ATR 2 2026 digital

Award-Winning Magazine of the Arkansas Trucking Association Vol. 31 | Issue 2 2026 | $6.95ALAN RIELSSteady by Designs u p r e m e sta k e s | I n t e r e st r at e s l a n d s ca p e | H i g h way m o n e y

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PHOTOGRAPHY ON THIS PAGE AND COVER BY JACOB SLATONF E AT U R E SIN THIS ISSUEVOLUME 31 | ISSUE 2 2026COVER STORY STEADY BY DESIGN 26Alan Riels nurtures safety, service, and listening as fundamentals for success at Dedicated LogisticsBy Dwain HebdaCAPITOL WATCHNO FREE WAY TO THE FREEWAY 18If there’s a highway bill, there won’t be new highway moneyBy Steve BrawnerTRADE SECRETSLOAN AND BEHOLD 22Interest rates easing, but companies face a landscape that looks nothing like it did before By ATR StaffHIGH COURT, HIGH STAKES 34Pending Supreme Court ruling on broker liability has carriers, brokers, and shippers watching—and waiting By Doug CriseTRUCKS, TRAINING AND TECH 38Highway Police elevate enforcement on Arkansas roads By Joe QuinnUp Front: By Shannon Newton 7They Said It 9News in Brief 10Calendar of Events 12New Members 15Advertiser Resource Index 21Stat View 49The Last Word: By Doug Voss 50D EPA R T MEN T SARKANSAS TRUCKING REPORT | Issue 2 2026 5

MOMENTS AND MILESTONESMilestones mark progress. They signal achievement, turning points, and distance traveled. Long before dashboards and data, they were literal stones along the road, fixed points that told you where you were and how far you had come.In just a few weeks, my first-born will graduate high school, marking a major milestone. Each day brings a mix of reflection and anticipation, carrying the weight of appreciating 19 years of experiences, growth, and accomplishment in a single moment of celebration.And the truth is, you can’t. A ceremony or announcement only scratches the surface. If you really wanted to know the story, what shaped that child and what makes them extraordinary, you had to be there for the day-to-day moments that don’t make the highlight reel.As we approach an annual milestone, the Arkansas Trucking Association Conference, there’s a similar challenge in trying to summarize a year’s worth of advocacy, relationships, accomplishments, and persistence into a few pages or minutes on stage. A list of meetings and initiatives can’t fully capture the substance of the work. To truly understand the progress made, you had to be there.And many of you were. You showed up. You engaged in difficult conversations, helped elevate standards, and worked to ensure this industry is represented with credibility and strength. Those efforts don’t always make headlines, but they move this industry forward.They are the work behind the milestones. And milestones matter. They give us a moment to step back, take stock, and set direction for what comes next.This is an important moment for Arkansas trucking. The policy environment is active, and the decisions being made today will shape how our industry operates for years to come.Our focus remains clear: ensuring that Arkansas carriers can operate safely, efficiently, and competitively while continuing to deliver the level of service their customers and communities depend on every day.Over the past year, a central priority has been identifying the gaps that allow bad actors to enter and operate, and advancing a path to eliminate those vulnerabilities going forward. At the same time, we’ve continued advancing safety in a way that reinforces accountability while respecting the professionals doing it right.The most meaningful progress doesn’t show up fully formed in a report. It happens in conversations, in collaboration, and in the steady work of people showing up and moving issues forward together.The next set of milestones is already taking shape. The next chapter of progress will not be defined by what we write about afterward. It will be defined by who chooses to be part of the work ahead.The question isn’t whether milestones will be marked. They will be.The question is whether you’ll simply read about them, or be there for the moments that make them.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 NEWTON 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] of safety and loss preventionMIKE [email protected] coordinatorJORDAN [email protected] administratorJULIA [email protected] relationsKelly [email protected] OF DIRECTORSUP FRONTSTEVE [email protected] [email protected] [email protected] [email protected] BARRJM Bozeman EnterprisesCEOGREG CARMANCarman, Inc.PresidentNEIL CORDERWayne Smith TruckingPresidentMATTHEW GODFREY ABF FreightPresidentGEORGE HENRYUSA TruckCEOAL HERINGER IVTexas TransEasternVice President of SalesBRAD HICKSJ.B. Hunt TransportPresident of Dedicated Contract ServicesROSS HOOVERRush Truck CentersRegional General ManagerROBERT JANESW&B Service Co.Service DirectorJEFF LOGGINSLoggins 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 GroupPresidentALAN RIELSDedicated 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 CulpMaverick TransportationPresidentShannon NewtonPresident, Arkansas Trucking AssociationARKANSAS TRUCKING REPORT | Issue 2 2026 7

THEY SAID IT“In an era where public trust in institutions is fragile, silence is no longer neutral. It is interpreted as distance.” —Cortez Collins of Fix the Court, a non-profit organization advocating for transparency and accountability in the U.S. Supreme Court“Certainly, things cross your mind.” —Governor Sarah Huckabee Sanders when pressed by POLITICO’s Jonathan Martin about the possibility of one day running for President of the United States“PRESIDENT TRUMP WANTS TO MAKE TRUCKING GREAT AGAIN.” —U.S. Transportations Secretary Sean Duffy, addressing a “packed house” at the Mid-America Trucking Show (MATS) discussing fuel and industry health“Nothing but gratitude for the men and women of this great nation. It is time to fly.” —Reid Wiseman, Artemis II Commander, moments before liftoff“No one knows how big it will be, it’s way too early to know.” —Federal Reserve Chair Jerome Powell, warning of a new energy supply shock as gas prices surged “It’s a travesty... We are beyond frustrated...” —Ed Bastian, Delta Air Lines CEO, suggesting lawmakers should “stand in line”ARKANSAS TRUCKING REPORT | Issue 2 2026 9

