. He has authored whitepapers and presented webinars on a number of key transportation subjects. Prior to joining J. J. Keller, he worked in the trucking industry for 22 years, with responsibility for DOT compliance, policy development, driver human resources, driver training, training program development, CDL testing, claims management, and accident and injury prevention. Tom is active in the Wisconsin Motor Carriers’ Council of Safety Supervisors and the Wisconsin Motor Carriers’ Safety Director/Supervisor.


WH Thomas Oil Co. Clanton, AL 205-755-2610 Decatur, AL 256-351-0744

Think of us as your lubrication experts for the long haul.

As your Chevron Distributor, we do more than just offer high quality motor oils, transmission fluids and gear lubricants for your fleet. We provide effective lubrication solutions that can reduce your operating costs and improve your bottom line.

Whether it’s performing an oil analysis, helping with inventory management or any other service, we’re always ready to help minimize downtime, extend maintenance intervals and the life of your engines so your entire business is always in high gear.

And that’s good for your bottom line


Like it or not, ELD will be the Law of the land. Tim Frazier Director of Safety & Member Services

‘...with the recent decision by the feds to delay out of services enforcement of the rule until April 2018, the rule IS A DONE DEAL.’



s I write this, there are less than 116 days until Christmas — and, oh by the way, there are only 109 days until the December 18th enforcement date for Electronic Logging Devices to be in place. And with the recent decision by the feds to delay out of service enforcement of the rule until April 2018, the rule IS A DONE DEAL. While we had several successful seminars last year regarding the ELD rule and requirements, we thought it best for this article to provide a quick reminder and overview of several of the topics we previously covered. Also, this article should be published just previous to our September SMMC meeting in Montgomery, where we will cover in detail the errors and possible pitfalls associated with these devices. If you haven’t developed an ELD implementation plan for your fleet at this point in the game, you are definitely behind the proverbial 8-ball and could be facing issues meeting the compliance date. Many of the approved providers are already in backorder situations. You may find a list of the certified providers at ELD/List. But be aware, the device must be on the list to qualify as a certified ELD. Here are a few components of the final rule we covered in our seminars that we feel worth repeating. Most of the questions we receive regarding ELD’s consist of the following points: l Who must comply with the ELD mandate l Minimum technical standards for ELD

l Requirements for supporting documents l Exceptions for those that are not required to operate ELD l Prohibition of driver harassment l Transmitting of record of duty status capabilities While these are just a few important points to consider, the FMCSA has an excellent frequently asked questions section at its website, covering most questions you may have. That website is Now is the time to complete installations and implement your final plan of action regarding this major industry milestone. Carriers that are reviewing their operation in a proactive manner will be better prepared for the enforcement date. Do you have trips that will need to be adjusted? Are you sharing your compliance requirements with your shippers and customers? Are you training your operational staff for the back office requirements, etc.? Communication and training will be two of the most important components in this preparation period. Knowing adjustments and pitfalls beforehand will be far more valuable and less costly than waiting until after the deadline arrives. Again, unless there’s a last minute decision to change or delay the rule, December 18th is approaching fast. Since several oppositions have consistently failed, it is my opinion the rule will stand as is, so let’s all get prepared for the compliance date.


MANAGEMENT COUNCIL NEWS SMMC holds Mock Trial on HR issues By Ford Boswell In August, ATA’s Safety & Maintenance Management Council held its annual Mock Trial seminar where industry and legal experts pooled resources to produce an incredibly informative program that enlightened fleet owners and managers about what to expect in the event of a lawsuit. The event was co-produced by SMMC members and attorneys from the law firm of Starnes Davis Florie LLP in Homewood, Ala., creating a mock lawsuit that demonstrated the types of suits a trucking business might encounter. Previous mock trials recreated civil lawsuits involving injury and damages caused by accidents. This year, however, SMMC leaders wanted to focus more on human resources, creating a civil case that involved elements of wrongful termination and sexual harassment.

The outline of the mock suit was a female driver claiming she was wrongfully terminated and then blackballed by company managers after she complained of harassment from a male supervisor during driver training exercises. She alleged she was assigned older trucks with less than perfect safety features. She also added that after expressing concerns to managers, they ignored and even harassed her until she quit — which she believed was the intent all along. After leaving the company and looking for comparable pay as a truck driver, she found that no local companies would hire her, forcing her to take a lesser job to support her family. The plaintiff ’s legal team further argued that the termination was ultimately retaliation for speaking out to a terminal manager about the harassment, who failed to take appropriate actions as outlined in the company’s employment policy book.


On the other side, the defense argued that the driver lacked experience and wasn’t very good at her job to begin with, which was the real reason she wasn’t allowed to drive newer, better equipped trucks. The defense also dismissed claims that sexual harassment occurred during the female driver’s short stint with the company. The suit asked for back pay and damages for the driver. Attendees of the mock trial served on one of three juries during the event, and after both sides in the case presented their facts and arguments, jurors considered the evidence and rendered verdicts, which varied from decisions and damages awarded. According to ATA Director of Safety Tim Frazier, who oversees the safety council, the mock trial was an excellent learning tool for ATA member fleet owners and managers. “We got a lot of input from some of our SMMC members on the details of the trial,” Frazier said. The legal experts agreed. “This was intended to be a very realistic exercise,” said trial moderator Trip Umbach of Starnes Davis Florie. “The witnesses did a fantastic job today; the facts were realistic, and everything was designed to give (attendees) an idea of how a trial like this would work. One thing I should point out, however, is that this wasn’t a true representation of the makeup of a typical jury. “All of you work for trucking companies; and judging by your questions, you are very experienced with how a trucking company operates. In reality, you probably would not have a single juror who would know anything about the trucking industry. And you’d be lucky to have even one supervisor (in any kind of business) on the jury. Most people on a jury would probably identify more with a plaintiff than a company. That’s always the biggest challenge in these types of cases.” Overall, Frazier said this mock trial was a great learning experience for members, offering a nice change of pace from previous events. “Thanks to the team from Starnes Davis Florie LLP for their expertise to create a very real courtroom experience, and we’d also like to thank the ATA Workers’ Comp Fund for providing lunch from Dreamland Barbecue. We appreciate the support.” ATA’s Safety & Maintenance Management Council membership is open to any employee of an ATA member firm. For more information on the benefits of SMMC, please visit


