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PHOTOGRAPHY ON THIS PAGE AND COVER BY JACOB SLATONF E AT U R E SIN THIS ISSUEVOLUME 30 | ISSUE 6 2025COVER STORY PLAYING IT COOL 26Quincy Jenkins bounces back into trucking and finds a sweet spotBy Dwain HebdaTRADE SECRETSECONOMY IS BIGGEST TRUCKING ISSUE, AGAIN 16Little doubt in top issues of 2025By Steve BrawnerGETTING INTO THE ACT 34Involving the industry in the fight to improve safety By Todd TraubCAPITOL WATCHCRITICS FORESEE PREDICTION MARKETS SHRINKING HIGHWAY FUNDS 20Popular prop bets remain unregulated, transportation funding could feel the squeeze By Steve BrawnerUp Front: By Shannon Newton 7They Said It 9News in Brief 10Calendar of Events 12New Members 15Council Quarterly 24Advertiser Resource Index 25Scene Around 40Insider Trucking 46Stat View 49The Last Word: By Steve Keppler 50D EPA R T MEN T SARKANSAS TRUCKING REPORT | Issue 6 2025 5
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ANCHORED HERE. INFLUENCING EVERYWHERE.Cliches, by definition, are overused. But they can be useful in communicating cultural shorthand. Take, for example, “change is constant.” What makes that phrase particularly meaningful right now is where that change is happening, and how directly it impacts Arkansas.Over the past several months, we’ve seen significant transitions at companies that are not just national brands, but Arkansas institutions.The return of USA Truck to Arkansas-based ownership is more than a headline. It’s a reminder that our state continues to produce leaders willing to invest in trucking’s future. It reconnects decision-making with the community and workforce that built its legacy. That proximity shapes culture, accountability, and trust. When decision-making stays close to home, the effects extend well beyond a single balance sheet. Small and mid-size carriers benefit from stronger vendor networks, deeper talent pools, and a business climate shaped by leaders who understand trucking at every level.A few miles away in Fort Smith, ABF Freight is entering a new chapter under fresh leadership, alongside broader transitions at its parent company, ArcBest. Leadership changes bring questions, but they also bring opportunity. The strength of Arkansas companies has never depended on a single individual. It is rooted in experienced professionals who understand both the business and the responsibility that comes with employing thousands of Arkansans. That continuity, paired with new vision, reinforces Arkansas’ competitive position across carriers of every size that call this state home.Then there is the pending separation of FedEx Freight from FedEx Corporation, expected later this year. FedEx Freight’s legacy runs deep in our state. The decision to spin off the LTL division underscores something our members know well: trucking is its own discipline. The LTL market has distinct economics, operational demands, and customer expectations. Allowing that business to stand independently signals confidence in trucking’s long-term strength. Focus and discipline win in this industry.So, what does all of this mean for Arkansas?It means we are not on the sidelines of industry change. We are at the center of it. Decisions affecting freight flows, employment, capital investment, and innovation are being shaped by leaders with Arkansas roots and significant Arkansas operations. When leadership is anchored here, the impact scales—strengthening small fleets, advancing midsize carriers, and reinforcing the stability of every company represented by this association.That should give us confidence, but it should also sharpen our focus. As an association, our role is to ensure the policy environment here supports growth, safety, and competitiveness. When companies invest in Arkansas, we must match that commitment with sound infrastructure, workforce development, and regulatory stability. ATA exists to ensure operators of every size have the environment they need to compete and succeed.Change is constant. Leadership evolves and structures shift. Whether you call them cliches, truisms or something else altogether, Arkansas trucking remains resilient, and ready to lead.An affiliate of the American Trucking AssociationsArkansas Trucking Association (ATA) is an Arkansas corporation of trucking companies, private carrier fleets and businesses which serve or supply the trucking industry. ATA serves these companies as a governmental affairs representative before legislative, regulatory and executive branches of government on issues that affect the trucking industry. The organization also provides public relations services, workers’ compensation insurance, operational services and serves as a forum for industry meetings and membership relations. For information, contact ATA at: 1401 West Capitol, Suite 185Post Office Box 3476 (72203)Little Rock, Arkansas 72201Phone 501.372.3462 Fax 501.376.1810www.arkansastrucking.comAward-Winning Magazine of the Arkansas Trucking AssociationArkansas Trucking Report is owned by the Arkansas Trucking Association, Inc. and is published bimonthly. For additional copies, to order reprints of individual articles or to become a subscriber to ATR, contact us at [email protected] or at 501.372.3462. executive editorSHANNON SAMPLES NEWTONmanaging editorDAVID O’NEAL contributing writersart directorJON D. KENNEDYThe Freelance Co. LLC, [email protected] editorsSARAH NEWMAN, JORDAN WELCH, JULIA TAYLOR-BROWNillustrator BRENT [email protected] KATIE CHILDS, JON D. KENNEDY, JACOB SLATONwww.arkansastrucking.compresidentSHANNON SAMPLES [email protected] president of operationsSARAH [email protected] president of engagementDAVID O’[email protected] of safety and loss preventionMIKE [email protected] coordinatorJORDAN [email protected] administratorJULIA [email protected] OF DIRECTORSUP FRONTSTEVE BRAWNER [email protected] [email protected] NALL [email protected] [email protected] BARR JM Bozeman Enterprises CEOGREG CARMANCarman, Inc.PresidentNEIL CORDERWayne Smith TruckingPresidentMATTHEW GODFREYABF FreightPresidentGEORGE HENRYUSA TruckCEOAL HERINGER IV Star Transportation, LLC PresidentBRAD HICKSJ.B. Hunt TransportPresident of Dedicated Contract ServicesROSS HOOVERRush Truck CentersRegional General ManagerROBERT JANESW&B Service Co.Service DirectorJEFF LOGGINS Loggins Logistics, Inc. President & CEOCLINT MCCOYFedEx FreightCOORYAN MCDANIELWalmart Transportation LLCSenior Vice PresidentMIKE MCNUTTDistribution Solutions, Inc.CEO, OwnerMARK MORRISMorris Transportation Services, LLCPresidentG.E. “BUTCH” RICE III Stallion Transportation Group PresidentALAN RIELS Dedicated LogisticsPresident & CEOPATRICK SIMMONSTyson FoodsVice President Transportation GABE STEPHENSC.C. Jones, Inc.Vice PresidentLANCE STEWARTPAM TransportPresident & CEODOUG VOSSUniversity of Central ArkansasProfessor of Logistics & SupplyChain ManagementDrivers Legal PlanDrivers Legal PlanCHAIRMAN OF THE BOARD John Culp Maverick Transportation PresidentShannon NewtonPresident, Arkansas Trucking AssociationARKANSAS TRUCKING REPORT | Issue 6 2025 7
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THEY SAID IT“Weak global freight demand continues to create headwinds across the logistics sector.” —Dave Bozeman, CEO, C.H. Robinson during a January earnings call“Productivity has improved, but it’s still an open question how durable that improvement will be.”—Tom Barkin, President, Federal Reserve Bank of Richmond“You don’t go to war with warm milk and cookies.” —Indiana head football coach Curt Cignetti, prior to his team defeating Miami for their first national championship.“EVs are still the end game despite industry pullback.” – GM CEO Mary Barra, discussing longterm strategy despite market shifts“Apparently, the new status symbol in this town is having electricity.” —Marshall Ramsey, University of Mississippi Journalism Professor, on widespread power outages and the struggle to keep lights on in Mississippi after winter storm Fern swept across the South and East in January.“It makes me incredibly proud and super thankful that we have people like this who will be working around the clock to take care of Arkansans.”—Gov. Sarah Huckabee Sanders on utility crews preparing for dangerous winter conditions ahead of the storm“Northwest Arkansas National Airport (XNA) surpassed Little Rock’s Clinton National Airport in total passengers for the first time [in 2025] — a milestone that reflects our state’s rapid growth.” —XNA spokesperson Olivia TylerARKANSAS TRUCKING REPORT | Issue 6 2025 9
NEWS IN BRIEFUSDOT FINALIZES RULE TIGHTENING CDL ELIGIBILITY FOR FOREIGN DRIVERSThe U.S. Department of Transportation published a final rule on February 13 aimed at tightening eligibility standards for certain foreign nationals seeking commercial driver’s licenses to operate trucks and buses in the United States. The action, announced by Transportation Secretary Sean Duffy, is designed to address what federal officials describe as a longstanding safety gap in the non-domiciled CDL process.According to USDOT, the rule responds to concerns that some individuals with unverified or inaccessible foreign driving histories were able to obtain CDLs because state licensing agencies lacked the ability to review records comparable to the national databases used to screen U.S. drivers. American drivers are checked against systems that track prior violations such as DUI convictions, reckless driving, disqualifications, and crash involvement. In contrast, federal officials said states have no reliable mechanism to access foreign driving histories.The final rule limits eligibility for non-domiciled CDLs to individuals holding H-2A, H-2B, or E-2 nonimmigrant status. These visa categories involve enhanced interagency vetting before entry into the United States. The rule eliminates the use of Employment Authorization Documents (EADs) as proof of eligibility, citing what USDOT described as widespread noncompliance among State Driver’s Licensing Agencies (SDLAs) in their use. Instead, applicants must present an unexpired foreign passport and specific Form I-94 documentation verifying lawful status.In addition, SDLAs will now be required to verify every applicant’s lawful immigration status through the federal Systematic Alien Verification for Entitlements (SAVE) system before issuing a CDL. Federal officials said the mandatory SAVE check creates a uniform national standard and closes inconsistencies among states.The rule follows an emergency action issued last year that halted the issuance of certain non-domiciled CDLs where driving histories could not be verified. It also comes after a nationwide audit launched by USDOT in June examining state compliance in issuing non-domiciled licenses. According to the department, the audit identified systemic noncompliance in multiple states and raised concerns about the number of licenses issued without proper verification.In announcing the rule, Duffy said the changes are intended to ensure 10 Issue 6 2025 | ARKANSAS TRUCKING REPORTPhoto: ai
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that only fully vetted and qualified drivers are allowed to operate commercial motor vehicles on U.S. roadways. Federal Motor Carrier Safety Administration Administrator Derek Barrs said the rule closes a critical safety gap and establishes clearer verification standards nationwide.The final rule takes effect March 13 after publication in the Federal Register.ARDOT PILOTS NEW GUARDRAIL TECHNOLOGY IN SALINE COUNTYThe Arkansas Department of Transportation is piloting a new guardrail safety system at the on-ramp from Highway 35 north to the Interstate 30 eastbound frontage road in Benton.The installation features Safety Rolling Barriers (SRBs), a guardrail system that uses plastic rollers designed to absorb crash energy and distribute it more evenly than traditional steel barriers. The rollers rotate on impact, helping guide vehicles along the roadway and reduce the severity of crashes before bringing them to a stop.“Our agency is committed to enhancing safety and embracing modern technologies,” said Jared Wiley, director of ARDOT. “This pilot installation of an emerging technology offers us a chance to check both of those boxes. Depending on the outcome of this test, rolling barriers could become another tool in our toolbox as we strive to continually improve highway safety for all users.”SRBs have been crash-tested and shown to sustain less damage to the CALENDAR OF EVENTSMARCHMARCH 10SAFETY MANAGEMENT COUNCIL Arkansas Trucking AssociationLittle Rock, Ark. MARCH 12MAINTENANCE & TECHNOLOGY COUNCILArkansas Trucking AssociationLittle Rock, Ark.MARCH 19PAC BRACKET CHALLENGELittle Rock, Ark.MARCH 17NATMI ACCIDENT PREVENTION AND INVESTIGATIONVirtual CourseMARCH 18-19NATMI SAFETY & DOT COMPLIANCE Virtual CourseAPRIL APRIL 13-17NATMI CSS AND CDS FLEET SAFETY CERTIFICATIONVirtual CourseAPRIL 27-29ATAC26 – ARKANSAS TRUCKING ASSOCIATION ANNUAL CONFERENCELittle Rock, Ark. MAYMAY 6-8 NATMI ESSENTIAL INSTRUCTIONAL SKILLS FOR PROFESSIONAL DRIVER TRAINERS (CDT)Virtual CourseMAY 21ACCOUNTING & FINANCE COUNCILABF FreightFort Smith, Ark.JUNE 9SMC/MTC JOINT MEETINGJ.B. Hunt Transport Lowell, Ark. JUNE 25-27ARKANSAS TRUCKING CHAMPIONSHIPRogers Convention CenterRogers, Ark. For calendar information, visit arkansastrucking.comNEWS IN BRIEF,Continued from page 1012 Issue 6 2025 | ARKANSAS TRUCKING REPORT