NEWS IN BRIEFTRUCKING INDUSTRY BACKS DALILAH’S LAWThe trucking industry issued a unified statement of support behind new federal legislation aimed at strengthening the integrity of the commercial driver’s license (CDL) system. In a joint statement on March 17, national groups including the American Trucking Associations, Truckload Carriers Association, and National Tank Truck Carriers—along with state associations including the Arkansas Trucking Association—endorsed “Dalilah’s Law” ahead of congressional consideration: America’s trucking industry strongly supports Dalilah’s Law and the effort to strengthen the integrity of the commercial driver’s license system. We appreciate the leadership of Secretary Duffy, Administrator Barrs, and the House Transportation and Infrastructure Committee in answering the President’s call during the State of the Union Address to strengthen roadway safety. Ensuring that commercial drivers are properly trained, tested, and qualified is essential to protecting the motoring public and the professional truck drivers who safely move America’s freight every day. By reinforcing accountability and consistent enforcement in the CDL system, this legislation helps remove bad actors from the road while supporting the overwhelming majority of drivers and carriers who operate safely and by the book. We look forward to working with Congress and the Administration as Dalilah’s Law advances through the legislative process.The legislation is intended to reinforce baseline standards for CDL issuance and reduce opportunities for fraud or inconsistent enforcement. Key provisions would prohibit states from issuing CDLs to individuals without legal authorization to work in the United States and require that CDL knowledge and skills testing be conducted in English. On March 18, the House Transportation and Infrastructure Committee advanced Dalilah’s Law (H.R. 7793) on a 35–26 vote, moving the measure forward in the legislative process. While further debate is expected, the committee action marks a meaningful step toward potential federal changes to CDL policy and signals continued momentum behind safetyfocused reforms.INTEGRITY RESTORED IN CDL SYSTEM WITH NEW NONDOMICILED RULEA significant federal regulatory shift is now taking hold, as the Federal Motor Carrier Safety Administration implements its final rule, “Restoring Integrity to the Issuance of NonDomiciled Commercial Drivers Licenses,” effective March 16, 2026. For many carriers and industry stakeholders, the rule represents a long-awaited step toward reinforcing driver qualification standards and strengthening the overall integrity of the CDL system.At its core, the rule sharply narrows eligibility for non-domiciled CDLs and CLPs to a defined set of employment-based visa holders—specifically 10 Issue 2 2026 | ARKANSAS TRUCKING REPORTArt: AI/ChapGPT

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H-2A, H-2B, and E-2 categories—while eliminating the use of Employment Authorization Documents (EADs) as a pathway to licensure. This as a critical correction, ensuring that only individuals with clearly verified legal status and work authorization are operating commercial vehicles on U.S. roadways.The rule also introduces mandatory verification through the federal SAVE system for every licensing transaction, alongside stricter limits on credential duration. Together, these provisions are designed to close long-standing gaps in oversight and promote consistent enforcement across states, an issue that has been a persistent concern for safety advocates and compliant carriers alike.While legal challenges are ongoing, the rule remains in effect and is already reshaping the driver landscape. For many in the industry, the near-term tightening of available capacity is not a drawback, but a necessary recalibration in removing unqualified operators, improving compliance, and elevating the professionalism of the workforce. In that context, the rule is widely viewed as a meaningful step toward safer highways and a more level competitive playing field.DIESEL EXCEEDS $5 PER GALLON AGAIN IN THE U.S.In late March, the average price of diesel in the United States exceeded $5 per gallon—only the second time in history. The first came after Russia’s invasion of Ukraine in 2022, when the market moved beyond previously accepted limits. While consumers tend to focus on gasoline prices, it is the sharper rise in diesel costs that is alarming businesses.For trucking and logistics stakeholders, the implications are immediate and material. Diesel remains the single largest variable cost after labor for most carriers, and rapid price escalation—up more than 30% in some cases within weeks—compresses margins and accelerates the need for fuel surcharge adjustments. At the same time, persistent $5+ diesel introduces broader demand-side risk, as higher transportation costs ripple through supply chains and ultimately into consumer prices. Economists warn that sustained diesel prices at or above this level have historically correlated with slower economic activity and elevated recession risk. Unlike gasoline, diesel’s economic footprint is disproportionately large, underpinning freight movement, agriculture, construction, and industrial production. As a result, this price milestone carries outsized significance for policymakers and industry leaders alike. While strategic petroleum reserve releases and other interventions have been attempted, market analysts suggest that meaningful relief will depend on stabilization of global oil flows. Until then, volatility—and cost pressure—are expected to remain defining features of the operating environment.TWO ATTORNEYS CONVICTED IN LOUISIANA STAGED-CRASH SCHEMETwo New Orleans lawyers are behind bars after being convicted of helping stage passenger vehicle crashes with tractor trailers to defraud insurance companies and truckers for profit.A federal jury convicted attorneys Vanessa Motta, a 44 year old former film stuntwoman, and Jason F. Giles, 47, on all counts they faced. CALENDAR OF EVENTSMAYMAY 6–8NATMI ESSENTIAL INSTRUCTIONAL SKILLS FOR PROFESSIONAL DRIVER TRAINERS (CDT)VirtualMAY 17–20AMERICAN TRUCKING ASSOCIATIONS MID-YEAR MANAGEMENT SESSIONHollywood, Fla.MAY 21ACCOUNTING & FINANCE COUNCIL MEETINGABF FreightFort Smith, Ark.JUNEJUNE 9JOINT MAINTENANCE & TECHNOLOGY AND SAFETY MANAGEMENT COUNCIL MEETINGJ.B. Hunt Transport Lowell, Ark.JUNE 25-27ARKANSAS TRUCKING CHAMPIONSHIPRogers Convention CenterRogers, Ark. JULYJULY 15–16NATMI MOTOR FLEET INVESTIGATION COURSEVirtual For calendar information, visit arkansastrucking.comNEWS IN BRIEF,Continued from page 1012 Issue 2 2026 | ARKANSAS TRUCKING REPORTPhoto: iStockphoto.com 