News CVSA: No out-of-service for ELD violations until April 2018 Transport Topics reports that commercial vehicle inspectors may issue citations to motor carriers operating vehicles without electronic logging devices beginning Dec. 18, but will not place vehicles out of service until April 1. However, a failure to have an ELD installed in a commercial vehicle by Dec. 18, will result in points being assessed on a motor carrier’s Compliance, Safety, Accountability program safety measurement system profile, Collin Mooney, executive director of the Commercial Vehicle Safety Alliance, told TT. “The phase-in is intended to encourage compliance, but not be unreasonable,” Mooney said. “But make no mistake about it, enforcement is going to happen.” According to CVSA, the phased-in enforcement is intended to allow motor carriers to adjust to the new requirement, and at the


same time not disrupt the flow of freight by placing drivers and vehicles out of service. Mooney added that some aspects of phased-in enforcement may vary by law-enforcement jurisdiction. Some states may issue citations, while others may fine carriers without ELDs. But all jurisdictions will document a violator’s inspection report noting the failure to have an ELD in the truck, and follow-up on future stops or roadside inspections to see if violators have complied after the April 1 deadline. Meanwhile, the Owner-Operator Independent Drivers Association continued with its vehement opposition to the ELD rule, and on Aug. 29 filed a petition with FMCSA requesting a delay beyond the April 1 phase-in date, claiming that 26 states have not yet incorporated an electronic logging regulation into state law and are not authorized to enforce the rule until they do so. “We are concerned about numerous states issuing citations for the violation of non-existent state laws,” Todd Spencer, OOIDA’s executive vice president, said in a statement. “No state law enforcement should be implementing the ELD mandate until they actually adopt the mandate into state law and train and equip their enforcement personnel to enforce it properly.” OOIDA has unsuccessfully made several

attempts to block the ELD mandate in federal appeals courts, and has been denied a review of the issue by the U.S. Supreme Court. FMCSA will require nearly all interstate carriers to use ELDs instead of paper logbooks to record drivers’ hours beginning Dec. 18. Carriers using existing e-log devices that meet current specifications — known as automatic onboard recording devices, or AOBRDs — will be able to continue using them for two years after the compliance deadline. FMCSA said its research shows that the ELD regulation, also a congressional mandate, will reduce a motor carrier’s crash rate and hours-of-service violations. The delayed enforcement comes after the agency gave motor carriers two years to comply with the 2015 final rule.

Roadcheck 2017 out-of-service violations rise slightly over previous year North American truck and bus inspectors placed more than 12,000 vehicles out-of-service during their 72-hour Roadcheck enforcement blitz held June 6-8. Another nearly 3,000 drivers were placed out-of-service during the week-long event. Enforcers in sum conducted 62,013 inspections. Of those, 19.4 percent (12,030) resulted in a vehicle out-of-service order, and


4.7 percent (2,940) resulted in a driver outof-service order. The top three out-of-service vehicle violations were for brake systems (26.9 percent of vehicle out-of-service violations), cargo securement (15.7 percent) and tires/wheels (15.1 percent). The top three driver-related violations were for hours of service (32.3 percent of driver out-of-service violations), wrong class license (14.9 percent) and false log books (11.3 percent). In last year’s Roadcheck, inspectors performed more inspections, but placed fewer trucks and drivers out of service.

EPA to reconsider GHG standards for trailers, glider kits Deborah Lockridge, writing for Heavy Duty Trucking reports that just months before new greenhouse gas and fuel efficiency rules affecting trailers and glider kits are scheduled to start taking effect, the U.S. Environmental Protection Agency says it now plans to revisit those rules. The EPA said it will revisit provisions of the Phase 2 Greenhouse Gas Emissions and Fuel Efficiency Standards, following concerns raised by stakeholders in the trailer and glider industry.

Alabama updates commercial learner’s permit procedures Alabama has updated its commercial learners permit (CLP) to comply with recent FMCSA regulations. In the coming weeks, the state will start issuing a separate document for the CLP that is valid for 180 days, but applicants can renew it one time for an addition 180 days without retaking the knowledge tests. State law enforcement officials went live with the updated system Monday, July 10. Alabama currently upgrades a person’s base license to a commercial learners permit. However, with the new program, the applicant will keep their base license and will receive a second document, a commercial learner’s license. Both documents will display the same driver’s license number, and therefore only require one record in the state system. According to state officials, CDL applicants keep their base license. They will be issued a separate CLP for the class/endorsement. The CLP will have the same driver’s license number and will be in the same format as a base license. They must have their base license in their possession when driving the commercial motor vehicle that requires a CDL. They must also have a proper licensed CDL holder in the front seat.

Other changes include: l Applicants must hold the CLP for at least 14 days before they can be skills tested for a full CDL. l Only endorsement allowed on CLP is Passenger, School Bus and Tank l If an applicant has a Passenger and/or School Bus endorsement it will also have a P Restriction-No Passengers in a CMV bus. Exception: The trainer (full CDL holder) and if it is a training school they can have other passengers that are being trained as drivers by that school. l If they have a Tank Endorsement (N) they will have an X Restriction-No Cargo in CMV Tank. Updated CDL/CLP restriction list: l E-No Manual transmission CMV l K- Intrastate only l L- No air brake equipped CMV. l M-No Class A passenger vehicle l N-No Class B passenger vehicle l O-No Tractor Trailer CMV l P- No Passenger in CMV bus (only used on CLL) l V-Medical Variance l X-No Cargo in CMV tank (Only used on CLL) l Z-No full air brake equipped CMV

Continued on page 24



News “We intend to initiate a rulemaking process that incorporates the latest technical data and is wholly consistent with our authority under the Clean Air Act,” said EPA Administrator Scott Pruitt in an announcement. In 2011, EPA and the National Highway Traffic Safety Administration issued greenhouse gas emissions and fuel efficiency standards for medium- and heavy-duty vehicles for model year 2014-2018 (“Phase 1”). These standards applied to newly manufactured engines, tractors, vocational vehicles, large pickups, and vans. In October 2016, EPA and NHTSA updated the standards for mediumand heavy-duty vehicles MY 2021-2027 (“Phase 2”), and in addition to more stringent standards for tractors, also for the first time regulated trailers and gliders, with compliance deadlines beginning in 2018. However, Lockridge writes, “the trailer and glider kit sectors have argued that EPA lacks authority to regulate them under the Clean Air Act because their products are not self-


propelled ‘motor vehicles.’” According to, it is unclear how the Thursday announcement relates to a lawsuit filed against the EPA by trailer makers and the glider kit industry, Truck Trailer Manufacturers Association (TTMA) v. EPA, et al. reports that one source familiar with the trailer litigation said EPA sought to get TTMA to agree to settle the case by offering to revisit the requirements, but the association declined because it wants to go to court. Meanwhile, there is a bill moving through the House Energy & Commerce Committee, H.R. 3570, which would explicitly exempt trailers from Clean Air Act regulation. The Environmental Defense Fund criticized the EPA’s move, saying in a press release, “EPA and DOT’s plans to weaken the trailer standards are in capitulation to industry requests, ignoring the robust technical record confirming the cost effectiveness of pollution control technologies and efficiency standards for trailers, and the firm legal basis for these standards. ” “Rolling back clean air and fuel efficiency standards for our nation’s freight haulers would cost consumers and truckers money and mean more harmful pollution for our communities and families. These commonsense standards reduce our country’s reliance

on imported oil, save money, and help keep Americans safe from the clear and present danger of climate change,” said EDF Attorney Alice Henderson.