barrier system itself, potentially lowering repair costs. The system also appears to reduce vehicle damage, which may improve outcomes for motorists involved in crashes.This marks the first time Safety Rolling Barriers have been installed on a state-owned roadway in Arkansas. ARDOT plans to monitor the system for approximately one year to evaluate its performance and determine whether SRBs should be considered for use at other locations across the state.GATIK FIRST TO FIELD FULLY DRIVERLESS TRUCKS AT COMMERCIAL SCALEGatik has made history as the first company in North America to deploy fully driverless trucks in sustained commercial operations at scale, according to FreightWaves. The Mountain Viewbased autonomous trucking tech firm now operates medium-duty trucks with no human driver or safety observer in the cab, completing daily deliveries for Fortune 50 retailers across Texas, Arkansas and Arizona. Since launching freight-only driverless operations in mid-2025, Gatik says it has completed about 60,000 incidentfree driverless deliveries and logged over 10,000 miles on public roads, with routes up to 400 miles long. “Autonomous trucking is no longer a promise. It’s a business,” FreightWaves quotes CEO Gautam Narang saying, noting the company has more than $600 million in contracted revenue with plans to grow its fleet from 10 trucks to dozens more this year. Gatik’s 26- and 30-foot autonomous trucks operate nearly 24/7, moving ambient, refrigerated and frozen goods between distribution centers and stores. ARKANSAS ROAD TEAM CELEBRATES 10 YEARS WITH ADDITION OF NEW CAPTAINSThe end of 2025 marked a significant milestone for the Arkansas Road Team as the program celebrated its tenth year in operation. Since its founding in 2015, the Road Team has remained dedicated to promoting highway safety across the state of Arkansas through education and community outreach.October was an especially active month for the team, as three new Road Team Captains were selected, bringing the total number of captains to 18. New Captains selected were:• Chaunce Umfleet, FedEx• Dana Horstmann, Walmart Transportation• Timothy Bates, Star TransportationTo welcome the newest members and strengthen the team’s outreach efforts, a biennial orientation was held at the Arkansas Trucking Association headquarters. During this important gathering, captains worked together to refine and perfect their “Share the Road” presentations. The orientation is a pivotal opportunity, serving as the only time all captains convene in one place to collaborate and ensure their messaging is both efficient and impactful.The Arkansas Road Team was founded through funding from the Arkansas Commercial Truck Safety and Education Program. What began in 2015 with just 12 captains has grown steadily over the years while remaining rooted in its original mission of promoting highway safety and awareness. Today, the team proudly continues that legacy, still featuring two of its original members as it enters its next decade of service and education across the state.USA TRUCK RETURNS TO ARKANSAS-BASED OWNERSHIPUSA Truck has announced a return to private, Arkansas-based ownership following its sale by Danish parent company DSV to UTAC LLC, a private firm led by members of USA Truck’s leadership team. The company is headquartered in Van Buren.The transaction marks a notable milestone for USA Truck, bringing ownership back to Arkansas more than 40 years after the company was founded. George Henry will remain in his role as chief executive officer.ARKANSAS TRUCKING REPORT | Issue 6 2025 13UmfleetHorstmannBates
Company officials said the move to private ownership will provide increased operational flexibility and a sharper strategic focus, while maintaining a strong financial position. USA Truck operates roughly 1,800 trucks and 6,000 trailers, delivering transportation and logistics services nationwide.Shannon Newton, president of the Arkansas Trucking Association, called the development a positive sign for both the industry and the local community.“This is a reverse trend and a positive development for our industry and for the Van Buren community,” Newton said. “USA Truck strengthens Arkansas’s proud transportation legacy and reflects a renewed commitment to the workforce and economy that helped shape its success.”ARKANSAS DRIVER SELECTED FOR AMERICA’S ROAD TEAMNathan Evans, a professional driver for Tyson Foods and a member of the Arkansas Road Team, has been selected as a 2026–2027 America’s Road Team Captain—one of just 20 professional drivers nationwide to receive this prestigious honor.America’s Road Team Captains serve as ambassadors for the trucking industry, promoting safety, professionalism, and career opportunities while representing drivers before policymakers and the public. Selection reflects an elite safety record, leadership, and commitment to excellence. Nathan’s selection is a tremendous honor and a point of pride for our state. He exemplifies the professionalism, commitment to safety, and leadership that define both the Arkansas Road Team and the trucking industry as a whole. We are proud to see Arkansas represented at the national level.Evans’ selection highlights the strength of Arkansas’s trucking workforce and the impact professional drivers have in keeping commerce—and communities—moving safely every day.FEDERAL FUNDING TARGETS TRUCK PARKING SHORTAGES, SAFETYAccess to safe truck parking is expected to improve following passage of fiscal 2026 funding legislation approved by Congress and signed Feb. 3 by President Donald Trump, ending a partial government shutdown. The legislation includes $200 million dedicated specifically to truck parking projects, with the Federal Highway Administration tasked with administering the funds to improve safety and efficiency along freight and commuter corridors.The American Trucking Associations has long called for federal investment in truck parking. ATA President Chris Spear said chronic underinvestment has created severe shortages nationwide, forcing drivers to spend valuable time searching for safe, legal places to rest and increasing risks for all motorists. He described the new funding as a turning point and noted it marks the first time Congress has allocated money specifically for truck parking.Spear also credited Rep. Steve Womack (R-AR-3), chairman of the NEWS IN BRIEF,Continued from page 1314 Issue 6 2025 | ARKANSAS TRUCKING REPORT Nathan Evans, Tyson Foods and new America’s Road Team Captain
House transportation appropriations subcommittee, for helping elevate the issue. Shannon Newton, president of the Arkansas Trucking Association, said the investment is particularly important for Arkansas, a largely rural state that serves as a crossroads for interstate freight on I-30, I-40 and I-55, and where trucking accounts for one in 10 jobs.Truck parking shortages have ranked among the industry’s top concerns in recent years, including in studies by the American Transportation Research Institute. Federal officials are expected to continue working with stakeholders in the coming months to identify additional solutions, building on recent DOT grant programs awarded to state transportation agencies for commercial parking projects.ARCBEST CEO JUDY MCREYNOLDS RETIRES; SETH RUNSNER NAMED NEW CHIEFJudy McReynolds closed out a 16-year tenure as chief executive officer of ArcBest in December, capping a period defined by economic headwinds and a deliberate transformation from a traditional freight carrier into a diversified logistics provider. McReynolds transitioned to chair of ArcBest’s board, while company President Seth Runser assumed the CEO role in January.McReynolds joined the company in 1997 and served as chief financial officer before becoming CEO in 2010, just as ArcBest was emerging from the Great Recession. Drawing on her financial background and deep familiarity with the business, she emphasized adaptability and trust in leadership, guiding the company through recovery and into a new strategic direction. That evolution included a 2014 rebrand from Arkansas Best Corp. to ArcBest and a shift in 2017 toward marketing the company as a logistics solutions provider.Shannon Newton, president of the Arkansas Trucking Association, said the shift represented a fundamental change in how ArcBest creates value, requiring new technology, talent and a willingness to challenge long-standing assumptions, while still maintaining a strong core LTL operation.Her tenure included record revenue of $5.3 billion in 2022 and the company’s 100-year anniversary in 2023. As she stepped into the board chair role, McReynolds expressed confidence in Runser, citing his operational experience, urgency and growth-oriented mindset as ArcBest entered its next chapter under new leadership. ATRWELCOME, NEW ATA MEMBERS!Together, We Are the Power of AssociationWe welcome the following new members. Each new member adds to the Arkansas trucking industry’s collective strength to promote, protect and serve with a unified voice. ALLIED MEMBERSMHC KENWORTH, MEMPHIS Memphis, Tenn.901-396-6100MHC.comTruck dealershipB-LINE LOGISTICS, LLCLittle Rock, Ark.501-219-0708thomasburnettlogistics.comlogisticsCRAWFORD & COMPANYSan Antonio, Texas504-493-6500crawco.comClaims managementIMPIRICA INC.Edmonton, Alberta780-719-1537impirica.techImpairment testingFor membership information, visit arkansastrucking.comARKANSAS TRUCKING REPORT | Issue 6 2025 15 Steve Womack, U.S. Representative (R-AR-3)Runser
Economy Is Biggest Trucking Issue, Again Little doubt in top issues of 2025By Steve BrawnerContributing WriterThe economy ranked at the top of the American Transportation Research Institute’s 21st annual Top Industry Issues—both among national respondents and among those based in Arkansas. The diesel technician shortage was number two in Arkansas, while diesel emissions regulations was number three. Two closely related issues, lawsuit abuse reform and insurance cost/availability, both rose one spot to numbers two and three nationally. They also ranked high in Arkansas. Lawsuit abuse reform was number four here, while insurance cost/availability was number six.ARKANSAS’ TOP 10 WAS AS FOLLOWS:1. Economy2. Diesel technician shortage3. Diesel emissions regulations4. Lawsuit abuse reform5. Compliance, Safety, Accountability (CSA)6. Insurance cost/availability7. Truck parking8. English language proficiency (ELP) for drivers9. Hours-of-service (HOS)10. Predatory towingTHE NATIONAL TOP 10 LIST WAS AS FOLLOWS:1. Economy2. Lawsuit abuse reform3. Insurance cost/availability4. Truck parking5. Driver compensation6. CSA7. English language proficiency for drivers8. Diesel emissions regulations9. Driver training standards 10. Artificial intelligence in truckingMore than 4,200 trucking industry stakeholders nationwide participated in the survey Sept. 2 through Oct. 10, which was a 14% increase from the year before. About half—46.7%—of the respondents were motor carrier executives and personnel. Truck drivers were 29.8%, and other stakeholders such as suppliers and law enforcement professionals were 23.4%. Respondents were asked to choose between 27 issues. To generate the top 10, issues that were ranked first by respondents received three points, while issues ranked second received two points and those ranked third received one point. ATRI generated a state-specific report in each state that generated at least 35 responses. Sixtytwo responded in Arkansas. The state reports exclude truck drivers because they are less tied to a particular state.ATRI’s president and chief operating officer, Rebecca Brewster, revealed the national results at the 2025 American Trucking Associations’ Management Conference and Exhibition. The full report is available at ATRI’s website, truckingresearch.org.The economy was ranked first by 12.3% of respondents, second by 6.7%, and third by 6.1%. It was number one in 23 of the 39 states with enough respondents to generate a state-specific report. Lawsuit abuse reform was number one in seven states. Diesel emissions regulations ranked first in three, while insurance cost/availability and the driver shortage were the top concerns in two states. Cargo theft was number one in Minnesota, and the independent contractor status was the top choice in New Jersey.Arkansas Trucking Association President Shannon Newton said the economy’s number one slot was “the least surprising appearance and ranking on the list.” The trucking industry has been mired in a three-year freight recession. There’s too much capacity to serve the demand. The oversupply will be corrected when some carriers leave the industry, and when regulators more assertively enforce rules that some firms are skirting, she said.Seven issues appeared on both the Arkansas and national lists: economy; diesel emissions regulations; lawsuit abuse reform; CSA; insurance cost/16 Issue 6 2025 | ARKANSAS TRUCKING REPORT