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Prosecutors charged the two individuals and their firms with conspiracy to commit mail and wire fraud; mail fraud and aiding and abetting; obstruction of justice and aiding and abetting; and witness tampering and aiding and abetting.The U.S. Attorney’s Office for the Eastern District of Louisiana said the staged accident scam was a long running operation spanning from December 2011 to December 2024. During that time, participants defrauded insurance companies and trucking carriers by staging collisions and litigating the resulting claims to obtain payouts.According to prosecutors, the New Orleans area participants paid so-called “slammers” in passenger vehicles to deliberately collide with other vehicles, especially with 18 wheelers due to the size of the coverage policies they must carry. The attorneys then litigated those cases and “often encouraged those passengers to seek medically unnecessary neck and back surgeries to incur medical costs and increase the size of future insurance company settlements,” the U.S. Attorney’s Office said.Other participants included “spotters,” who drove vehicles used to help slammers flee, and “recruiters” who brought new passengers into the operation. Another defendant, Diaminike Stalbert, 35, worked as a recruiter and was convicted of making false statements to federal agents.Renee Amar, executive director of the Louisiana Motor Transport Association, said the convictions bring long awaited accountability for truckers harmed by staged crash operations.“For years, these staged crashes drove up insurance costs, destroyed reputations, and threatened livelihoods,” Amar said. “While we respect the jury’s decision, it does not erase the fact that the system failed to protect innocent business owners, including some of our very own members.”The case is the latest in a long line of convictions in the scheme.“The FBI along with our partners at the U.S. Attorney’s Office, Louisiana State Police, and the Metropolitan Crime Commission have worked for the last seven years to uncover every instance of fraud, resulting in successful cases against more than 50 individuals,” Tapp said. “We will continue that pursuit as long as it takes.”EPA SCRAPS DEFDiesel vehicles have relied on DEF since 2010 to meet federal emission standards. Over the past 15 years, however, users have repeatedly reported system malfunctions that make otherwise working equipment inoperable. EPA Administrator Lee Zeldin described the issue as a “nationwide disaster,” citing widespread failures and their operational impact. The agency said it reviewed preliminary manufacturer data on the faulty systems before deciding to remove the sensor requirement, the release said.Trucking industry groups welcomed the reversal. In a statement, the American Trucking Associations VP of Energy and Environmental Affairs Patrick Kelly said defective DEF systems and sensors have frequently taken compliant trucks off the road, triggering costly downtime and broader supply chain disruptions.“EPA’s decision to provide manufacturers with flexibility to suspend these inducements — and eliminate problematic sensors altogether by monitoring a truck’s actual emissions — is a pragmatic solution that reflects how these systems perform in the real world,” Kelly said.Todd Spencer, president of the Owner-Operator Independent Drivers Association, echoed that sentiment. “Small-business truckers have dealt with faulty diesel exhaust fluid systems for years, facing unexpected shutdowns and costly repairs that needlessly take trucks off the road. These are serious operational and safety concerns,” Spencer said in an emailed statement. “We appreciate EPA Administrator Zeldin for listening to the concerns of America’s truckers and issuing commonsense guidance that keeps our supply chain moving.”ARKANSAS TRUCKING ASSOCIATION RECOGNIZED FOR SAFETYThe Arkansas Trucking Association has been recognized for its leadership in safety programming by the American Trucking Associations’ Safety Management Council during the recent Safety, Security & Human Resources National Conference & Exhibition held in Oklahoma City.NEWS IN BRIEF,Continued from page 1314 Issue 2 2026 | ARKANSAS TRUCKING REPORTArt: AI/ChapGPT

The recognition comes through ATA’s State Association Recognition Program, which highlights the role state trucking associations play in advancing safety across the industry. The program evaluates a wide range of activities conducted in partnership with members, including formal safety committee initiatives, training and education programs, conferences, and broader outreach efforts that benefit not only carriers but also the motoring public.Arkansas earned distinction for its comprehensive approach, reflecting sustained engagement across multiple safety touchpoints. From structured Safety Management Council programming to targeted educational offerings and industry collaboration, the association’s efforts demonstrate a commitment to continuous improvement in driver performance, regulatory compliance, and operational best practices.The recognition program is designed not only to honor achievement but also to incentivize robust safety frameworks at the state level. Participating associations are encouraged to showcase the full scope of their initiatives—ranging from traditional meetings and training sessions to innovative or non-traditional programs that advance safety outcomes.For industry stakeholders, the acknowledgment underscores the critical role state associations play in translating national priorities into actionable programs. It also reinforces the importance of sustained investment in safety as both a regulatory imperative and a competitive differentiator for motor carriers operating in an increasingly complex environment.FREIGHTLINER DONATES FIFTH GENERATION CASCADIAS TO BE PRO, BE PROUDFreightliner, a brand of Daimler Truck North America, announced the donation of three fifth-generation Freightliner Cascadia trucks to Be Pro, Be Proud, a workforce development initiative led by the Associated Industries of Arkansas. The announcement was made March 17 in Nashville, Tennessee, during the American Trucking Associations’ Technology and Maintenance Council annual meeting.The Be Pro, Be Proud program promotes careers in transportation, manufacturing, construction, and utilities.“We’re honored to support Be Pro, Be Proud’s mission to help develop pathways into skilled trades,” said Greg Treinen, vice president of on-highway market development at Daimler Truck North America. “This work supports talent development across multiple industries and provides career opportunities for young people.”Freightliner and its dealer partner, Doggett Freightliner, have supported the program since 2015, when a Freightliner M2 Sport Chassis was provided under a low-cost lease to transport the program’s first 40-foot training trailer.In 2019, Freightliner and Doggett contributed matching funds to support the acquisition of a fourth-generation Cascadia used to haul a 53-foot mobile training trailer with expanded instructional space.The three new Cascadia trucks will be used to transport additional mobile training workshops as the program expands.“We are grateful for Freightliner’s support, which helps us reach students across the country and introduce them to technical careers,” said Andrew Parker, executive director of Be Pro, Be Proud.WELCOME, 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. ALLIEDABACUS!Springfield, MO417-823-7171abacustrucking.comTax solutions for transportation professionalsROAD RANGER, LLCSchaumburg, IL815-387-1700roadrangerusa.comTravel center and fuel stationRIVER VALLEY TRACTORTexarkana, TX870-777-3401rivervalleytractor.comEquipmentPCS SOFTWAREHouston, TX281-419-9500pcssoft.comFleet managementFor membership information, visit arkansastrucking.com Heath Arnold of ABF Freight accepting the award on ATA’s behalfARKANSAS TRUCKING REPORT | Issue 2 2026 15