Roland Bolduc wins National Truck Driving Championships, Alabama driver places 2nd in division The American Trucking Associations announced Roland Bolduc as the Bendix Grand Champion of the 2017 National Truck Driving Championships. “With an impressive showing this week, Roland Bolduc emerged as the leader of the field and is taking home our industry’s top prize,” said ATA President and CEO Chris Spear. “On behalf of ATA and the entire trucking community, I want to thank the strong field of competitors for participating in these championships and practicing safety every day on our nation’s highways. Your commitment to excellence makes us proud to be in the trucking industry.” To clinch the esteemed title of 2017 Bendix Grand Champion, Bolduc’s driving accuracy and knowledge of truck safety surpassed the more than 420 other state champion professional truck drivers competing in all vehicle classes in Orlando, Fla. last month. Bolduc, who also took home the Sleeper


Berth class title, lives in East Longmeadow, Mass., drives professionally for FedEx Express. He has more than 1.9 million safe driving miles in his career and has worked in the industry for more than 36 years, spending the last 23 years with FedEx Express. Bolduc was named an America’s Road Team Captain in 2000. Alabama’s Ross Garner of FedEx Freight placed a respectable 2nd in the Tank Truck Class. He and David Hawk of FedEx Freight, Straight Truck, were the only Alabamians to make it to the final round. ATA also recognized Bryce Neilson as the 2017 Rookie of the Year. Neilson claimed the title after performing well in the Flatbed division. Additionally, the team of drivers from Kentucky produced the best collective score, with an average of 307.13. They were the top state delegation. Professionalism and dedication to the trucking industry were key themes during the National Truck Driving Championships. Daniel Shamrell was honored during the awards banquet with the Neill Darmstadter Professional Excellence Award and Joe Smith was chosen as the Lifetime Volunteer Award recipient. ACT 1 served as a premier sponsor of the 2017 National Truck Driving Championships and National Step Van Driving Championships, which took place Aug. 9-12 at the


Orange County Convention Center in Orlando, Fla.

Feds withdraw sleep apnea pre-rule In August, the Federal Motor Carrier Safety Administration and the Federal Railroad Administration have withdrawn their advance notice of proposed rulemaking on obstructive sleep apnea. Heavy Duty Trucking writer David Cullen reports that the so-called “pre-rule” was regarded by the two agencies as merely “the first step” in considering whether to propose specific requirements around OSA for commercial vehicle drivers and rail workers in “safety sensitive positions.” FMCSA and FRA officials said that the agencies have “determined not to issue a notice of proposed rulemaking at this time and believe that current safety programs and FRA’s rulemaking addressing fatigue risk management are the appropriate avenues to address OSA.” The agencies did stress that “OSA remains an ongoing concern for the motor carrier and railroad industries because it can cause unintended sleep episodes and resulting deficits in attention, concentration, situational awareness, and memory, thus reducing the capacity to safely respond to hazards when performing

safety sensitive duties.” According Heavy Duty Trucking, the 2016 pre-rule titled “Evaluation of Safety Sensitive Personnel for OSA,” sought to obtain “data and information concerning the prevalence of moderate-to-severe obstructive sleep apnea among individuals occupying safety sensitive positions in rail and highway transportation.” In its notice of withdrawal published in the Federal Register, the agencies stated they had received more than 700 comments from individuals, medical professionals, labor groups, and transportation industry stakeholders as well as the National Transportation Safety Board. FMCSA added that it “reminds medical examiners that there are no FMCSA rules or other regulatory guidance beyond” existing Medical Review Board recommendations that already “provide objective criteria for identifying drivers who may be at greater risk for OSA.” In addition, FMCSA said it will continue to recommend that drivers and their employers use the North American Fatigue Management Program, “a voluntary, fully interactive web-based educational and training program developed to provide both truck and bus commercial vehicle drivers and carriers and others in the supply chain with an awareness of the factors contributing to fatigue and its impact on performance.”



ATA responds to defeat of recent ELD implementation delay

The U.S. House of Representatives recently rejected an effort to delay the December 18 implementation date for electronic logging devices (ELD). The American Trucking Associations launched several grassroots efforts, including sending a letter to FMCSA in support of the regulation to Congress, to defeat the proposed delay. At the state level, the Alabama Trucking Association, following the lead of the American Trucking Association, has actively defended and promoted ELD technology as an important safety measure, aggressively

pushing for its implementation while holding several seminars for members over the last year. ATA officials have met with state law agencies to learn how and when the mandate will be enforced. “Our Association firmly supports the ELD mandate, including the December 2017 deadline.” said ATA Director of Safety & Member Services Tim Frazier. “I encourage members who haven’t yet added the technology to their fleets to move quickly to find an FMCSA-approved system that best fits their needs.” Likewise, federal and state regulatory officials are on record in full support ELDs — FMCSA officials even answered Nation-

al ATA’s recent letter with even more support for implementing the rule as planned in December. “(National) ATA has supported, and will support, this important regulation,” said American Trucking Associations President and CEO Chris Spear. “Congress has now voted a fourth time to move forward with electronic logging of the existing hours of service information required for decades. Make no mistake, the time for debate about electronic logging is over, and we’re pleased that Congress has rejected this ill-conceived effort to delay their implementation.” Delaying the implementation date is just prolonging the inevitable, according to Fra-

Federal court strikes down Obama’s Overtime Rule By Dena Sokolow The Obama administration’s controversial overtime rule is now dead in the water. A Texas federal court ruled in late August in favor of the 55 state and business plaintiffs who challenged the rule. The Fair Labor Standards Act (FLSA), the federal wage and hour law, requires workers to be paid an overtime premium (generally time-and-a-half) for every hour worked more than 40 in a workweek. But there are exemptions to the overtime rule. The FLSA states that “any employee employed in a bona fide executive, administrative, or professional capacity” is exempt from overtime. Exemption is based upon three things: 1) How the worker is paid (salary as opposed to hourly); how much he or she is paid (salary threshold); and the duties that worker performs (the job duties tests). President Obama and his labor secretary, Thomas Perez (who now chairs the Democratic Party), wanted more workers to be eligible for overtime. So in 2016, the Dept. of Labor (DOL) increased the salary threshold needed to qualify for exemption from $455/ week ($23,660) to $913/week ($47,476). The Obama DOL did not, however, make any changes to the job duties tests. The new rule was to take effect on December 1, 2016.