availability; truck parking; and English language proficiency for drivers.Arkansas’ number two issue, diesel technician shortage, did not appear on the national top 10 list. It has made the national top 10 only once, when it was number 10 in 2021. Other Arkansas issues that didn’t make the national top 10 were number nine hours-of-service and number 10 predatory towing. Making the top 10 nationally but not in Arkansas were number five driver compensation, number nine driver training standards, and number 10 artificial intelligence.Newton noted that the Arkansas Trucking Association has a history of ranking the diesel technician shortage in its top 10, though not as high as number two. She explained that the ATA’s Maintenance and Technology Council is one of its most active constituencies, and survey results were driven by meetings during the survey. Diesel emissions regulations was number three in Arkansas and was number eight nationally. ATRI’s Brewster said that issue replaced battery electric vehicles, which fell from six to 23 nationally as the Trump administration put the brakes on national and California efforts to accelerate adoption of the technology. Instead, the trucking industry is closely watching the looming heavy duty NOx rule that would apply to model year 2027 trucks, which is why diesel emissions regulations ranked so high.Newton said the industry needs certainty and consistency. “We need a set of rules,” she said. “We need to know what are the timelines, what are the rules so that we can plan appropriately. When you don’t know that, or when they seem to change with an administration or emergency rule or a court ruling, that’s not very comforting to business planning.”The related issues of lawsuit abuse reform and insurance cost/availability were numbers two and three on the national lists and numbers four and six in Arkansas. Newton noted that plaintiff’s attorneys continue to seek jackpot justice off the backs of trucking companies. Another reason for the issue’s high ranking could be the successful passage in 2025 of a state law requiring defendants to pay medical damages that are equal to what a medical provider was paid, rather than what the provider initially billed. Insurance companies often negotiate down the cost of a bill. The ATA publicized its efforts to the membership, so it might have remained at the top of survey participants’ minds.It was the first tort reform measure business interests have been able to pass in Arkansas. More are needed.“While the bill that we passed, the policy that we passed was extremely meaningful and kind of moved the needle back in the direction of fairness and business, we still have a long way ARKANSAS TRUCKING REPORT | Issue 6 2025 17Photo: istockphoto.com
to go to really mitigate that risk to our members,” Newton said.Arkansans ranked the Federal Motor Carrier Safety Administration’s CSA system number five. It ranked number six nationally, and it was number four nationally among motor carrier executives and personnel. It has ranked in the top 10 nationally since it was created in 2010. Newton said carriers continue to find fault in the grading system. CSA is supposed to be a tool that directs enforcement resources to the entities that need it most. Instead, the industry believes the scoring system is being used more by shippers and insurers, often to carriers’ detriment.“Everybody has something on their score that they don’t think accurately reflects their operation or the risk that their operation presents,” she said.The bottom four of Arkansas’ top 10 started with number seven truck parking, a perennial top 10 finisher nationally that ranked fourth this year and second the previous two years. Drivers, who live the issue every day, ranked it second. Newton said Arkansas trucking executives know drivers are consistently having to waste valuable driving time looking for a parking spot. It’s an issue that affects efficiency, safety, the environment and driver lifestyles. The federal government has funded the construction of some spaces the past two years, but it will take much more to make a big dent in the problem.At number eight in Arkansas was English language proficiency for drivers. That issue, which was number seven nationally, appeared on the list for the first time this year after generating a large write-in response last year. The issue gained national attention in April when President Trump issued an executive order returning English language deficiency to being an out-ofservice violation. Then in August, an undocumented truck driver made an illegal U-turn on the Florida Turnpike, resulting in the deaths of three people. The story and its in-cab video became a national story.The issue has been gathering momentum in Arkansas, too. Newton said drivers have been talking about the issue for years. State legislators in 2025 passed a law requiring drivers to be proficient in English, among other requirements.Number nine in Arkansas was hours-of-service, while number 10 was predatory towing. State lawmakers in 2025 passed legislation reconstituting the Arkansas Towing and Recovery Board to include one representative each from the trucking industry, one from the insurance industry, and one from law enforcement. The law may have increased awareness among survey participants.Notably missing from this year’s top 10 was the driver shortage at number 12. It was the first time the issue dropped out of the top 10 in the survey’s 21-year history. In fact, it was the top concern for five years from 2017 until 2021. That year, driver retention was number two. The report attributes the drop to the persistent freight recession reducing the need for drivers. Nevertheless, motor carrier respondents ranked the driver shortage at number five and driver retention at number six.This year’s numbers seven through 10 nationally included four newcomers to the top 10: English language proficiency for drivers, diesel emissions regulations, driver training standards, and artificial intelligence in trucking. Truck drivers ranked AI number six. ATRI’s Brewster said she had not expected the issue to crack the national top 10 this year. Now that it’s arrived, she doesn’t expect it to go away.“It’s really a two-sided issue because in some respects, the growth in AI overall has some potential to really increase efficiencies and safety in the industry,” she said. “But there’s no question people are concerned across the board: What does AI mean for my job?”Survey respondents’ top 10 lists vary greatly depending on their job responsibilities and daily experiences. Only three issues appeared in the national top 10 among both truck drivers and motor carrier executives and personnel: truck parking, diesel emissions regulations, and broker issues.AMONG MOTOR CARRIERS EXECUTIVES AND PERSONNEL, THE TOP 10 WERE:1. Economy2. Lawsuit abuse reform3. Insurance cost/availability4. CSA5. Driver shortage6. Driver retention7. Driver distraction8. Diesel emissions regulations9. Truck parking 10.Broker issuesAMONG TRUCK DRIVERS, THE TOP 10 WERE:1. Driver compensation2. Truck parking3. English language proficiency for drivers4. Broker issues5. Detention/delay at customer facilities6. Artificial intelligence in trucking7. Driver training standards8. Autonomous trucks9. Electronic logging device mandate10. Diesel emissions regulationsARKANSAS’ NUMBER TWO ISSUE, DIESEL TECHNICIAN SHORTAGE, DID NOT APPEAR ON THE NATIONAL TOP 10 LIST. 18 Issue 6 2025 | ARKANSAS TRUCKING REPORT
The report describes issues ranking 11-13 as “emerging issues” that could move into the top 10, or that recently were there and have since fallen. At number 11 was driver distraction, which ranked 10th last year. The driver shortage was number 12. At number 13 was broker issues, which is moving up the list as both drivers and motor carriers face issues with broker fraud, broker liability litigation and double-brokering. Respondents also were asked to rank three preferred strategies for addressing each issue. The preferred strategy ranking was based on the percentage of respondents selecting a strategy first. Respondents could select from a list of three provided by ATRI or write in a strategy.For the economy, the top strategy listed by Arkansans was “Research why industry supply has been slow to adjust to changes in freight demand including potential factors such as the illegal use of B-1 drivers, delayed equipment repossession, and factoring services, among others.” It was the third choice nationally with 21.5% selecting it first. Second in Arkansas was “Quantify the impact of increasing trucking operational costs on supply chains and the nation’s economy, including the impact of new tariffs.” It was the top choice nationally, selected by 44.6% of respondents. The third choice in Arkansas was “Research the patterns and causes of the current, prolonged freight recession.” It was second nationally, with 23.2% selecting it as their number one strategy.Arkansas’ most favored strategy for addressing the diesel technician shortage was “Encourage partnerships between motor carriers, truck dealers, high schools and local community colleges/tech schools to promote diesel technician training and placement. Second was “Assist fleets in implementing technician mentoring programs to reduce new technician turnover in their first two years of employment.” Third was “Identify new training and curriculum needs relating to emerging technologies, such as those pertaining to electric, automated and/or autonomous truck maintenance, and the application of artificial intelligence to maintenance and repair.”Arkansans’ top strategy for addressing diesel emissions regulations was “Identify the financial impacts associated with compliance of mandated diesel emission regulations.” It was by far the top choice nationally with 54.6% choosing it first. Second in Arkansas and third nationally (15.5%) was “Research the performance of emission control technologies.” Third in Arkansas was “Quantify alternative low-cost pathways for achieving emission reductions.” It was the second choice nationally with 18.7% of respondents selecting it first.For Arkansans’ number four issue, lawsuit abuse reform, the most-selected strategy was “Promote state-level reform to cap damages paid to plaintiffs in truck-involved crashes.” It also was the landslide top choice nationally with 58% of respondents selecting it first. The second most popular choice in Arkansas was “Advocate for the disclosure and discoverability of thirdparty litigation funding agreements in lawsuits.” It was the third most popular choice nationally with 15.3% selecting it first. Arkansas’ third choice, and the second most popular choice nationally (18.3%) was “Advocate for elimination of ‘phantom’ damages,” which are the difference between medical costs that patients submit to insurance companies versus the costs actually paid.For number five CSA, Arkansas’ top choice was “Encourage FMCSA to review and address enforcement disparities/geographic variations in enforcement between states and local jurisdictions that impact CSA scores, which may unfairly penalize carriers based solely on where they operate.” It was the top choice nationally, with 38.1% of respondents choosing it first. Second in Arkansas and third nationally (14.4%) was “Support FMCSA’s work to speed up the DataQ process by improving internal processes for reviewing Request for Data Reviews (RDRs).” Third in Arkansas and second nationally (35.7%) was “Work with FMCSA to update its carrier prioritization methodology, improve its accuracy, continuously review and evaluate crash preventability factors, and enhance transparency in CSA.”For number six insurance cost/availability, Arkansans’ most preferred strategy was “Educate the public about lawsuit abuse leading to increased consumer prices and insurance costs.” It was the second most popular choice nationally, chosen by 36.9% of respondents. Second was “Develop a framework for potential upfront insurance premium reductions when drivers and carriers adopt proven safety technologies.” It was the top choice nationally, with 42.7% of respondents picking it first. No Arkansans picked the third choice, “Research trends in carrier safety management practices and their impact on insurance premium costs.” It was chosen first by 9.6% of respondents nationally. ATR“IT’S REALLY A TWO-SIDED ISSUE BECAUSE IN SOME RESPECTS, THE GROWTH IN AI OVERALL HAS SOME POTENTIAL TO REALLY INCREASE EFFICIENCIES AND SAFETY IN THE INDUSTRY. BUT THERE’S NO QUESTION PEOPLE ARE CONCERNED ACROSS THE BOARD: WHAT DOES AI MEAN FOR MY JOB? ”— REBECCA BREWSTER, ATRIARKANSAS TRUCKING REPORT | Issue 6 2025 19
By Steve BrawnerContributing WriterSports betting has exploded in both scale and sophistication, with prop bets on everything from individual player performance to in-game micro events now representing one of the fastestgrowing segments of the gaming industry. These wagers are not economic forecasts or civic forecasting tools. They are gambling. But as companies begin labeling sports prop bets as “prediction markets,” critics argue the distinction is more than semantic—it is regulatory.Critics say the concern is not traditional predictive markets focused on elections or macroeconomic trends. The concern is the expansion of sports wagering—particularly prop-style bets —under the regulatory umbrella of “prediction markets,” a classification that allows operators to bypass state gaming structures and taxation.“The story here is that predictive markets are evading the regulatory structure and the tax structure that we set up to pay for highways, and to the extent that they continue to eat away and erode at regular gaming dollars, they eat away at our highway funding dollars,” said Shannon Newton, Arkansas Trucking Association president.With prediction markets such as Kalshi, Polymarket and Robinhood, bettors bet on situations with one of two possible outcomes. The markets are rapidly growing, with Kalshi valued at $11 billion and Polymarket valued at $9 billion, Politico reported in December. Polymarket has announced that the company that owns the New York Stock Exchange is investing up to $2 billion in it.The markets have found favor with President Trump’s administration after being on the wrong side of President Biden’s. An investigation by the Commodity Futures Trading Commission led Polymarket to stop accepting U.S. bets in 2022. Regulators later raided the CEO’s apartment, believing the company was still allowing active U.S. trading, as reported by Politico. The CFTC also blocked Kalshi from accepting electionrelated bets, but the company won a lawsuit in court. Under the Trump administration, however, the CFTC and the Justice Department have ended their investigations of Polymarket, and the CFTC dropped its appeal of the Kalshi decision. President Trump’s son, Donald Trump Jr., is an advisor to both companies, and Trump Jr. is an investor in Kalshi, Politico said.While supporters argue these markets harness the “wisdom of the crowd” for political and economic forecasting, critics draw a firm line when that framework is applied to sports wagering. Betting on who scores the first touchdown or how many yards a quarterback throws is not market intelligence—it is gambling, regardless of what label is applied.The markets have gained attention through their ability to forecast future events, including elections. Trump Jr. claimed his father’s campaign knew early that it had won on Election Day 2024 by following Kalshi. Prediction market supporters say the markets take advantage of the so-called “wisdom of the crowd” in ways that polling and other forecasting tools cannot. Perhaps smart and restrained trucking companies can take advantage of this intelligence to anticipate future events, such as which party might control Congress after the 2026 elections. Critics Foresee Prediction Markets Shrinking Highway FundsPopular prop bets remain unregulated, transportation funding could feel the squeeze20 Issue 6 2025 | ARKANSAS TRUCKING REPORT
When sports wagering is structured and marketed as a “prediction contract” rather than as traditional sports betting, operators can bypass the regulatory and tax apparatus Arkansas has created to govern casino gaming and sportsbooks.Arkansas has had a quirky relationship with gambling through the years. For decades, the only way a person could legally gamble was betting on horse racing at Oaklawn in Hot Springs and on greyhounds at Southland Greyhound Park in West Memphis. The key word is “legal.” Illegal gambling was long part of the landscape, particularly in Hot Springs. In 2005, state lawmakers passed a law allowing Oaklawn and Southland to offer “electronic games of skill,” enabling them to expand their operations to provide slot machines and digital table games that lacked only cards and human dealers. In 2018, voters did away with the remaining limitations by passing Amendment 100, which allowed the state to grant full-fledged casino licenses to Oaklawn and Southland, to what became Saracen Casino Resort in Pine Bluff, and to a fourth location in Pope County. That location never came to fruition. It became mired by local opposition and by the legal wranglings of competing applications from tribal casino providers. In the 2024 election, Arkansas voters removed the license, so three casinos remain.Amendment 100 also legalized sports betting through Oaklawn, Southland, and what became Saracen. The U.S. Supreme Court had struck down the federal ban on sports betting earlier that year.Those three entities are paying a lot of tax dollars, and a big chunk of that goes to highways. Casinos pay a rate of 13% on their first $150 million in net gaming receipts, and then once that amount is reached, the remaining net gaming receipts are taxed at 20%. The total amount of taxes paid reached roughly $113 million in fiscal year 2025. Of those taxes, 55% goes to general revenues up to $31.2 million, 17.5% goes to the Arkansas Racing Commission Purse and Awards Fund to pay for live racing purses, 19.5% goes to the city where the casino is located, and 8% goes to the county where it is located.Under Act 416 of 2019, once the state has collected the $31.2 million, anything collected above that amount goes to highways. Furthermore, highways are guaranteed $35 million, so the money has been coming from else-“TO THE EXTENT PREDICTION MARKETS ERODE REGULAR GAMING DOLLARS, THEY ERODE OUR HIGHWAY FUNDING DOLLARS.”—SHANNON NEWTON, ARKANSAS TRUCKING ASSOCIATIONARKANSAS TRUCKING REPORT | Issue 6 2025 21Photo: istockphoto.com/ai
where in the budget. In fiscal year 2025, casino highway revenues reached $29 million, with the remaining $6 million coming from the state’s Restricted Reserve Fund, according to Scott Hardin, Department of Finance and AdminIstration spokesperson. Once dedicated casino revenues reach the $35 million, the excess will go to highways. As gaming grows, so does highway funding. Newton noted that the loss of the Pope County casino means the state already was taking longer to achieve the projected growth curve. The competition with prediction markets could further erode funding, she said. “All of those numbers and figures and how we did those projections was under gaming growing, and if there is a way to circumvent the system and allow unregulated providers to essentially offer the same thing without the tax structure [and] regulation, that is problematic from an actual industry policy perspective, in addition to all of the interesting regulatory conversations.”Randy Zook, president and CEO of the Arkansas State Chamber of Commerce, said the prediction markets are a form of gambling that is designed to be an end-around to avoid regulations by state gaming commissions across the country, and to avoid paying taxes. Instead, he said prediction markets should be regulated and taxed appropriately as casinos are. “We just see it as a not very subtle effort to avoid regulation and taxation – taxes which are used for constructive purposes like highway construction, schools, all the other things that taxes go to. … It undermines the ability of the state to finance the maintenance and construction of highways,” he said.Attorney General Tim Griffin agrees that prediction markets should be regulated. In an opinion written in response to a question by Sen. Bryan King, R-Green Forest, Assistant Attorney General William Olson wrote that, based on information provided by King, a prediction market such as Kalshi “constitutes gambling or gaming and requires licensure.” “The acts you describe meet the Supreme Court’s definition of gambling and gaming: a participant is risking money on a chance that some future event occurs,” said the opinion, which was approved by Griffin. The opinion did not distinguish between traditional sports betting and so-called prediction contracts tied to sports outcomes. “The fact that a company has rebranded this gambling activity as a ‘prediction market’ does not protect it from scrutiny.”Carlton Saffa, chief market officer for the Saracen Casino Resort, said he’s “agnostic” as to what happens when prediction market consumers bet on non-sports-related events such as who will win the next election or who will triumph in the next Academy Awards.The issue is when prediction markets get into the sports betting that is supposed to be done by taxed and regulated casinos.“Prediction markets today are veering into spaces that absolutely are gambling,” he said. “Period. Hard stop. If it looks like a duck and it quacks like a duck, it is probably a duck.”Sports betting is a huge part of Saracen’s business. It will accept close to $400 million in bets next year, Saffa said. By volume, it runs the 13th largest book in the United States, and it’s the largest sportsbook operating only in one state. Sports betting is its second largest category after slot machines – bigger than table games. Saffa noted that casinos abide by numerous government regulations, including responsible gaming provisions as well as Title 31 provisions that generally apply to banking. Casinos have strict rules related to knowing who their customers are, including age verifications. They have a robust problem gaming process. “It is a direct threat to the integrity of the markets that they’re allowing wagering on, and it is a direct threat, frankly, to our heavily regulated business,” he said. “We are punished by paying the taxes, following the rules and doing the right thing.”He said everyone in the gambling business must do three things: pay a lot of taxes, employ a lot of people and pay them well, and keep the money in the Arkansas economy. If the casinos aren’t achieving those ends, “they need to amend Amendment 100 and kick us out,” he said. But prediction markets achieve none of those ends. He said regulations can be onerous, but they exist for a reason. “I suspect there’s probably too much regulation in trucking, but I also suspect none of your readers would say that we need no regs, right?” he said. “And that’s essentially what you’ve got with prediction markets.”Saffa said prediction markets are attempting to spread their reach throughout the country. They are making sports betting available in all states, including those that otherwise don’t allow it.The state Chamber of Commerce does not have a legislative agenda to address the issue, Zook said. Instead, what’s needed is a national solution. “Otherwise, you’re going to have another crazy patchwork quilt of one state doing this and another state doing that,” he said. “So it needs to be a national definition that clearly says these things are appropriately monitored by the state gaming commissions.”Saffa expects the issue will be addressed either as standalone legislation or as part of a larger bill related to cryptocurrency. Or, it could be addressed by the U.S. Supreme Court. “IF IT LOOKS LIKE A DUCK AND IT QUACKS LIKE A DUCK, IT IS PROBABLY A DUCK.”—CARLTON SAFFA, SARACEN CASINO RESORT22 Issue 6 2025 | ARKANSAS TRUCKING REPORT