The nonprofit started in Arkansas with support from the Arkansas State Chamber of Commerce and Associated Industries of Arkansas. The organization has expanded to seven other states including, Alabama, Georgia, New Mexico, North Carolina, South Carolina, Tennessee and Texas.KITKAT LAUNCHES TRACKER TO HELP RECOVER 400K STOLEN CANDY BARSKitKat is not sugarcoating its quest to find thousands of missing chocolates after thieves targeted the candy bar maker.Days after KitKat announced thieves in Europe had stolen an entire truck containing more than 400,000 of its candy bars, the company has launched a “stolen KitKat tracker” to help find the missing treats.“Someone really stole 12 tonnes of KitKats. And we really want to know where they’ve gone,” KitKat said in a statement posted to X on April 1.Nestlé stated that the goods stolen were the company’s new Formula 1 car-shaped KitKat bars, not its regular chocolates.The brand emphasized that the stolen-bar tracker is not a stunt or April Fool’s joke, despite the timing of the announcement.“Help us find them. Use the Stolen KitKat Tracker,” KitKat wrote on X.The tracker directs customers to find the eight-digit batch code on the back of their KitKat bar and enter it into the tracker. It then indicates whether the chocolate is from the stolen batch. The KitKats were stolen off a truck that had left a production site in central Italy for European distribution sites, ultimately destined for Poland, Nestlé said in a statement.“The vehicle and its contents remain unaccounted for, and investigations are ongoing in close collaboration with local authorities and supply chain partners,” Nestlé said.LAREDO’S I 35 CORRIDOR BECOMES AUTONOMOUS TRUCKING TESTBEDA key freight artery in Texas is emerging as a proving ground for autonomous trucking, as daily driverless-assisted operations take hold along the I-35 corridor between Laredo and Temple. Launched in April 2026 by Ryder System, Inc. and International Motors, LLC, the pilot integrates factory-built autonomous tractors into live freight movements over a roughly 600-mile stretch—one of the busiest and most operationally demanding trade corridors in the country.The program leverages PlusAI, Inc.’s SuperDrive™ system, combining AI-driven software with a full sensor stack of cameras, radar, and lidar. Operating at Level 4 autonomy, the trucks complete approximately 92% of miles autonomously, with a safety driver in-cab to oversee operations and intervene when necessary. Built on International’s LT Series platform with the S13 integrated powertrain, the vehicles are also being tested in complex conditions, including nighttime driving and active construction zones.Operationally, the pilot marks a departure from controlled or terminalbased testing. Trucks are dispatched through Ryder’s existing network, hauling customer freight in true point-to-point movements without dedicated autonomous infrastructure. This approach is designed to evaluate real-world performance, including system reliability, workflow integration, and compatibility with current logistics models.Early indicators are notable: consistent on-time delivery performance, streamlined pre-trip inspections, and measurable fuel efficiency gains. For industry stakeholders, the implications are significant. This corridor—anchored by cross-border trade—offers a scalable template for broader deployment, signaling a shift from experimental trials to commercially viable autonomous freight operations. ATRPhoto: Daimler Truck North AmericaNEWS IN BRIEF,Continued from page 1516 Issue 2 2026 | ARKANSAS TRUCKING REPORT

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No Free Way to the FreewayIf there’s a highway bill, there won’t be new highway moneyBy Steve BrawnerContributing WriterThe surface transportation bill due to be introduced in Congress in April faces a tight timeline and almost certainly will not include additional funding mechanisms for highways. Given that reality, the American Trucking Associations’ chief federal lobbyist said the American Trucking Association (ATA) will focus on policy priorities that could pass, such as truck parking funding and marijuana hair testing. Congress is considering a surface transportation funding bill this year because the Infrastructure Investment and Jobs Act (IIJA), passed in 2021 under President Joe Biden, expires at the end of the federal government’s fiscal year, Sept. 30. Alex Rosen, American Trucking Associations’ senior vice president of legislative affairs, said the bill is the ATA’s top legislative priority.“We call this our Super Bowl because America’s roads and bridges are the trucking industry’s workplace,” she said. “This is our shop floor, if you will, so we’re working with both sides of the aisle to make sure that something meaningful comes out soon.”Rosen said congressional leaders heading the committees of jurisdiction have provided optimistic timelines. Rep. “Rep. Sam Graves (R-Mo), 18 Issue 2 2026 | ARKANSAS TRUCKING REPORTArt: AI/ChapGPT

chair of the House Transportation and Infrastructure Committee, would like to create a legacy around a big bill. Rep. Graves has announced he is not seeking re-election and his final term will conclude at the end of 2026. His committee began holding hearings in January 2025.She said a large base bill was expected to drop the last week in April followed by markups where the bill will be amended. There will be a limited window of time for groups like ATA to provide their input. Once a committee passes a bill, it will go to the floor for debate, which Rosen expects to happen in May. The Senate is also working on a bill, but its action will follow the House, and the timeline is unclear. The top line funding number the ATA is hearing is $550 billion, which would be roughly half of what the IIJA was. However, it will be more streamlined, with more of a focus on the core function of highways and bridges and less of the IIJA’s focus on electrification, beautification, and trails. Republican leaders also want to give states flexibility to make their own decisions through a funding formula rather than through the many competitive grant programs that were involved in the IIJA. Some of those programs were so prescriptive that money went unused. Rosen said ATA expects there will be no substantial reimagining of the Highway Trust Fund’s revenue sources, even as the fund moves toward insolvency in 2028. Graves has told ATA directly that there are no plans to engage in negotiations over any kind of revenue increase.“As you can imagine, in an election year, nobody wants to raise taxes or raise fees on the American public in any way,” she said. “So that makes the consideration of a surface transportation bill, which necessarily involves the imposition of fees and taxes and generation of revenue in order to account for the vast expanse of projects that we need to maintain our nation’s infrastructure, it makes that process very difficult.”Rosen said the ATA has been working with both the Republican committee chairs and the Democratic ranking members. Rep. Rick Larson, D-Wash., the ranking Democrat in House Transportation and Infrastructure, would have an incentive to wait until next year when Democrats might be in charge. But he told ATA President and CEO Chris Spear that he was working diligently with Graves and was anticipating that the committee would stick to its timeline. The chair and the ranking member of the Senate Environment and Public Works Committee have said they want to produce a bipartisan product.“At this point, they are all very forthcoming about the fact that this bill is bipartisan,” she said of committee leaders, “and we’ve had no indications thus far that there are any poison pills in the bill to make this process a partisan one.” Complicating the process is that multiple committees will have jurisdiction over various aspects of the bill. In the House, those include Transportation and Infrastructure, Energy and Commerce, and Ways and Means. Senate committees with jurisdiction include Environment and Public Works; Commerce, Science and Transportation; Finance; and Banking, Housing, and Urban Affairs. Each will have to undergo their own markup process.If there’s no consensus prior to Sept. 30, lawmakers likely will pass a continuing resolution that would extend existing funding levels for a certain amount of time. In other words, the IIJA would continue. “I am the eternal optimist,” Rosen said. “It’s my fatal flaw, but I have been more pessimistic about this whole process as time goes by, just because there are so many other must-pass bills that will eat up the House and Senate calendars. I just don’t know how this big project is accomplished in this small time frame that we have. So personally, “AS YOU CAN IMAGINE, IN AN ELECTION YEAR, NOBODY WANTS TO RAISE TAXES OR RAISE FEES ON THE AMERICAN PUBLIC IN ANY WAY. SO THAT MAKES THE CONSIDERATION OF A SURFACE TRANSPORTATION BILL, WHICH NECESSARILY INVOLVES THE IMPOSITION OF FEES AND TAXES AND GENERATION OF REVENUE IN ORDER TO ACCOUNT FOR THE VAST EXPANSE OF PROJECTS THAT WE NEED TO MAINTAIN OUR NATION’S INFRASTRUCTURE, IT MAKES THAT PROCESS VERY DIFFICULT.”— ALEX ROSEN, AMERICAN TRUCKING ASSOCIATIONS’ SENIOR VICE PRESIDENT OF LEGISLATIVE AFFAIRSARKANSAS TRUCKING REPORT | Issue 2 2026 19