The Challenge Business groups, including the U.S. Chamber of Commerce, argued that dou26

bling the threshold was unreasonable and illegal. Republican attorneys general and governors of 21 states agreed. Two lawsuits were brought against the DOL in a federal court in Texas and then consolidated into a single lawsuit. The business groups and states argued that the Obama DOL put too much emphasis on salary without weighing it against the job duties test. The basis of the argument was that the DOL exceeded its authority when it made salary the determining factor in whether the person is entitled to overtime.

The Court’s Response Ten days before the overtime rule was to take effect, the Texas district court issued a nationwide temporary injunction arguing that the DOL had exceeded its authority by doubling the salary threshold. This injunction effectively stopped the implementation of the new overtime rule, but only on a temporary basis. Because of the late ruling, many employers had already made adjustments to employees’ pay in anticipation of the new overtime salary threshold going into effect. The Obama DOL appealed the injunction. That appeal was still pending when the Trump administration took over – and the Trump DOL did not withdraw the appeal. Meanwhile, the plaintiffs (the business groups and states) still had a pending motion for summary judgment in the district court – a motion, which if granted,

would end the case. With the injunction appeal pending, the Texas district court ruled on the plaintiff ’s motion in favor of the businesses and states that challenged the rule. The end result is that the case is now over and the Obama overtime rule is invalidated.

What Now? What remains unanswered is the Trump Administration’s plan for the overtime law. Secretary of Labor Alexander Acosta indicated that the DOL is going to take another stab at re-drafting the overtime regulations. Acosta has stated that he believes the current salary threshold is too low. While the Obama administration only altered the salary threshold requirements for exemption, there are still many proponents of a revision to the job duties tests, which are cumbersome and sometimes difficult to interpret and apply correctly. On July 26, 2017, the DOL published a request for information asking stakeholders for their input on what changes, if any, should be made to the overtime rules. Based upon the scope of the questions proposed by the DOL, it appears that the agency is going back to the drawing board. Dena H. Sokolow is an attorney for the law firm of Baker Donelson. She has more than 20 years of experience counseling and defending employers and management on a wide range of labor and employment matters. A LABAMA T RUCKER • 3 RD Q UARTER 2017

zier. “The Federal Motor Carrier Safety Administration, our courts, law enforcement are all on record in support of the benefits of electronic logging devices,” he said. “It’s time to rip the Band-Aid off, so to speak, and prepare for full compliance.” National ATA officials added that last month’s unsuccessful challenge to further delay the ELD mandate was met by a united front. “(The) vote is a testament, not just to the broad and common sense support for ELDs, but to ATA’s members, allies and staff who pressed Congress to preserve this important safety rule,” said Executive Vice President of Advocacy Bill Sullivan. “This vote is important. Complying with existing laws will make all who share the roads safer, and ATA will continue to work with FMCSA, carriers, drivers, and law enforcement to ensure smooth implementation of this bipartisan effort on schedule in December. We commend the leadership of Representative Rick Crawford (R-Ark.) and bipartisan champions in the House who support compliance with existing laws and rules.”

ATA Truck Tonnage Index rose 0.1 percent in July American Trucking Associations’ advanced seasonally adjusted (SA) For-Hire


Truck Tonnage Index increased 0.1 percent in July, following a 4.4 percent drop during June. In July, the index equaled 138.5 (2000=100), up from 138.4 in June. Compared with July 2016, the SA index increased 2.3 percent. In June, the index rose 1.2 percent on a year-over-year basis. Year-todate, compared with the same seven months in 2016, the index is up 1.2 percent. As part of this report, ATA also revised its June drop in the index downward to a 4.4 percent decrease from the previously reported 4.3 percent decline. The not seasonally adjusted index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 141 in July, which was 2.2 percent below the previous month (144.2). “July’s small increase in truck tonnage fits with other mixed economic indicators,” said ATA Chief Economist Bob Costello. “Retail sales surprised to the upside, but manufacturing production and housing starts were down, so combined those likely caused a rather flat month in July for truck tonnage. “With better economic growth in the second half of 2017, expect truck tonnage to continue increasing at a moderate pace on a year-over-year basis,” he said. Trucking serves as a barometer of the U.S. economy, representing 70.6 percent of ton-

nage carried by all modes of domestic freight transportation, including manufactured and retail goods. Trucks hauled nearly 10.5 billion tons of freight in 2016. Motor carriers collected $676.2 billion, or 79.8 percent of total revenue earned by all transport modes. ATA calculates the tonnage index based on surveys from its membership and has been doing so since the 1970s. This is a preliminary figure and subject to change in the final report issued around the 10th day of the month. The report includes month-to-month and year-over-year results, relevant economic comparisons and key financial indicators.

FMCSA proposals address truck driver shortage The Federal Motor Carrier Safety Administration (FMCSA) announced two proposals that would take steps toward responding to a national shortage of qualified truck and bus drivers. These proposed processes would simplify obtaining a commercial driver’s license (CDL) for many individuals and reduce administrative expenses to both the driver applicant and state driver licensing agencies, according to FMCSA. “Taken together, these two proposals will help ease the entry for thousands of qualified Continued on page 28



individuals into career opportunities as professional truck and bus drivers – a critical occupation facing an acute labor shortage in our country,” said FMCSA Deputy Administrator Daphne Jefferson. “We could eliminate unnecessary burdens to both the applicants and to the states, save time, reduce costs and, most importantly, ensure that states only issue commercial driver’s licenses to well-trained, highly qualified individuals.”