Litigation is ongoing in numerous states, including Nevada, where officials —like officials generally everywhere —don’t like untaxed, unregulated gambling.Arkansas’ elected officials are in a position to influence the debate. As chair of the House Financial Services Committee, Rep. French Hill will have a say. Sen. John Boozman will be especially important because he is chair of the Senate Committee on Agriculture, Nutrition & Forestry, and commodities and futures traditionally have been viewed as an agriculture instrument.In an interview with Talk Business & Politics published Dec. 14, Boozman said sports betting is heavily regulated, but prediction markets are not. Protections are needed to ensure young people don’t participate. He said he was hearing a lot about the issue.Hill said the issue is a major topic in his own interview with Talk Business & Politics published Dec. 7. The Agriculture Committee is holding hearings, and he has participated in roundtables. He said the Securities and Exchange Commission and the Commodity Futures Trading Commission will look for ways to address the issue through regulation and oversight, but it’s in the early stages.Congress has acted in the past to address concerns about other prediction markets. It passed legislation related to onion futures in 1958. It took action again in 2010 in response to an attempt to set up a marketplace where consumers could bet on a movie’s box office prospects. Hollywood opposed the idea, fearing it could lead to market manipulation and integrity issues. Congress agreed and wrote language prohibiting such activities into the Dodd-Frank Act banking legislation. Former Democratic Arkansas Sen. Blanche Lincoln wrote that provision into the law. She now is registered as a Kalshi lobbyist, Politico reported.“It wasn’t but 15 years ago that Washington, D.C., said, ‘Wait a minute. You can’t bet on the outcome of a movie,’” Saffa said. “And today, because of regulatory ambiguity, people are betting on NFL parlays under the label of a prediction market.” ATR“IT UNDERMINES THE ABILITY OF THE STATE TO FINANCE THE MAINTENANCE AND CONSTRUCTION OF HIGHWAYS.”—RANDY ZOOK, ARKANSAS STATE CHAMBER OF COMMERCEARKANSAS TRUCKING REPORT | Issue 6 2025 23We’re Built to DeliverArcBest is an integrated logistics partner ready to support your business today and tomorrow. From daily shipments to high stakes demands, we bring over 100 years of experience, advanced technology and tailored strategies to keep your supply chain moving and your business growing. Our solutions are shaped by your goals, with the flexibility to adapt and the expertise to solve even the most complex challenges. When it matters most, We’ll Find a Way. arcb.com
40 UNDER 40 COUNCILOCTOBER 23ATA Headquarters The 40 Under 40 Council met with Marlon Dixon with the Department of Finance and Administration to discuss the process of CDL licensing. The council then were invited to join the ATA Board of Directors meeting, to provide the young executives with a ringside seat to the Board’s operations.Following the meeting, members of the 40 Under 40 Council participated in the annual Play for the PAC Bowling Tournament. ACCOUNTING & FINANCE COUNCILDECEMBER 3ABF FreightSPONSORED BY BELL & COMPANYThe AFC held its fourth quarter meeting at ABF Freight in Fort Smith, AR. In the first session, Holly Hanson, Matt Hanlon and Danielle Montesano with JP Morgan presented on ownership transition and managing those changes. The second session featured Reed Seay with Stephens. His presentation discussed what to expect with the trucking economy in 2026.Because Arkansas Trucking Association is registered with the National Association of State Boards of Accountancy (NASBA) as a sponsor of continuing professional education on the National Registry of CPE Sponsors, AFC attendees received two CPE credits for these sessions.MAINTENANCE & TECHNOLOGY COUNCIL OCTOBER 7J.B. HuntSPONSORED BY DOGGETT FREIGHTLINER OF ARKANSASAt the fourth quarter MTC meeting hosted by J.B. Hunt in Lowell, attendees heard from Dr. Alex Leslie, Senior Research Associate with the American Transportation Research Institute, who shared ATRI’s research on causes and solutions for the current gaps in diesel technician training, recruitment, and retention. The research synthesized findings from techs, shops COUNCIL QUARTERLYNetworking . Professional Development . ServiceATA members have the opportunity to be represented in a variety of industry councils that address issues specific to safety, maintenance/technology, accounting/finance and industry leadership. Each council holds quarterly meetings, hosts speakers and panels on relevant industry topics, serves as a forum for interchanging ideas and best practices, and discusses new strategies and implementation practices. Members of the 40 Under 40 Council hear from Marlon Dixonfrom the Department of Finance and Administration Reed Seay with Stephens discusses what to expect with the 2026 trucking economy ATRI senior research associate Dr. Alex Lesliediscusses findings on technician training, recruitment and retention issues. 24 Issue 6 2025 | ARKANSAS TRUCKING REPORT
and training programs. Visit truckingresearch.org for more information.Following a networking lunch, Bruce McKie, Principal Owner and Chairman of Tectran, shared a real-life example showcasing an approach that fleets find useful when dealing with the specification of parts on new equipment and their replacement if damaged.Thank you to J.B. Hunt for hosting and to Doggett Freightliner of Arkansas for sponsoring.SAFETY MANAGEMENT COUNCIL NOVEMBER 6J.B. Hunt SPONSORED BY THOMPSON DOT SAFETY & COMPLIANCE SMC members gathered in Lowell for their fourth quarter meeting, hearing from Arkansas Road Team Captain Dave Hall of ABF Freight, as he shared information on the Arkansas Road Team and the Share the Road campaign. These industry professionals are available for appearances at no cost, schedule permitting, for Share the Road presentations and other educational events and promotions. Learn more about the Arkansas Road Team and the value they can bring to your next event at www.arkroadteam.com.Arkansas Highway Police 1stLieutenant Timothy Gushing discussed the Level 1 Roadside Inspection process and shared recent common violations seen by law enforcement. After lunch, Lt. Gushing led attendees outside for a Level 1 inspection demonstration.Thank you to J.B. Hunt for hosting and to Thompson DOT Safety & Compliance for sponsoring the event. ATRIF YOU ARE INTERESTED IN HOSTING A FUTURE ATA COUNCIL MEETING OR SPONSORING A COUNCIL IN 2026, CONTACT US AT [email protected] ADVERTISER RESOURCE INDEXAon..................................Inside Front CoverArcBest.......................................................23Arkansas Trucking Report...........................45Bruckner Truck Sales.................................23Custard Insurance Adjusters .....................41Driver’s Legal Plan ....................................32FedEx .........................................................39Great West Casualty Company.................43McGriff .....................................................11MHC............................................................8PrePass.......................................................38Rush Truck Centers .....................................4Southern Tire Mart .....................................3Stallion Transportation ...............Back CoverTLG Peterbilt .............................................48TravelCenters of America............................6University of Central Arkansas .................37W&B Service Co........................................31This edition of Arkansas Trucking Reportwas made possible with the support of these corporate advertisers. They support the trucking industry by enabling ATA to provide this publication to its members, prospective members, elected officials and the national trucking and business community at large. They deserve your consideration and patronage when making your corporate purchasing decisions. Thank you! Dustin Jeffress of Maverick Transportation with ATA’s Maintenance & Technology Council meeting held at J.B Hunt Transport 1st Lieutenant Timothy Gushing with the Arkansas Highway Police reviews the agency’s process for conducting Level 1 roadside inspectionsSMC meeting attendees receive an in-person demonstration of a Level 1 roadside inspection. ARKANSAS TRUCKING REPORT | Issue 6 2025 25
PHOTOGRAPHY BY JACOB SLATONBy Dwain HebdaContributing WriterWhile all around it northwest Arkansas is building itself into a glass-and-steel frenzy, a drive through Springdale, Arkansas, feels like a return to more familiar times. The community has seen its share of growth and development, sure, but its heart still beats blue-collar proud. Some of Arkansas’ largest and most important companies have a presence here, especially in poultry processing, a $6.7 billion slice of the state’s economy that ranks the state nationally as well: in 2024, third in broiler production, third in turkeys produced and seventh for egg production value, per The Poultry Federation. As expansive as the industry is, there’s little by way of glossy corporate headquarters buildings dotting the Springdale skyline. This is a community where the actual work gets done, where workers rise early in row after row of modest neighborhoods ringing the sprawling Tyson Foods and George’s Inc. chicken processing plants that have made the city ground zero for the state’s poultry industry. At virtually any time of day, it is hard to cover more than a couple blocks without encountering a semi truck hauling crates of future chicken tenders, fresh from the farm.Quincy Jenkins bounces back into trucking and finds a sweet spot26 Issue 6 2025 | ARKANSAS TRUCKING REPORT