I would guess that this will become a continuing resolution.”Rosen said it’s possible that a highway bill could be passed during the lame-duck period after the election and before the new Congress takes office. If both houses of Congress flip, Republicans would be very incentivized to pass something because they soon would be in the minority. But Democrats might be unwilling to play ball because they would know they would take power in January.Given the political realities, the ATA has chosen to use its limited time to address policy priorities rather than funding. On that front, Rosen said she was “very optimistic” about truck parking capacity funding—Congress recently approved roughly $200 million for the issue, and the proposed Truck Parking Safety Improvement Act would authorize $755 million over five years. Marijuana hair testing remains controversial, but the ATA sees it as increasingly urgent as more states approve recreational marijuana use and impaired driving incidents rise. Predatory towing has also generated significant congressional interest. Beyond those priorities, the bill could address a range of driver-focused issues—funding for diesel mechanic and manufacturing skills training, restroom facility access for truck drivers, and congestion relief in key freight corridors. There is also bipartisan support for civil penalties against unregistered moving and storage companies that advertise low prices and then hold customers’ belongings hostage until they pay more.One ATA priority that doesn’t seem likely to happen is a repeal of the 12% federal excise tax on heavy duty trucks. The World War I-era tax adds $12,000 to $30,000 to the cost of a new truck. The ATA has tried for years to abolish it. Rosen said the pushback comes in the form of questions about how the revenues would be replaced. She said ATA’s counter is that the Highway Trust Fund is already on the way to insolvency, and this won’t change that. What the tax does do is act as a disincentive for trucking companies to buy safer, cleaner equipment that would reduce emissions. Rosen said ATA is proposing offsetting the funding loss caused by a repeal of the federal excise tax by taxing third party litigation financing. That’s where investment firms, hedge funds, and even foreign governments invest in lawsuits hoping to get a big return. The practice is unregulated, undisclosed, and untaxed. While there’s no appetite for increasing highway-directed revenues, the highway funding shortfall won’t go away. Rosen said ATA always reinforces that the easiest way to shore up the Highway Trust Fund is to modernize the fuel tax, the primary mechanism for funding it. Set at 18.4 cents per gallon for gasoline and 24.4 cents per gallon for diesel, it hasn’t been changed since 1993 and wasn’t indexed to inflation. Administrative costs are low, and the infrastructure is already in place. The Truckload Carriers Association (TCA) supports a fuel-based user fee, said John Culp, president of Maverick Transportation and a former chair of the TCA. The TCA designed a fuel-based user fee model that would increase gasoline and diesel fuel taxes by amounts Congress would determine. Based on 2024 gallons, each one-cent-per-gallon gasoline tax increase would generate $1.42 billion for the Highway Trust Fund. It would cost users an additional $6 per year for each passenger vehicle traveling 15,000 miles at 25 miles per gallon. Increasing the diesel tax by just one cent per gallon would generate $460 million in revenues for the Highway Trust Fund. A one-cent increase would cost an additional $154 per year for a tractor-trailer vehicle traveling 100,000 miles at 6.5 miles per gallon. The model would index all fuel-based user fees to inflation, not to exceed 2.5%. Based on 2024 gallons, a 2.5% increase for gasoline and diesel would raise $935 million.Furthermore, the model supports other fuel source usage fees such as annual registration fees for electric vehicles and hybrids until technology is developed that measures actual electricity usage per mile. “I AM THE ETERNAL OPTIMIST. IT’S MY FATAL FLAW, BUT I HAVE BEEN MORE PESSIMISTIC ABOUT THIS WHOLE PROCESS AS TIME GOES BY, JUST BECAUSE THERE ARE SO MANY OTHER MUST-PASS BILLS THAT WILL EAT UP THE HOUSE AND SENATE CALENDARS. I JUST DON’T KNOW HOW THIS BIG PROJECT IS ACCOMPLISHED IN THIS SMALL TIME FRAME THAT WE HAVE. SO PERSONALLY, I WOULD GUESS THAT THIS WILL BECOME A CONTINUING RESOLUTION.”— ALEX ROSEN, AMERICAN TRUCKING ASSOCIATIONS’ SENIOR VICE PRESIDENT OF LEGISLATIVE AFFAIRS20Issue 2 2026 | ARKANSAS TRUCKING REPORT