Truckworx named among Magic City’s best places to work Truckworx was recently recognized as one of the Top 10 Best Places to Work by the Birmingham Business Journal. The winning companies were announced at a luncheon held at The Club in Homewood, Ala. on May 11, 2017. Truckworx ranked 8th in the Large Company category out of more than 100 companies nominated. The results were determined by a third party survey given to employees from each of the nominated companies. Truckworx President Will Bruser said it is a


huge honor to be recognized as one of Birmingham’s best places to work. “(Our) team is made up of an exceptional group of people who work extremely well together,” he said. “Everyone comes to work every day with a positive attitude, ready to achieve greatness, and that’s what makes Truckworx so exciting to be a part of!” Truckworx currently employs 170 people in the Birmingham area and approximately 350 people throughout Alabama and Mississippi. Full-service dealerships are located in Birmingham, Huntsville, Mobile, Montgomery, Thomasville, and Dothan, Ala., and in Jackson, Miss. In addition to the seven fullservice dealerships, Truckworx also operates a commercial body shop in Birmingham, Ala. and TRP Parts, a commercial truck, trailer, and bus parts store, in Alabaster, Ala. For more information on Truckworx, visit

ATA taps new IMCC executive director The American Trucking Associations recently named Tyler Rushforth as executive director of the Intermodal Motor Carrier Conference. “Intermodal is an essential sector of the freight economy, and IMCC carries out the important mission of providing a strong, unified and effective voice for this large and growing sector,” said ATA President and CEO Chris Spear. “Tyler brings a wealth of experience from his time on Capitol Hill— experience that will prove to be a valuable asset for our carriers.” Rushforth joins ATA after more than a decade on Capitol Hill, where he served as counsel to the Environment and Public Works Committee, and before that as legislative advisor and counsel to former Senate Majority Leader Harry Reid (D-Nev.). “I am excited to join the ATA family and get to work on behalf of the industry,” said Rushforth. “Intermodal faces a number of challenges and opportunities, from roadability and economic and operational fairness to infrastructure efficiencies. IMCC has an essential role to play in strengthening intermodal’s link in our national supply chain, and I’m proud to be a part of that effort.”


“We are thrilled to hire Tyler as the new executive director,” said IMCC Chairman Randy Guillot, president of Triple G Express. “His impressive resume and deep knowledge of transportation and infrastructure issues make him the perfect candidate to serve our carriers, champion our issues, and lead IMCC to many successes in the years to come.” Rushforth earned a Juris Doctor from Vermont Law School in 2006 and graduated from Brigham Young University in 1999 with a Bachelor of Arts in Political Science.

ASF Intermodal named among best Alabama companies to work for ASF Intermodal, a leading intermodal drayage provider based in Alabama with locations throughout the Southeast and Midwest, was recently named one of the Best Companies to Work for in Alabama in 2017, an honor reserved for 20 companies statewide. Now in its eighth year, the Best Companies to Work for in Alabama survey and awards program was created by Business Alabama and Best Companies Group to identify, recognize, and honor the best employers in Alabama, benefiting the economy, workforce, and businesses. Companies from


across the state entered a two-part survey process to determine the Best Companies to Work for in Alabama. The first part consisted of evaluating each nominated company’s workplace policies, practices, philosophy, systems, and demographics. The second part consisted of an employee survey to measure the employee experience. Combined scores determined the top companies and final rankings. This is the second time ASF has been honored via this program, having also been named to the list in 2015. ASF Intermodal President Michael Smith says, “We’re so proud to once again be recognized among the Best Companies to Work for in Alabama. At ASF Intermodal, committed to meeting the needs of our employees and contractors while also providing outstanding customer service. The strength of our team and positive work environment has led to the company’s growth and expansion from just two locations in 2011 to 14 terminals with more than 550 trucks on the road.”

Federal District Court rules on PTIN fees The U.S. District Court for the District of Columbia has held that fees charged by the federal Internal Revenue Service to tax prepar-

ers to obtain or renew the identification numbers required by IRS were beyond the agency’s authority to impose. The challenged requirements stemmed from regulations IRS issued in 2010 and 2011. Those required anyone paid to prepare a federal tax return (other than attorneys and CPAs) to get a preparer tax identification number to be entered on any return they were paid for, pay a fee for the PTIN, and then renew the PTIN annually, and pay a fee for that. Preparers sued, saying the fees were too high and IRS didn’t have the power to require either the fee or the PTIN itself. By an earlier decision, the court had certified the challenge as a class action. (An earlier case, decided by the federal Appeals Court for the D.C. Circuit, had ruled that IRS had acted beyond its authority in requiring preparers to undergo testing and continuing education.) Now, the court found first that IRS had proper authority under specific federal statute to require a PTIN, and that IRS had acted reasonably in its implementation of the requirement. As to the fee, however, the court found the agency’s argument that since a PTIN was required by its rule in order to prepare a tax return for payment, the number was a Continued on page 30



“thing of value” for which it could charge. The appeals court, the district court reminded IRS, had ruled that the agency had no authority to regulate preparers, and the fee appeared to be a part of that invalid regulatory scheme. Steele v. U.S., docket no. 14-cv-1523-RCP, decided June 1, 2017

ATRI: What makes younger drivers safe? The American Transportation Research Institute released the phase one findings of its research into whether safe younger drivers can be identified through certain characteristics – a key step in developing ways for trucking companies to be able to hire younger drivers in the face of a driver shortage. The research was conducted in the hopes of developing a Younger Driver Assessment Tool that would identify younger drivers who exhibit many of the same characteristics as safe, older commercial drivers. While


younger drivers are typically less safe than drivers in other age groups, ATRI’s report examines the underlying characteristics of the age group to find if there are individual traits that can reliably predict driver safety outcomes. “The potential to screen for the safest candidates among younger new entrants is an exciting step in the industry’s workforce expansion,” said Greg Koepel, vice president, workforce development and administration, Roehl Transport. “We look forward to working with ATRI in the development and testing of the Younger Driver Assessment Tool.” Traits that can reliably predict which drivers might be prone to safer driving, including personality, health, and cognition, are identified and discussed in the report. Personality traits that can indicate a propensity for unsafe driving behavior include low agreeableness, low conscientiousness, impulsivity, aggressions, and sensation seeking. Because of the relation between these traits and unsafe driving, ATRI would try to develop a tool to screen these characteristics out. Health also plays a vital role in safety, as sleeping disorders, attention-related disor-

ders, substance use, instability, and obesity can all correlate with increased driving risks. Even health related problems such as obesity, which doesn’t have an obvious connection to driving, can be an indicator because of its association with increased fatigue. Cognition concerns patterns of thinking, understanding and remembering, all of which come into play during complex tasks like driving. This can cover a variety of traits, such as attentiveness, intellect, and flexibility, all of which are needed in commercial driving to make crucial decisions, multi-task, and react quickly to dangers. While young drivers are far more prone to traits that indicate unsafe driving behavior, ATRI concludes that “by selecting for younger drivers with specific physical and psychological characteristics, it may be possible to identify young drivers with the same characteristics as a safe, veteran driver.” The next phase of ATRI’s research will involve assembling the relevant measures of the identified predictive factors and conducting a beta test of the Assessment Tool on a small sample of both veteran and entry-level drivers. Results of the beta test will determine if a larger scale study is warranted.