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The ancillary companies that have sprung up to provide goods and services to the poultry behemoths are equally substance over style. There’s a palpable sense of working-class pride throughout the community, increasingly rare in other parts of the region, state and nation. Here, people still dream big, work hard and overdeliver.Down one side street, just a few drumsticks from the Tyson plant, sits an unassuming building, an office of Distribution Solutions, Incorporated. The trucking company isn’t the biggest in the state, not by a long shot, but it occupies an important place in the state’s food supply chain and industry and has for some time. Talk to people around here about what’s important to them and recurring themes of delivering customer service, a handshakeworthy reputation and work-as-family environment quickly bubble to the surface.It is not easy work nor is it an easy industry, but DSI has defied all odds over its 28 years on the road, landing six straight Best of the Best designations from Tyson (2013-2018), Butterball’s Carrier of the Year 2020 and Tyson’s Carrier of the Year 2025. “Relationships,” said President Quincy Jenkins of the company’s secret weapon that keeps DSI rolling through fat times and lean. “A company our size doesn’t have the resources of some of our larger competitors, so we have to build on our ability to be hands-on and consistent and responsive when things go wrong, because unfortunately things do go wrong. When that happens, customers appreciate being able to deal with the same people, people they know are going to actually help them.“We’ve turned that into our most important value-add, actually. I think how a small company like ours handles problems can separate it from a lot of large carriers.”Distribution Solutions, Incorporated launched in 1997 in Harrison, opening its Springdale office about seven years ago. Like nearly all independent transportation start-ups, the company initially hauled anything someone would hire them for. Its first big contract was hauling chalkboards and marker boards to major universities and government facilities across the United States. Along the way the company landed some business with Tyson Foods, a segment of business hauling protein that would only grow in significance. A Harrison native himself, Jenkins joined DSI after having been in and out of trucking in various capacities for most of his working life. In fact, the only real detours he took from the industry were two short stints, one selling Pitney Bowes mailing machines and one in banking, where he crossed paths with Mike McNutt, DSI owner. “I’m a people guy and sales guy by nature. It’s a fast pace and no matter how good you do, you can always do better. I’m a competitive guy, I played sports all my life and that’s what keeps driving me,” he said. “What I was doing then, you know, people came in, they had a good credit score, I gave ‘em money and that was it. I mean, I have no bad things to say about bankers, but I was dad gum bored.“(McNutt) came to me one day and he goes, ‘Man, what would it take for you to get back into trucking?’ He had about 30 trucks probably at the time and he was struggling to keep up, doing things kind of all by himself. It was one of those stories where I wrote some stuff on paper and was giving a two-week notice the next day.”If playing for high stakes was what Jenkins was looking for, he’d come to the right place. Joining DSI in 2008, it was a time when the nation’s economy was crashing down around the transportation industry, hitting small operators hardest. “At that point we were about 75 percent dry van, 25 percent refrigerator and (McNutt) had gotten his first lane with Tyson going out of Missouri to Utah, 10 loads a week,” Jenkins said. “If you remember ’08, ’09 was a bad time and in the dry van world, it was brutal, getting beat up on rates. We made the decision to flip our network into being more food-related.”The change in strategy reversed the ratio of dry and reefer loads within two to three years and today, save for some very longtime customers, DSI is exclusively in the refrigerated food hauling business, specifically fresh and frozen chicken, running routes primarily to the South and Midwest. Bringing this about took money and a steady hand on the company rudder, Jenkins recalled. “There were a lot of tough discussions,” he recalled. “As a private owner, that was a pretty big outlay of money to switch over. A dry van back then was $28,000, a reefer was $60,000 and the operating cost was definitely a different deal. But we both felt like to sustain our business model and to continue to grow at a pace that kept us relevant, we were going to have to be in something that was more rate sustainable. “There were so many big dry van carriers that would just eat up guys our size. In the reefer world, there’s more value in service and so we felt like we could go provide service and survive and we did. The margins at times weren’t as high, but they almost never went backwards, either. We were able to find that sweet spot where we had a decent margin year after year.”Buying equipment was only one part of the new strategy and arguably “HOW A SMALL COMPANY HANDLES PROBLEMS CAN SEPARATE IT FROM A LOT OF LARGE CARRIERS.”—QUINCY JENKINS28 Issue 6 2025 | ARKANSAS TRUCKING REPORT
the easiest part. Developing new sales channels was a complicated process that leveraged existing relationships toward the goal of increasing service lanes and staying nimble enough to pivot as opportunities came open. That developed a set of skills that Jenkins and team still employ today as the company continues to grow. “The model is always changing, meaning you’re always having to put the puzzle back together each year,” he said. “I wish you could just do the same thing every year, but that’s not the way it works. People buy from different suppliers and so it was a battle for a while to get network built.“One thing we did I think really well is we developed a relationship with Tyson where we could kind of go out and try to build it backwards. We would go find a backhaul in Atlanta, Georgia, and if we had five or six of those I could go to Tyson and say, ‘Hey, can I get some Atlanta freight? We’re already in there.’ So that was a little bit backwards, but it got us going.”Servicing a client with the cachet of Tyson Foods also gave the company a model to show other companies where DSI was trying to land new business, Simmons Foods, Butterball and George’s among them.“Tyson is a worldwide brand and very recognizable,” he said. “You go to other companies, like Simmons and Butterball, and they were always skeptical at first because of our size. They kind of let us in the door and gave us a shot simply because we’re hauling for Tyson Foods. I think that gained us some legitimacy there. It was big, for sure.”When the smoke began to clear 12 to 18 months later, it was apparent DSI’s strategy had begun to pay off. The company roughly doubled the number of trucks and employees, some of which were gained through strategic acquisitions. “We bought a couple of small carriers along the way,” Jenkins said. “There was a trucking company in Harrison we had just bought when I came on board. Then we bought two others along the way that were 10-, 12-truck fleets.”That kind of growth brings its own set of challenges and problems, albeit good ones to have. Jenkin, McNutt and other company leaders navigated each decision with a strategic mindset, leveraging each opportunity for how well it fit into current operations and shortand long-term goals. “I would say we’re a little more structured than we used to be,” Jenkins said. “We don’t just go anywhere, we go to the same places every week. We have different sections where we do a lot in the Midwest, we haul out to Arizona and Utah about 20 loads a week. Not a lot on the west coast, not a lot of ARKANSAS TRUCKING REPORT | Issue 6 2025 29
Florida. Tyson does have a big facility in Pottsville, Pennsylvania, and that’s about as far northeast as we’ll go.”Equipment is another major cost center that DSI manages very carefully. That process, too, has evolved with time, experience and in some cases, customer mandates.“Early on, 10 plus years ago, you could run equipment longer. It lasted longer and we were pretty intent on getting the most out of a piece of equipment,” Jenkins said. “A few years ago Tyson put some parameters on that, coupled with the fact equipment just doesn’t last anymore, means you have to be on a shorter cycle.“As far as all the other technology, that’s probably been the biggest change that customers require. There’s so much more real-time tracking now, it’s all done through computers and you can see anything you want any time of the day you want. Used to, we handed drivers a fuel check and said, ‘See you when you get back.’ It’s a lot different now.”Staying on top of equipment age and usage doesn’t just satisfy clients, newer rigs and trailers are also an important factor in DSI’s stellar safety record through the years. The company has achieved safety performance awards presented by the Arkansas Trucking Association at the silver and bronze levels in recognition of its record. “There’s no gray area with us when it comes to safety,” Jenkins said flatly. “We’ve established the way we’re going to go about doing things in this company and that’s with integrity, on time and safe. The thing is, you can’t just say it; safety has got to be part of your culture and you can’t waver from it. “It also can’t be just half the team that does it, it’s got to start from the top on down. That’s one thing where we’ve done a really good job; our owner is very adamant that we’re going to run by the law and we’re going to do things safely. He preaches it all the time.”The company takes safety so seriously that as a part of company culture DSI has put its money where its corporate mouth is in the form of monthly bonuses for drivers. “We preach that safety means doing your job and doing it the right way. We take a lot of pride in our safety scores and when a driver is doing what he or she is supposed to do, we want to reward that,” he said. “When they’re not, they’re not only leaving free money on the table, it gives us a chance to coach them up. Something as simple as, ‘Hey, you wanna make more money, but you’re leaving two cents a mile on the table because you won’t certify your logs.’ I think from a driver’s standpoint, the monthly safety bonuses have really provided some accountability and helped us measure it better.”Management also posts rankings of safety scores which further recognizes high performing drivers as well as those who need to improve. The latter group is either motivated to get better or identifies someone whom management needs to have a more serious conversation with.“One of the things we’ve noticed with drivers is they like to see where Quincy Jenkins At-A-GlanceFamily: Been married for 28 years to my wife Kimberly Jenkins. We have two boys: Lawson who is 23 and recently married his wife Layne and Connor who is 20 and a junior at the University of Arkansas. We are a very competitive basketball family, my wife played at the University of Arkansas and was recently inducted into the Hall of Fame, my son Lawson played four years at Missouri Southern in Joplin as well ad my daughter-in-law Layne played at Missouri Southern and my youngest Connor is a rec league legend according to him.My personal motto: To play off my favorite book Finish Empty “ALL YOU GOT EVERY DAY”The one thing I believe to be true about people is: Everyone likes to be valuedMy guilty pleasure would have to be: Good bourbonThe one word that best describes me is: CompetitiveI consider my proudest accomplishment to have: Raising two wonderful boys At my Fantasy meal, I would like to be joined by: Jesus and Michael JordanThe secret to success in trucking specifically and business in general is: value people and build relationships and in turn they will trust you and work hard for you.My favorite part of what I do: Dealing with all the different demographics of peopleSomething a mentor told me one time that I have carried with me ever since: No matter how much technology we get in the world people will still want to do business with people they trust and like.30 Issue 6 2025 | ARKANSAS TRUCKING REPORT