ADVERTISER RESOURCE INDEXAon................................Inside Front CoverArcBest.......................................................8Bruckner Truck Sales...............................31Custard Insurance Adjusters ..................25Doggett Freightliner................................17Driver’s Legal Plan ..................................32FedEx Freight...........................................13Great West Casualty Company..............48McGriff....................................................11PrePass .....................................................37Rush Truck Centers...................................4Southern Tire Mart...................................3Stallion Transportation............Back CoverTLG Peterbilt..............................................6TravelCenters of America........................45University of Central Arkansas ..............41W&B Service Company ..........................42This 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!The TCA’s proposal would also eliminate the 12% federal excise tax and replace it with a 10.9 cents per gallon diesel fuel tax. “The current fuel tax system is not broken,” Culp said. “it just needs to be adjusted, and, if properly done so, it will be sustainable for at least the next 10 years and likely the next 10 years after that.”The American Trucking Associations has long advocated for increasing the fuel tax but is open to other options. A potential one floated by the American Highway Users Alliance, of which the ATA is a member, would eliminate the fuel tax altogether and replace it with weight-based annual fees ranging from $135 annually for most passenger cars to $4,600 for the largest commercial trucks. The group says the fee schedule would generate roughly $70 billion annually and would be collected by states as part of their current registration processes. It says that vehicles under 8,499 pounds would pay 54% of the revenues, while those over 8,500 pounds would pay 46%.The TCA says fuel-based taxes are fairer than a vehicle registration system because they are based on actual road usage, Culp said. A registration system would tax motor carriers regardless of how many miles they run, as trucks often sit idle because of maintenance, driver turnover, or seasonal usage. The ATA would support any user fee that is fair, equitable, and acceptable to its members. It supports having all road users pay into the system through user fees. In fact, ATA supports what Rosen called “a portfolio of options” so that policymakers aren’t locked into one approach where the burden of infrastructure funding falls on the trucking industry. As an example, one member of the Senate Finance Committee a few years ago suggested a truck-only, vehicle-miles-traveled tax. “Trucks are 4% of vehicles on the highway, yet we already pay nearly half the tab into the Highway Trust Fund, and trucks are moving 70% of domestic freight tonnage,” Rosen said. “So we want to make sure that any solution is, again, equitable and applies to all road users, not just trucks because we’re the expedient approach.” ATR“TRUCKS ARE 4% OF VEHICLES ON THE HIGHWAY, YET WE ALREADY PAY NEARLY HALF THE TAB INTO THE HIGHWAY TRUST FUND, AND TRUCKS ARE MOVING 70% OF DOMESTIC FREIGHT TONNAGE. SO WE WANT TO MAKE SURE THAT ANY SOLUTION IS, AGAIN, EQUITABLE AND APPLIES TO ALL ROAD USERS, NOT JUST TRUCKS BECAUSE WE’RE THE EXPEDIENT APPROACH.”— ALEX ROSEN, AMERICAN TRUCKING ASSOCIATIONS’ SENIOR VICE PRESIDENT OF LEGISLATIVE AFFAIRSARKANSAS TRUCKING REPORT | Issue 2 2026 21

By ATR StaffJohn Duffy has been financing trucking companies since 1994. In that time, he has lent money to grandfathers, then to their sons and to their grandsons—a reminder that in trucking, relationships are often measured in decades.The rate environment of the last three years tested those companies in ways few could have anticipated.Rates climbed as high as eight and a half percent in 2023 before beginning a gradual descent. For trucking companies shopping for equipment financing today, that shift has been meaningful— but it hasn’t translated into the kind of open lending environment the industry might have expected. A more complicated picture has emerged instead, one shaped as much by who is still willing to lend as by what they are charging to do so.“While rates have come down, a vast majority of players in the trucking banking and financing community have taken massive losses and now look at trucking as a higher-risk industry than Loan and BeholdInterest rates easing, but companies face a landscape that looks nothing like it did before“I CAN’T TELL YOU HOW MANY CALLS I’VE GOTTEN FROM MEDIUM TO LARGE TRUCKING COMPANIES WHOSE BANK JUST TOLD THEM THEY’RE GETTING OUT OF TRUCKING FINANCING.”—JOHN DUFFY, DIVISION PRESIDENT AND FOUNDER, TRANSPORTATION AND EQUIPMENT FINANCE DIVISION AT STRIDE BANK22 Issue 2 2026 | ARKANSAS TRUCKING REPORTArt: AI/ChapGPT

they did before this recession,” said Duffy, division president and founder of the Transportation and Equipment Finance Division at Stride Bank. “The finance companies and banks that are still willing to lend to trucking—and that number is dramatically reduced —have created a supply and demand situation where rates have not come down like you’d expect given the overall market.”The pullback has been significant. Lenders who entered trucking during the boom years without the industryspecific experience to navigate a downturn took heavy losses when conditions deteriorated and have since exited—in some cases abruptly.“I can’t tell you how many calls I’ve gotten from medium to large trucking companies whose bank just told them they’re getting out of trucking financing,” Duffy said. He finds the trend troubling, even as it has created opportunities for lenders like Stride Bank who never wavered. “It’s not good for trucking in general.”The exits are largely concentrated among lenders who entered the market during the boom years without the industry-specific experience to navigate a downturn. When conditions deteriorated, those institutions—unequipped to assess collateral value, structure loans appropriately, or evaluate the true credit risk profile of a trucking operation—had little choice but to walk away.For smaller carriers, the financing picture is more complicated still. Brent Higgins, owner of Brent Higgins Trucking in Mulberry, runs 28 refrigerated trucks and has watched the cost pressures stack on top of one another in ways that are difficult to untangle. Equipment prices jumped 22 to 26 percent during the downturn. Interest rates climbed simultaneously, pushing financing costs from around 4 percent to 7 or 8 percent on some deals. Then, when carriers like his needed relief, the act of seeking it left marks.“Regardless of what they do with rates now, most trucking businesses don’t qualify for reduced interest rates, because a lot of folks with lines of credit saw them taken away when looking for relief,” Higgins said. “They had to reapply and reestablish.”It is the kind of calculus that plays out differently for a 28-truck operator than it does for a large publicly traded carrier—and it illustrates what Duffy and others have long observed: that the rate environment hits smaller and mid-size carriers with a force that larger fleets can absorb more readily.Kellie Mingori, managing director at Webster Bank’s equipment finance division and chair of the Arkansas Trucking Association’s Accounting and Finance Council, has seen the volatility up close. Geopolitical forces have added a layer of uncertainty that makes the environment particularly difficult to navigate, with overnight cost-of-funds swings of 30 to 40 basis points becoming almost routine in recent weeks. For Mingori, the human cost of that volatility is never far from the surface.“The hardest thing to do is to tell one of your friends that you can’t help them—and it’s got nothing to do with them,” she said.The result is a rate environment that resists easy description. Mingori said that on a solid credit, she is still seeing rates between 6.5 and 8.5 percent—numbers that reflect something beyond Fed policy. A significant share of the lending market that once served trucking has simply exited, and the players who stepped in to fill that void are operating under different assumptions about risk and return.Fuel has compounded the problem. Trucking companies without adequate surcharge provisions in their contracts before diesel prices spiked have found themselves absorbing costs that quickly overwhelm any benefit from easing rates. Mingori said some of her clients are paying $100,000 a week more in fuel costs than they had budgeted. One absorbed $300,000 in a single month because a new contract implementation fell just days after prices spiked.Higgins said fuel negotiation has been central to his company’s survival. Without the ability to work wholesale pricing relationships, he said, the math simply would not have worked.Those fuel costs ripple through a company’s financials in ways that directly affect its ability to borrow—tightening the debt service ratios that lenders use to evaluate creditworthiness. Maintenance costs present a similar challenge. Companies that deferred equipment purchases during the downturn are now managing older fleets, and the cost of keeping those trucks running continues to climb. Some owners have found themselves weighing whether to take delivery on new equipment at all, or direct those resources toward servicing trucks already in their fleets.“When the fuel surcharges happen, or when maintenance costs go through the roof, all of that impacts what I do,” Mingori said. “I’m looking directly at those operational costs, and if they can’t debt service what they’ve got on the books, it’s directly impacting my ratios on the back end to lend more THOSE FUEL COSTS RIPPLE THROUGH A COMPANY’S FINANCIALS IN WAYS THAT DIRECTLY AFFECT ITS ABILITY TO BORROW — TIGHTENING THE DEBT SERVICE RATIOS THAT LENDERS USE TO EVALUATE CREDITWORTHINESS.ARKANSAS TRUCKING REPORT | Issue 2 2026 23