PO Box 242337 • Montgomery, AL 36124 • Phone: (334) 834-3983 • Fax: (334) 262-6504

Application For Membership Motor Carrier: ___

Private: ___

Household Goods: ___

Allied Industry: ___

Your Dues Amount: $ __________________ (please fill in by using dues chart)

Firm Name:______________________________________________________________________________________ Address: (Box)________________________________(Street)____________________________________________

City, State & Zip: ________________________________________________________________________________

DOT Number: ______________________________________ Number of Trucks: ____________________________

Telephone: (______) ____________________ Fax (______) ____________________ 800/ ______________________

Website Address: ________________________________________________________________________________

Type of Business: ________________________________________________________________________________

Official Representative :________________________________ Title:______________________________________ Email address: __________________________________________________________________________________

Alternate Representative:________________________________ Title:______________________________________ Email address: __________________________________________________________________________________


CODE # _________________


FOR OFFICIAL USE ONLY Mbr Type ____________________

Nxt Bill Date__________________

Check #______________________

Dues Cat _____________________

AL Sen______________________

Mbr Class____________________

Exp Date_____________________

CG Dist______________________

Dues Amt ____________________


AL Hse______________________

MAG ______ MC ______ GC ______ YR ______ LTR/PLQ ______ RSL ______ BC ______



Schedule of Membership Dues (Effective July 1, 2017)

A. For-Hire Motor Carriers (Membership dues are based on truck count; maximum of $4,000) $500 plus $20 per truck

B. Private Carriers (Schedule based on miles traveled in Alabama)

$300.............................. for up to 1 million miles $600.............................. for 1,000,000 up to 4 million miles $900.............................. for 4,000,001 up to 7 million miles $1,200........................... for 7,000,001 up to 10 million miles $1,500........................... for 10,000,001 up to 13 million miles $1,800........................... for 13,000,001 miles up to 16 million miles $2,100........................... for 16,000,001 up to 19 million miles $2,400........................... for 19,000,000 up to 21 million miles $2,800........................... for 21,000,000 up to 24 million miles $3,100........................... for over 24 million miles

C. Household Goods Carriers (Schedule based on intrastate revenue only)

$420.............................. for under $100,000 $480.............................. for $100,001 up to $150,000 $540.............................. for $150,000 up to $200,000 $660.............................. for $201,001 up to $250,000 $780.............................. for $250,001 up to $300,000 $900.............................. for $300,001 up to $400,000 $1,200........................... for $400,001 and over

D. Allied Industry (Those who service and equip the trucking industry) $600 annually

CONFIDENTIALITY STATEMENT – The amount of dues paid by individual members of the Alabama Trucking Association is confidential information and is not subject to publication. Dues information can only be released by ATA to the principal representative of the member in question, and requests by other persons or parties will not be honored. Members are strongly urged to honor this privacy statement and to not share their confidential dues information with other ATA members or the general public.

2017 ATA Buyer’s Guide

We make every effort to ensure this list is correct. For changes or corrections to your company’s listing, contact Jane Nixon at

Alabama Trucking Assn.’s Buyer’s Guide lists those companies that have taken an active role in supporting Alabama’s trucking industry by becoming members of the Association. We ask that each time you plan a purchase that you consult this guide and give ATA members the opportunity to gain your business. These companies proudly support your association and deserve your support, as well. ADVERTISING/PUBLISHING Daniel Signs (205) 229-3115 Randall-Reilly (205) 349-2990 BUS SALES & SERVICE Southland International Trucks, Inc. (205) 942-6226 Transportation South, Inc. (205) 663-2287 Ward International Trucks, LLC (251) 433-5616 CHEMICAL PRODUCTS Rushing Enterprises, Inc. (334) 693-3318 COMMUNICATIONS/ELECTRONICS J.J. Keller & Associates, Inc. (920) 722-2848 Omnitracs, LLC (615) 594-7565 Orbcomm, Inc. (703) 433-7763

EQUIPMENT LEASING CB Repair & Trailer Maintenance, Inc. (205) 753-4495

Custard Insurance Adjusters (404) 702-0851

MEDICAL/DRUG & ALCOHOL SERVICES Alabama Specialty Clinic (256) 736-1460

Dozier Insurance Agency LLC (334) 420-3798 Farris Evans Insurance Agency, Inc. (901) 274-5424

Carlisle Medical, Inc. (251) 344-7988

Electronic Funds Source, LLC (615) 777-4619

Metro Trailer Rental (205) 985-8701

First Tennessee Bank (615) 734-6046

Great West Casualty Co. (865) 392-3752

IBERIABANK (251) 345-9676

Hudgens Insurance, Inc. (334) 289-2695

National Bank of Commerce (205) 422-7111

JH Berry Risk Services, LLC (205) 208-1238

Safety First-Div. of Behavioral Health Systems (205) 443-5450

People’s Capital & Leasing Corp. (205) 856-9354

Johnson-Locklin & Associates (205) 980-8008

Workforce QA dba EDPM (205) 326-3100

Southern Truck & Equipment, Inc. (251) 653-4716 Southland International Trucks, Inc. (205) 942-6226 Star Leasing Co. (205) 763-1280 Trailer Sales of Tennessee A Fleet Equipment Co. (615) 259-3301 Trico Trailer Leasing & Sales (205) 759-2484 EQUIPMENT MANUFACTURING Eaton Corp./Roadranger Field Marketing (334) 398-1410 EQUIPMENT PARTS/ACCESSORIES Dothan Tarpaulin Products, Inc. (800) 844-8277

Rand McNally (865) 856-0584

Imperial Supplies LLC (920) 496-4334

SmartDrive Systems (858) 225-5551

Meritor Heavy Vehicle Systems 334/798-0080

DRIVER STAFFING TransForce, Inc. (205) 916-0259

Metro Trailer Repair Co., Inc. (205) 323-2877

EDUCATION & TRAINING J.J. Keller & Associates, Inc. (920) 722-2848

York Risk Services Group (205) 581-9488

KLLM/Equipment Solutions LLC (205) 515-1478

PeopleNet (888) 346-3486

Transportation Support, Inc. (205) 833-6336

Crestmark Bank 615-620-3509

Cottingham and Butler (563) 587-5521

Paccar Parts/Kenworth (206) 898-5541 Southern Truck & Equipment, Inc. (251) 653-4716

People’s United Equipment Finance Corp. Liberty Mutual Group (205) 664-9374 (804) 380-5169 www.libertymutual,com PNC Financial Services Group (205) 767-7235