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they’re ranked, you know, everybody has a little bit of competitiveness to them,” Jenkins said. “On their tablet they have a score that’s running all the time. If they have a hard braking incident or anything that’s negative, it affects their score. We post the bottom 10 and the top 10 and man, we have people calling us all the time now wanting to know where they fall.“For the ones at the bottom, we watch what they do not only to help them get better but to see what their motivations are. As technology’s gotten better and put different metrics and stuff at our fingertips, it can tell us a lot. We know what we need people to be focusing on all the time. If (a driver) doesn’t care enough to move up the rankings ladder, so to speak, then they’re probably not going to care enough to go out there to do their job the right way.”It takes courage to demand more from the workforce these days. Given how in-demand drivers are, there’s no shortage of trucking companies to jump to if somebody doesn’t like how their current employer plays ball. DSI invests heavily in creating a family-like work environment to retain good workers, those who are on board with company values and priorities.“(Labor) is as tough as it’s ever been. It’s hard to recruit people in an industry that’s still all about a cent per mile. It’s hard to change that mindset,” Jenkins said. “The retention piece is really important; once we get them in here we try to show them that we are different than somewhere else that they’ve been. A lot of times, we’re able to keep them longer because of that. “We still have a lot of guys leave for more money, just trying to better themselves by going somewhere else, but I would tell you, out of 50 guys that leave, 40 of ‘em come back. There’s a lot of different pay models out there and sometimes they get somewhere and they realize how well we’d treated them with what we were doing. We do end up rehiring a lot of drivers, two or three times sometimes.”Jenkins said DSI’s long affiliation with the Arkansas Trucking Association has paid dividends through all of the challenges and changes the company has faced. Having access to others in the same boat or expert advice on a given part of operations has been invaluable to the company’s success. “All the knowledge within the association and having people to lean on, whether it be safety, maintenance councils, whatever it is, is great,” he said. “Years ago, there weren’t all these different councils within the association and now it’s providing more avenues to learn where you’re not just trying to jam it all into one conference a year.”Another benefit, Jenkins said, has been the relationships he’s been able to formulate during his career. A member of ATA’s inaugural 40 Under 40 class, the 51-year-old executive still connects with the members of that group to talk shop or get some advice.“Everybody that I was in there with, I still talk to today. They’re at Walmart, they’re at J.B. Hunt, they’re everywhere,” he said. “If I get stumped on something, like, ‘Hey, how did y’all handle this in HR?’ or whatever, I just pick up the phone and call somebody. That’s been a huge deal for me, developing a network through the association. That’s really been an impactful thing.”Having such resources is invaluable in any economy but has been especially useful over the stressful market conditions of the past 18 months in the transportations industry. Having come through this latest challenge, Jenkins is optimistic for what lies ahead, both in the new year and farther down the road. “I’m very optimistic,” he said. “Being in (the trucking business) for 28 years, I’ve seen the cycles like what we had in ’08, ’09 and ’18. We’re in another one here that seems to be longer but it will come out and when it comes out, it’ll be good. I don’t think anyone knows for sure, but I’m optimistic that we’re towards the end of it. “We’ve got a lot of growth opportunities within our existing customer base. You take a Tyson Foods, for example, they’re a $50 billion company there, we do X number of lanes and they have thousands more. There’s plenty of opportunity there but we are also always trying, every couple of years, to gain a new customer. We’re in discussion with some right now.”With that, Jenkins sits back as if to ponder how much he’s seen and done since coming back to the industry he loves. He’s had as much as he bargained for since he rode a desk in banking, but the days were never dull. And while there are plenty of variables to think about and plenty of problems to solve, no salesman of his ilk ever felt like there was a deal he couldn’t do, a fish he couldn’t land. He’s not about to start thinking like that now.“You know, you can hang your head and be pessimistic, pout about things all you want, but you’re just going to go backwards when you do that,” he said. “I’m very optimistic about where we’re going, not only as an industry, but as a company. You have to be ready to take advantage of opportunities; some of us will be, some of us won’t. As for us, we just kind of go to the playbook and keep playing.” ATR“THERE’S NO GRAY AREA WITH US WHEN IT COMES TO SAFETY. YOU CAN’T JUST SAY IT — IT HAS TO BE PART OF YOUR CULTURE.”—QUINCY JENKINSARKANSAS TRUCKING REPORT | Issue 6 2025 33
Getting Into the ActInvolving the industry in the fight to improve safetyBy Todd TraubContributing WriterWith the Federal Motor Carrier Safety Administration under new leadership, trucking and transportation industry experts see an opportunity to put industry know-how to work to improve safety on a number of fronts.The safety challenges and the efforts to meet them were the subject of presentations at the Arkansas Trucking Association Safety Summit held in Little Rock on Nov. 13–14.In his presentation titled “Charting the Course: A Needed Focus for the New FMCSA,” Steve Keppler, co-director of Scopelitis Transportation Consulting, examined the directions FMCSA is taking—and may take—under new administrator Derek Barrs to fight fraud and theft and improve safety.ATA President Shannon Newton teamed with her Alabama counterpart Mark Colson to present “The Fight for Fairness and Safety: Paving the Way for a Trucking Resurgence.” The duo discussed commercial driver’s license integrity, overhauling FMCSA’s Motor Carrier Management Information System (MCMIS), workforce integrity through the lens of cross-border reform, non-domiciled CDL reform and enforcement, and trucking and broker fraud.“It’s our role and responsibility to look at that list and say, ‘Which one of these can I move the needle on to help our members right now?’” Newton said.The presenters urged more involvement by association and industry members, along with greater outreach by federal agencies seeking to tap into industry expertise.“You all are problem solvers. You’re not afraid to talk about the challenges,” Colson told the audience.FMCSA’s expanding safety challenges include fraud, distracted driving, substance abuse, and the effects of automation tied to autonomous vehicles. Among the emerging concerns are protecting vulnerable road users such as pedestrians and cyclists, along with reducing work zone crashes.Colson, who grew up changing truck tires in his father’s business, recalled sitting in the office of a motor carrier owner who said it was becoming nearly impossible to compete with operators who do not follow the rules.“There’s things happening in our industry that, one, are making us look bad, making drivers look bad, and it’s wrong,” Colson said.Keppler, Newton, and Colson are among many calling for a multifaceted approach to truck and bus safety that includes effective regulation, oversight, enforcement, use of technology, education, and collaboration between the public sector and the industry.“We don’t do enough to advocate on our own behalf and push the agenda. We tend to be very reactive,” Keppler said.“TO ME THE CRUX OF THIS ENTIRE ISSUE IS INCONSISTENCY. WE HAVE TO HAVE SOME SORT OF STANDARD THAT APPLIES CONSISTENTLY.”—SHANNON NEWTON, PRESIDENT, ARKANSAS TRUCKING ASSOCIATIONNewton34Issue 6 2025 | ARKANSAS TRUCKING REPORT
MOTIONS TO MODERNIZEThere were 5,282 fatalities in large truck crashes in 2000, the year FMCSA was launched. That number declined to 3,686 in 2010, but climbed to 5,472 by 2023—despite what Keppler described as a fivefold increase in funding dedicated to safety efforts.“I would argue that it’s not working,” he said. “We need to change course, and the industry can be a big part of that.”A modified regulatory process is needed to keep pace with changes in technology and industry practices, according to Keppler. He advocates periodic safety rule reviews and updates, along with removing irrelevant regulations and streamlining regulatory guidance.He also noted that prospective passenger vehicle drivers are not being taught the dynamics of safely driving near large trucks. Audience members echoed the concern, pointing to the decline of driver education programs and the lack of ongoing training for non-commercial drivers.Defensive driving courses and awareness programs are areas where the federal government could play a meaningful role.“That’s something the federal government should support. That’s right in their wheelhouse,” Keppler said.Keppler cited 20-year-old data from an FMCSA Large Truck Crash Causation Study showing that 87 percent of crashes are driver behavior related. Contributing factors include non-performance issues such as fatigue or impairment, recognition issues like inattention or distraction, decision errors such as driving too fast for conditions or following too closely, and performance failures including panic or overcompensation.“Yet we have an agency that’s charged with saving lives and reducing crashes, and they’re relying on data that’s 20 years old,” Keppler said.FMCSA, he argued, should strengthen and enforce compliance programs and turn the New Entrant program “on its head,” while promoting a stronger safety culture throughout the industry.A new entrant is a motor carrier that has been in business for 18 months or less. In 2017, Keppler noted, new entrants represented 4.6 percent of fatal crashes. By 2022, that figure had grown to 7.4 percent.“That’s a problem,” he said.Although the current New Entrant Safety Assurance program requires safety audits within the first 18 months, Keppler pointed out that there were twice as many crashes after audits as those involving average carriers.“You tell me whether that audit’s working. I say no,” Keppler said.FMCSA should also continually evaluate and improve entry-level driver training requirements and promote ongoing education for commercial drivers to address the human factors that lead to crashes. He added that the agency should work with industry stakeholders to improve training program quality, including stronger oversight and enforcement involving entry-level driver training providers.“That seems like a reasonable ask —to put some experience between an individual driving and a CDL license,” Newton said.Gaps in licensing standards and processes must also be addressed, Keppler said, along with court adjudication standards and procedures to ensure drivers cited for violations are appropriately penalized or disqualified when necessary.Level III inspections — driver-only “YOU CAN’T TALK ABOUT SOLVING CARGO THEFT IF YOU’RE NOT TALKING ABOUT SOLVING THE INTEGRITY OF THE BROKER SYSTEM.”—MARK COLSON, PRESIDENT, ALABAMA TRUCKING ASSOCIATIONColsonARKANSAS TRUCKING REPORT | Issue 6 2025 35SAFETY SUMMIT SPONSORS
roadside inspections focused on qualifications and paperwork—could identify roughly 50 percent of out-of-service violations, he noted, pointing to a Level III pilot program conducting operational tests in seven states.On a broader scale, such inspections could significantly bolster FMCSA’s Compliance, Safety, and Accountability program.“Two big problems with CSA right now—to get better in CSA—are time and inspection,” Keppler said. “There are two ways to get better.”CLEANING UP THE ACTORSSummit presenters agreed that FMCSA should expand research efforts and promote public awareness and outreach, leveraging industry expertise rather than relying solely on enforcement.“Leverage people for their strengths,” Keppler told attendees. “You know safety better than they do.”The trucking industry has an ally in Barrs, Keppler said, with the administration signaling an intent to tackle safety issues while also streamlining or removing regulations. Priorities include mission focus, reorganization, deregulation, a pro-trucker approach to ELDs and CDLs, crash studies, emerging technologies, fraud prevention, truck parking, enforcement, and ELD certification consistency.The White House’s 10-to-1 deregulation initiative requires the removal of 10 existing rules or regulations for every new one put in place.“I would argue you could get rid of half the Green Book and improve safety,” Keppler said.FMCSA’s deregulatory proposals include changes to medical treatment definitions, elimination of driver selfreporting requirements for out-of-state traffic convictions, electronic driver vehicle inspection reports, revisions to driver vehicle evaluations, electronic ELD owner manuals, and elimination of the ICC bumper certification label.“Get involved because they’re listening,” Keppler said. “We have an opportunity in the next couple of years to have impacts. We have an administrator who is willing to listen and understand our industry.”Problems affecting safety largely fall into three categories: driver quality and education, technical failures, and bad actors operating outside the law through fraud and theft, including false logs, “ghost drivers,” and technological tampering.“Whether it’s identity fraud or double brokering, there is a whole range of things happening across the country,” Keppler said, noting that cargo theft now costs the industry $35 billion annually and continues to rise.Colson recommended stronger enforcement authority for FMCSA, tougher entry requirements, enhanced detection of suspicious data patterns, higher broker bonds, and minimum standards such as establishing a principal place of business.“You can’t talk about solving cargo theft if you’re not talking about solving the integrity of the broker system,” Colson said.Newton and Colson also pointed to the growing threat of ELD manipulation, which can lead to fatigued driving and enable illegal operators. Certification loopholes must be closed, and accountability enforced, Colson said.He added that bad actors make it easier for plaintiff attorneys to target the industry and create the false impression that lawyers are the primary enforcers of safety.“I wish that was true,” he said. “They go after the deep pockets and the people with insurance.”Newton and Colson said that without integrated data and quality tracking, the current CDL process leaves safety gaps that allow unqualified individuals to obtain licenses. Their recommendations include waiting periods for CDLs, integrated state databases, tracking and enforcing training quality, expedited “MOST INDUSTRY FOLKS WANT TO DO THE RIGHT THING.”—STEVE KEPPLER, CO-DIRECTOR, SCOPELITIS TRANSPORTATION CONSULTINGt P.J. Barclay, Impirica with Brad Klepper, Drivers Legal Plan36 Issue 6 2025 | ARKANSAS TRUCKING REPORT