money. It’s a spider web, and you have to understand the whole web.”There are pockets of optimism. Mingori said refrigerated carriers, in particular, have begun to see spot market rates improve, with contracted rates following. But she was careful to note the lag between when those improvements show up in operations and when they register on financial statements in a way that moves the needle for lenders—typically three to six months.Duffy’s advice to trucking companies navigating all of it comes back to the same principle he has operated by for more than 30 years: the relationship between a carrier and its lender matters more than the rate on any single deal. Companies that chased the cheapest money during the boom years—lenders offering 3.5 and 4 percent rates with minimal documentation requirements—found themselves without a banking partner when conditions deteriorated.“Some of them didn’t need to fail, and probably did, because their banker didn’t understand trucking well enough to guide them through it,” Duffy said.His counsel is straightforward. Trucking companies should seek out lenders with dedicated divisions focused exclusively on the industry—institutions that will be there not just when freight is strong and money is cheap, but when the market turns and guidance matters most. The parallel to trucking’s own customer relationships is not lost on those who have been in the business long enough to see the cycle repeat. The best banking relationships, like the best carrier relationships, are built on communication, trust and experience—partnerships that prove their value not in good times, but in hard ones.“Make sure you develop and maintain a very close relationship with a bank that has a dedicated division specifically for trucking,” he said. “If you’re doing business with a bank that’s only there to make a quick dollar, they’re going to be the first ones to abandon you when a recession hits.”For Duffy, who says he is seven to ten years from retirement, the goal has never been to grow his portfolio at any cost. It has been to see the industry he has spent his career serving come out the other side intact.“What I want,” he said, “is to see American trucking thrive.” ATRCOMPANIES THAT CHASED THE CHEAPEST MONEY DURING THE BOOM YEARS — LENDERS OFFERING 3.5 AND 4 PERCENT RATES WITH MINIMAL DOCUMENTATION REQUIREMENTS — FOUND THEMSELVES WITHOUT A BANKING PARTNER WHEN CONDITIONS DETERIORATED.AllAccess Pass!Workers’ Comp Coverage Now Available to All ATA MembersMembers of the ATA SIF have received over $34 million in dividends since 1993. Our members receive competitive pricing, personalized safety training and claims cost control, reducing a company’s overall costs and improving safety performance. Contact ATA at 501-372-3462 to learn more. For the first time, every member of the ATA, both carrier and allied, has a backstage pass to the exceptional benefits offered by the Arkansas Trucking Association’s Self Insurers’ Fund.24 Issue 2 2026 | ARKANSAS TRUCKING REPORT

888.CUSTARD CUSTARD.COMWhen the unexpected happens, let Custard be your silver lining.Handling Transportation Losses Since 1962, our team of experienced adjusters fully understands the transportation industry and are committed to reducing liability associated with accidents on the road.Whether a limited task assignment, or full on-scene accident investigation, CIA adjusters provide an unmatched level of quality to assist you in making the tough decisions that surround a transportation loss. Contact one of our dedicated team members today for your transportation claims needs.Dale ThumannEVP, Director of National [email protected] AllenTignorVP, NationalTransportationAccount [email protected]

PHOTOGRAPHY BY JACOB SLATON26 Issue 2 2026 | ARKANSAS TRUCKING REPORT

By Dwain HebdaContributing WriterThere are many ways a company shows its pride of place. Investing in community organizations, encouraging employees to volunteer, and namedropping at every opportunity head the list of ways to identify where one comes from and what one is about.Dedicated Logistics, however, a hauler of non-hazardous freight based in Crossett, may hold the mother of all Natural State honors. Two years ago, the company was retained to transport an eight-foot bronze statue of legendary entertainer Johnny Cash, the pride of Kingsland, Arkansas, to Washington, D.C., where it was installed in the U.S. Capitol building.For any Arkansas-based company, few accomplishments compare to being affiliated with a homegrown, worldwide luminary, but with apologies to the “Man in Black,” Alan Riels can rattle off a few others without breaking a sweat. As company co-founder, president, and CEO, he ranks the trucking company’s safety record, happy employees, and several growth milestones through the years as at least equal to hauling Johnny Cash to the east coast – and probably more so. For Riels, doing right by employees and clients alike ranks as high or higher than any celebrity affiliation.STEADYDESIGNAlan Riels nurtures safety, service, and listening as fundamentals for success at Dedicated Logistics BYARKANSAS TRUCKING REPORT | Issue 2 026 27