Lyon Fry Cadden Insurance (251) 473-4600

Renasant Bank (334) 301-5955

McGriff, Siebels & Williams, Inc. (205) 252-9871

ServisFirst Bank (205) 949-3433

Joe Morten & Sons, Inc. (865) 392-3844

Signature Financial, LLC (423) 290-9986

S. S. Nesbitt (205) 262-2620

TAB Bank (404) 202-4870 Trucking Partners, LLC Sales Agency & Factoring (256) 737-8788 Trustmark National Bank (205) 995-4604 Wells Fargo Equipment Finance (314) 374-2165 INSURANCE Aon Risk Solutions (501) 374-9300

One Beacon (609) 613-0010 Palomar Insurance Corp. (334) 270-0105

ErgoScience, Inc. (205) 879-6447 J.J. Keller & Associates, Inc. (920) 722-2848

NON-PETROLEUM FUEL PRODUCTS GAIN Clean Fuel – Div. of US Oil (804) 291-7892 Pivotal LNG (404) 783-3550 Spire Natural Gas Fueling Solutions (314) 499-5682 PETROLEUM PRODUCTS Davison Fuels & Oil (251) 544-4511 Jack Green Oil Co., Inc. (256) 831-1038 Kimbro Oil Company (615) 320-7484 Major Oil Company, Inc. (334) 263-9070

Protective Insurance Co/Baldwin & Lyons, Inc. (317) 452-7413

The McPherson Companies, Inc. (888) 802-7500

Regions Insurance, Inc. (501) 661-4880

W.H. Thomas Oil Co., Inc. (205) 755-2610

Regions Insurance (334) 674-9810

Waring Oil Company (251) 433-8000 PROFESSIONAL SERVICES

Star Truck Parts (205) 324-4681

Aronov Insurance, Inc. (205) 414-9575

JP Transportation Safety Consulting, LLC (205) 329-8182 (205) 945-8550

Reliance Partners, LLC (877) 668-1704

Thermo King of B’ham-DothanMobile-Montgomery (205) 591-2424

Arthur J. Gallagher Risk Management Services, Inc. (205) 414-2655

Robinson Group LLC d/b/a Robinson Bryant Agency (334) 356-3665

Transportation Safety Services (251) 661-9700

Thompson/Caterpillar (205) 849-4365

BancorpSouth Insurance Services (334) 272-1200

Stephens Insurance LLC (601) 605-5681

USA Driver-s, Inc. (205) 661-0712

W.W. Williams (205) 252-9025 (334) 279-6083

The Baxter Agency (334) 678-5900

Trans Con Assurance, LTD (205) 978-7070

BB & T Insurance Services (912) 201-4691

TransRisk, LLC (334) 403-4114

Attorneys: Adams and Reese LLP (205) 250-5091

Benton & Parker Insurance Services (770) 536-8340

Transure Services, Inc. (336) 584-9494

Austill, Lewis & Pipkin, P.C. (205) 870-3767

Caribou Insurance Agency, Inc. (205) 822-7577

Turner & Hamrick L.L.C. (334) 566-7665

Baker Donelson Bearman Caldwell & Berkowitz, P.C. (205) 328-0480

Vertical Alliance Group, Inc. (903) 792-3866

FINANCIAL SERVICES BB & T Commercial Banking (205) 445-2464

ENGINE MANUFACTURERS Cummins Sales & Service (901) 488-8033

BMO Transportation Finance (770) 960-6307

Thompson/Caterpillar (205) 849-4365

Comdata, Inc. 615-376-6917

Accounting Firms: Aldridge, Borden & Co. (334) 834-6640 Katz, Sapper & Miller, LLP (317) 580-2068 Warren Averett (256) 739-0312

(Current as of 09/01/2017) Ball, Ball, Matthews & Novak, P.A. 334-387-7680 Burr-Forman LLP (205) 458-5393 Carr, Allison, Pugh, Howard, Oliver & Sisson, P.C. (251) 626-9340 DeLashmet & Marchand, P.C. (251) 433-1577 Dodson Gregory, LLP (205) 834-9170 Ferguson, Frost, Moore & Young LLP (205) 879-8722 Fisher & Phillips, LLP (404) 231-1400

JP Transportation Safety Consulting, LLC (205) 329-8182 (205) 329-8183 Lytx DriveCam, Inc. (858) 430-4000 Max Coating, Inc. (205) 849-2739 McLeod Software (205) 823-5100 Motor Carrier Safety Consulting (205) 871-4455 North American Commercial Vehicle Show (416) 459-2365 Porter Billing Services LLC (205) 322-5442

Friedman, Dazzio, Zulanas & Bowling, P.C. (205) 278-7000

Power South Energy Cooperative (334) 427-3207

Hand Arendall LLC (251) 432-5511

ProBilling & Funding Service (256) 736-4349

Hill, Hill, Carter, Franco, Cole & Black, P.C. (334) 834-7600

Spectrum Environmental Services, Inc. (205) 664-2000

James M. Sizemore, Jr. (334) 215-9330 Porterfield, Harper, Mills, Motlow, Ireland PA (205) 980-5000 Speegle, Hoffman, Holman & Holifield, LLC (251) 694-1700 Starnes Davis Florie LLP (205) 868-6000 Webster, Henry, Lyons, White, Bradwell & Black, P.C. (334) 264-9472

Spire Natural Gas Fueling Solutions (314) 499-5682 Swift Supply, Inc. (251) 929-9399 Inc. (615) 942-6219 Team One Logistics (205) 232-9902 TMW Systems, Inc. (440) 721-2260 Transportation and Logistical Services, Inc (205) 226-5500

Other Services: ACTS/Anytime Consulting Transportation Service Transportation Billing Solutions, LLC (334) 405-4971 (205) 788-4000 Agile Distribution, LLC (334) 220-2621 Allstate Beverage (251) 476-9600 Ext. 1231 AngelTrax (334) 692-4600 Corporate Billing, LLC (256) 584-3600 Delta Distributors, LLC (334) 222-3671 Drivewyze (780) 461-3355 George L. Edwards & Associates (334) 745-5166

Transportation Compliance Services, USA (228) 872-7160 Transportation Safety Services (251) 661-9700 Trico Trailer Leasing (205) 242-6908 Trucking Partners, LLC Sales Agency & Factoring (256) 737-8788 Real Estate: Mary Lou’s Team RE/MAX, Inc. (205) 566-5911