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removal of non-compliant training providers, and monitoring process timing to flag suspicious patterns.Newton’s presentation emphasized that trucking’s safety system is only as strong as its data, arguing that removing blind spots and improving carrier visibility through AI-powered analysis is both smart policy and a life-saving necessity.Overhauling MCMIS could help provide vital, up-to-date data, she said, citing tools such as carrier evaluations, enhanced vehicle tracking, “chameleon carrier” detection through VIN analysis, stronger entry standards, and broader systems integration.BORDERING ON REFORMAs border security and immigration issues have gained national attention, calls for cross-border reform have also increased. Non-domiciled CDLs, visa reform, and English language proficiency standards all require attention, the presenters said.Non-domiciled CDLs did not exist in the U.S. prior to 2017 and have been exploited due to weak oversight. A nationwide FMCSA audit, prompted by crashes involving non-domiciled drivers, led U.S. Transportation Secretary Sean Duffy to announce a new rule in September closing key loopholes.Under the updated rules, non-citizens seeking non-domiciled CDLs must meet stricter eligibility requirements, including employment-based visas and mandatory immigration status verification through the SAVE system.Other recommendations include requiring states to disclose the number of non-domiciled CDLs issued, conducting non-compliance audits with penalties, strengthening CDL school oversight, and improving federal system integration.Current CDL requirements also fail to ensure consistent English language proficiency standards across states. Proponents argue that clearer requirements would improve communication during traffic stops and roadside inspections.“To me the crux of this entire issue is inconsistency,” Newton said. “We have to have some sort of standard that applies consistently.” Brett Graves, Maverick Transportation38 Issue 6 2025 | ARKANSAS TRUCKING REPORT
Visa processes for cross-border drivers also create enforcement gaps and safety risks, compounded by reports of fraudulent Mexican Licencia Federal de Conductores being issued to unqualified individuals.“We need to be sure that their drivers are held to the standard that our CDL drivers are,” Newton said.Recommendations include stronger coordination between states and U.S. Customs and Border Protection, improved visa authorization enforcement, tougher penalties for cabotage abuses, and better alignment of penalty structures with border trade violations.To meet the challenges outlined during the summit, Keppler urged the industry to focus on engaging the large middle group—those who care about safety but are not yet fully involved.“Most industry folks want to do the right thing,” Keppler said.Newton and Colson were part of a summer task force that produced a slate of safety recommendations now supported by 42 of 50 states. While not legislation, the proposals reflect practical solutions developed by those who understand the industry and how to implement change.If government can provide leadership and influence, the presenters agreed, trucking’s rank and file can help turn good ideas into effective policy.“We are better together than we are individually,” Newton said. ATRWith flexible service, a highly-skilled workforce and unmatched reach, FedEx Freight is still the industry leader in LTL, providing safe, reliable service in Arkansas and to all of North America.careers.fedex.com“WE NEED TO CHANGE COURSE, AND THE INDUSTRY CAN BE A BIG PART OF THAT.”—STEVE KEPPLER, CO-DIRECTOR, SCOPELITIS TRANSPORTATION CONSULTINGKepplerARKANSAS TRUCKING REPORT | Issue 6 2025 39
Rolling for ResultsTrucking leaders rally at ATA-PAC fundraiserBy ATR StaffOn Oct. 23, Arkansas Trucking Association invited members and friends for a fall bowling tournament at the Dust Bowl Lanes and Lounge in Little Rock, Ark. The annual event is part of a Play for the PAC series to raise funds throughout the year for the ATA-PAC. This year’s games included 48 bowlers representing 14 companies competing in a two-round tournament for three top individual awards and two team awards.The ATA-PAC’s mission is to educate policymakers, promote advocacy efforts and financially support public officials and candidates who support an organization’s agenda. ATA’s Sarah Newman and Jordan Welchcheck in Sarah Kate Robison, USA Truck Dustin Tinkler, Catalyst Logistics Ronnie Mahan, FedEx Freight; Matt Moix, Tyson Foods; Christopher Kious, USA Truck; Brad Heringer, Star Transportation; Pancho Espejo, Bell & Co. Team Maverick: Taylor Smith; AJ Harper; Jeff Erminger; Andrew Kurrus; Evan Adams40Issue 6 2025 | ARKANSAS TRUCKING REPORTATA-PAC PARTY AND BOWLING TOURNAMENTTITLE SPONSORSLANE SPONSORSPARTY SPONSORS
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Arkansas Road Team captains Jonah Jordan, Ronnie Mahan, and Jessie Kingfrom FedEx Freight Brad Heringer, Star Transportation and Shannon Newton, Arkansas Trucking Association Michael Payne, FedEx Freight Bo Rowe, TLG Peterbilt and Hugh McConnell, McConnell and Son, Inc. USA Truck’s Sarah Kate Robison, Ryan Barber, Mike Noble, and Christopher Kious Ed Roberts, Triumph; Mike McNutt, DSI; Adriana Lopez-Hammer, Triumph; Bob Laster, JM Bozeman42 Issue 6 2025 | ARKANSAS TRUCKING REPORTBEST BOOLER AWARDFOR HIGHEST SCORE OVERALLMichael PayneFedEx FreightSPARE WITCH AWARDFOR MOST SPARES ROLLEDDustin TinklerCatalyst Logistics\"THE HEXED ALLEY CAT\" AWARD FOR LOWEST SCORE OVERALLBrad HeringerStar TransportationROUND 1 WINNING TEAMJACK-O-LANTERN ROLLERS AWARDTaylor SmithMaverick TransportationJeff ErmingerMaverick TransportationEvan AdamsMaverick TransportationAndrew KurrusMaverick TransportationAJ HarperMaverick TransportationROUND 2 WINNING TEAMMUMMY MADNESS AWARDMatt MoixUniversity of Central ArkansasBrad HeringerStar TransportationChristopher KiousUSA TruckRonnie MahanFedEx FreightMike McNuttDistributions Solutions, Inc.
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STAT VIEWATRARKANSAS TRUCKING REPORT | Issue 6 2025 49
THE LAST WORDOpinions expressed on this page may not reflect official policies or opinions of the Arkansas Trucking Association or the American Trucking Associations.Why Your Biggest Highway Risk Isn’t the Truck By Steve KepplerCo-Director, Scopelitis Transportation ConsultingWhen large truck crashes make headlines, attention often focuses on the truck driver and what they did or did not do to avoid the collision. But data consistently tells a different story. In approximately 73 percent of crashes involving large trucks, the first harmful event is a collision with another vehicle, most often a passenger car. In those incidents, car drivers are assigned fault far more frequently than truck drivers.Understanding why this happens is essential if we are serious about improving highway safety.Many of the most common crash scenarios between cars and large trucks stem from driver error, limited visibility, and unsafe maneuvers—often by car drivers who underestimate the operating limitations of commercial vehicles. Unsafe lane changes are among the most frequent issues. Cars frequently merge too closely in front of trucks, failing to account for a truck’s longer stopping distance. When a sudden slowdown occurs, the truck may not have enough space to stop safely, increasing the likelihood of rear-end collisions or evasive maneuvers.Visibility also plays a major role. Large trucks have significant blind spots on all four sides, particularly along the right side and directly behind the trailer. When passenger vehicles linger in these “no-zones,” truck drivers may be unable to see them at all, dramatically increasing the risk of sideswipe and merging crashes.Following too closely is another persistent problem. While both truck and car drivers struggle with maintaining proper following distance, cars tailgating trucks face added danger. Drivers in passenger vehicles often cannot see traffic conditions ahead of the truck, leaving them with little time to react if braking occurs. These situations can quickly escalate into severe crashes, including underride collisions.Speeding and aggressive driving further compound these risks. Excessive speed reduces reaction time for all drivers, but aggressive behaviors like cutting off trucks, weaving through traffic, or brake-checking are particularly dangerous around large commercial vehicles. Weather and road conditions only heighten the risk. Trucks are more affected by wind, ice, and slick pavement due to their size and weight, yet car drivers often fail to adjust their behavior accordingly.A fundamental issue underlying many of these behaviors is a widespread lack of understanding about how trucks operate. Many drivers are unaware of a truck’s wide turning radius, slower acceleration, and longer stopping distances. This knowledge gap leads to risky decisions, such as squeezing into tight spaces or passing on the right.Fatigue and distraction also play a significant role. While driver fatigue is often associated with trucking, it impacts car drivers just as much. Distracted driving, whether from mobile devices, in-vehicle technology, or overconfidence in modern safety systems, continues to erode situational awareness for drivers of all vehicle types.The trucking industry understands these risks because safety is fundamental to its operations. Unfortunately, most driver education and licensing materials do not adequately address how passenger vehicles should safely interact with large trucks. That gap must be closed.Improving safety will require a sharper focus on what data already tells us. Education campaigns should target car drivers and emphasize truck limitations and no-zone awareness. Technology solutions such as automatic emergency braking, collision mitigation, lane departure systems, and blind-spot detection should be expanded. Infrastructure-based tools, including roadway cameras at high-risk locations, can help identify unsafe behaviors.States should strengthen enforcement and penalties for unsafe driving around commercial vehicles and ensure violations meaningfully impact driving records. Courts should avoid practices that dilute accountability, and habitual offenders should face remedial training or restrictions.Driving is a privilege, not a right. If we want safer highways, we must address the behaviors that most often cause crashes and recognize that, more often than not, in truck crashes the biggest risk to a truck driver is the car beside it. ATR50 Issue 6 2025 | ARKANSAS TRUCKING REPORT