HELP, Inc. Provider of PrePass (931) 520-7170

Repairs: Big Moe Spring & Alignment of B’ham, Inc. (205) 780-0290

J.J. Keller & Associates, Inc. (920) 722-2848

Birmingham Frame & Alignment, LLC (205) 322-4844

Carrier Transicold South (404) 968-3130

Empire Truck Sales, LLC (601) 939-1000

Neely Coble Co. (256) 350-1630

Childersburg Truck Service, Inc. (256) 378-3101

Equipment Logistics, Inc. (256) 739-9280

Nextran Truck Corporation (205) 841-4450

Coffman International Trucks (334) 794-4111

Fleetco, Inc. (615) 256-0600

Eufaula Trucking Co., Inc. (334) 687-0391

Fontaine Fifth Wheel NA (205) 421-4300

Lazzari Truck Repair, Inc. (251) 626-5121

Great Dane Trailers (205) 324-3491

Metro Trailer Repair Co., Inc. (205) 323-2877

Gulf City Body & Trailer Works, Inc. (251) 438-5521

Rowe Management Corp. (205) 486-9235

Gulf Coast Truck & Equipment Co. (251) 476-2744

Southern Truck Center, Inc. (205) 226-0880

R C Trailer Sales & Service Co., Inc. (205) 680-0924

Star Leasing Co. (205) 763-1280

Southland International Trucks, Inc. (205) 942-6226

Thompson/Caterpillar (205) 849-4365

Star Leasing Co. (205) 763-1280

W.W. Williams (205) 252-9025 (334) 279-6083

Trailer Sales of Tennessee A Fleet Equipment Co. (615) 259-3301

TIRE DEALERS & MANUFACTURERS Transport Trailer Center Best One Tire & Service (334) 299-3573 (615) 207-9079 Utility Trailer Sales of Alabama LLC Bridgestone Commercial Solutions (334) 794-7345 (205) 514-8341 Vanguard National Trailer Corp. Butler Industrial Tire Center, Inc. (219) 253-2000 (334) 376-0178 Columbus Tire Co., Inc. (706) 321-8133 Continental Tire North America (850) 420-6354 GCR Tire Centers (407) 466-5907 Goodyear Tire & Rubber Co. (708) 557-3406 McGriff Tire Co. (256) 739-0710 McGriff Treading Co., Inc. (256) 734-4298 Michelin North America (256) 483-2291 Wilks Tire & Battery Service, Inc. (256) 878-0211 Yokohama Tire Corp. (317) 385-2611 TRAILER DEALERS/ MANUFACTURERS C & C Trailers, Inc. (334) 897-2202 Dorsey Trailer Company (334) 897-2525

Performance Peterbilt of West Florida (850) 352-9901 Peterbilt Motors Company (770) 330-7014 Rush Truck Center-Mobile (251) 459-7300 Southland International Trucks, Inc. (205) 942-6226 Taylor & Martin, Inc. (662) 262-4613 Thompson/Caterpillar (205) 849-4365 Truckworx Kenworth - Birmingham (205) 326-6170 Truckworx Kenworth – Dothan (334) 712-4900 Truckworx Kenworth – Montgomery (334) 263-3101 Truckworx Kenworth – Mobile (251) 957-4000 Truckworx Kenworth – Huntsville (256) 308-0162 Truckworx Kenworth – Thomasville (334) 636-4380

TRUCK DEALERS, MANUFACTURERS Volvo Trucks North America Action Truck Center (336) 210-3075 (334) 794-8505 Ward International Trucks, LLC Birmingham Freightliner (251) 433-5616 (205) 322-6695 TRUCK & EQUIPMENT Capital Volvo Truck & Trailer AUCTIONEERS (334) 262-8856 Insurance Auto Auction, Inc. (478) 319-8574 Coffman International Trucks (334) 794-4111 Taylor & Martin, Inc. (662) 262-4613 Daimler Trucks NA LLC TRUCKSTOPS (803) 207-4099 Love’s Travel Stops, Inc. (405) 202-4451 Empire Truck Sales, LLC (601) 939-1000 Oasis Travel Center, LLC (251) 960-1148 Fitzgerald Peterbilt Pilot Flying J Centers (205) 379-8300 (865) 207-3219 Four Star Freightliner (334) 263-1085 (Montgomery) TravelCenters of America/Petro Shopping Centers (678) 591-4675 Long Lewis Western Star (205) 428-6241 VEHICLE LEASING Southland International Trucks, Inc. Mack Trucks, Inc. (205) 942-6226 (678) 201-4770 Ward International Trucks, LLC Navistar (251) 433-5616 (813) 382-3113



New Members (as of 9-8-2017) Goodgame Company, Inc. 2311 3rd Ave South Pell City, AL 35128 (205) 338-2551 Mr. Jason Goodgame

Joey Smith Hauling, Inc. 885 AL Highway 204 Wellington, AL 36279 (256) 312-4191 Ms. Leah Smith

Southern Sweepers & Scrubbers 2069 Valleydale Terrace Birmingham, AL 35244 (205) 560-0422 Mr. Chad Will

IBERIABANK 64 N. Royal Street Mobile, AL 36602 (251) 345-9676 Mr. Luke Spaulding

Majik Expediting LLC 9962 Al Hwy 40 Henagar, AL 35978 (256) 717-9611 Ms. Becky Hammonds

Yellowhammer Transportation, Inc 504 Birmingham Street SW Cullman, AL 35055 (256) 338-8358 Mr. Andrew Wood


Alabama Trucker (AT), the official publication of the Alabama Trucking Association (ATA), is an award-winning trade publication highlighting the Association's activities while documenting the business environment of the day. AT is published quarterly and distributed to more than 2,500 trucking executives, regulatory officials, and political figures. Want to reach decision makers at more than 1,500 Alabama-based trucking firms? Consider this: Advertising in AT reaches the most concentrated readership of trucking professionals in the state. Our rates are affordable, but on top of that, your helping ATA send positive messages about one of the state's largest employers. Contact Ford Boswell at or 877-277-TRUK (8785) For More Information







Agile Distribution


(334) 220-2621



(334) 834-7911

The Baxter Agency


(800) 873-8494

Counteract Balancing Beads


(800) 572-8952

R.E. Garrison


(800) 643-3472

Great West Casualty


(800) 228-8053

HHP Summit


(888) 993-0302



(866) 427-8219

International Trucks


(800) 844-4102

J.J. Keller


(888) 473-4638 ext. 7892

Johnson Locklin


(251) 947-3015

Nextran Truck Center


(800) 292-8685

Palomar Insurance


(800) 489-0105

Pivotal LNG


(713) 300-5116

Regions Insurance


(800) 807-1412

Southland Trailer Div.


(888) 844-1821


(205) 849-4288

Truckworx Kenworth


(800) 444-6170

Turner & Hamrick


(888) 385-0186


(205) 755-2610

Thompson Cat

WH Thomas Oil Co.



Issuu converts static files into: digital portfolios, online yearbooks, online catalogs, digital photo albums and more. Sign up and create your flipbook.