“I’ve always been a relationship guy – with my employees, my drivers, and with the customer,” he said. “I’ve always held those relationships very tightly and worked to make sure when things were down for them, we did what we could to support them. And then when times were down for us, they have been pretty loyal in return. This business is all about the people, that’s it. It’s all about the people.”Riels first entered the trucking business at age 19, working for a small carrier to put himself through school at the University of Arkansas at Monticello. He didn’t necessarily start out to make trucking his career, but working in various departments for the mom and pop company and others like it following graduation eventually routed his path down one of entrepreneurship. Everything he would come to build on in the years that followed was taught to him at the behest of a mentor, through the good advice from fellow operators, or the hard way.“I thought I’d get out of college and be a banker or something. I just didn’t have a clue what I was going to do and (trucking) just stuck,” he said. “I worked for a couple of companies before I started my own, did a little of everything.“My dad was also in the transportation industry, but he was on the other side of the desk. He worked for the shipper, which gave me a different perspective. We talked a lot about his job, and I think that probably pushed me a little bit or gave me, not experience, but some understanding of the customers and what they were looking for.”Riels’ first venture was his own truck repair business before he and his mother Ruth launched Dedicated Logistics in 2002. They did so with one truck and a single client, hauling paper. Riels kept his field of vision as focused as possible, homing in on what he considered most important. “Obviously safety is number one,” he said. “Second, it’s all about the way you treat people; the way you treat your customers, the service you provide. That’s really all any of us has to sell is the service. That’s naturally a reflection of your people. We all buy the same trucks, the same trailers, and the trick is to get good people and take care of them and make sure they have the same goals as far as the customer service side of it and taking care of the customer, because that’s who pays the bills.”If the list of business priorities feels elementary after decades in business, it is by design. In Riels’ mind, they call them the fundamentals for a reason, and he believes in sticking with what works. What the business philosophy lacks in flash, it more than makes up for in effectiveness, as Dedicated Logistics can readily attest. The company now runs about 80 trucks, primarily throughout lanes in the South and Southeast United States to and from the Midwest with secondary lanes from the South and Southeast to the western states. In addition to paper products, which still make up a good portion of business, the company hauls various dry van freight, such as food, drinks, and paint. “It’s pretty much coast to coast,” Riels said. “We’ll go from south Arkansas and north Louisiana to southern California, the Dakotas, Minnesota, the Great Lakes, and then over to the Carolinas. We don’t go much further north than Richmond, Virginia, on the east coast.”In today’s marketplace, merely saying one is dedicated to safety or to giving shippers a fair shake even when it’s a hauler’s market isn’t enough; one has to invest in specific systems and conduct business in a specific way that builds trust over decades to fully realize the value of such corporate goals. Which, incidentally, is exactly what Dedicated Logistics has done, starting with cab technology to monitor safe operation of equipment. “We started putting cameras in our trucks, I don’t know, a year and a half ago,” he said. “You have to use those cameras to your benefit; you can’t just put them in there and tell your insurance agent, ‘Hey, man, I got cameras; I’m expecting a cheaper insurance premium right now.’ We literally watch those cameras all day long, every day, and when I say watch ‘em, it’s from when we get like a hard braking or something like that, we investigate it and we look at it on the camera. We talk to those drivers over the phone, but our main deal is we get ‘em back in the office just as soon as we can. We bring them into the conference room and sit down with them and myself, my safety man, and other people from the driver’s department.”Riels said such conversations are held in a professional but direct manner “I THOUGHT I’D GET OUT OF COLLEGE AND BE A BANKER OR SOMETHING. I JUST DIDN’T HAVE A CLUE WHAT I WAS GOING TO DO AND (TRUCKING) JUST STUCK. I WORKED FOR A COUPLE OF COMPANIES BEFORE I STARTED MY OWN, DID A LITTLE OF EVERYTHING.”—ALAN RIELS28 Issue 2 2026 | ARKANSAS TRUCKING REPORT

to underscore how seriously the company takes safety both from a corporate level and from a personal point of view.“I’m in on a lot of those meetings, and I don’t raise nine kinds of cane about it,” he said. “I just show them the video and tell them this is how it is. We’ve created a good company since 2002, and I don’t want to lose it over a stupid, frivolous accident that could have been avoided. “We don’t hesitate to let somebody go if they’re not safe. I’ve let some people go who were good people, but they were not safe, and that makes them bad drivers. I’ve got four grandkids, and so I take very seriously somebody that’s not safe going down the road.”Riels is also very forthright when it comes to ethics in business dealings. He said the recent period of escalated spot rates was a prime litmus test: like other carriers, he was provided with plenty of opportunities to pile up short term gains. He said he stayed out of that fray during 2021, sticking with established customer contracts in a move that put relationships above windfall. “I don’t know if this makes sense, but the learning curve for me has always been the downturns,” he said. “To give you an example, in 2001, there was a pretty good downturn. Then again in 2008 and 2009, which made the earlier one look like a cakewalk. What that’s taught me is the value of taking a conservative approach. We’ve been able to survive those downturns, and I attribute it to our conservative nature. By which I just mean, when things are good, we don’t blow our money.“During the good times, it’s important to us to put money back for the hard times, because they’re coming. The good times don’t last forever; in fact, they’re shorter than the downturns.”Riels had a ready role model in this conservative approach to business in his mother, of whom he is generous with his praise. Ruth came from an enterprising family, the daughter of a building contractor who worked in the family mercantile growing up. Later she’d work in banking and trucking, gaining professional experience that proved invaluable later in launching Dedicated Logistics.“She’s just always had something of an entrepreneurial-type mentality. I guess that’s where I got it from,” Riels said. “She really pushed me to get into trucking on my own. Had it not been for her, I’m not sure I would’ve done it. I couldn’t have done this without my mom.”Riels’ conservative approach doesn’t mean the company doesn’t keep its eyes open for true opportunities to present themselves. Once they do, they strive to move decisively. Exhibit A: Dedicated Logistics completed the first acquisition in its history last year, purchasing a 20-truck, family-owned operation that is ushering in a new chapter in the company’s long history. “Last year we bought a company in West Monroe, Louisiana, formerly called Harper Truck Line, and so now we’ve got an operation down there,” he said. “We’ve actually had a presence down there for some time, but this gives us what you might call a terminal, I guess.”True to form, Riels said the character of the owners was an important element of his decision to go ahead with the deal. “They’re very good people,” he said. “This was a family-owned company, I think in business for like 50 years.”Riding herd over a remote location has been something of a learning curve, Riels admitted, but a challenge he and his leadership team were eager to tackle. Not only does he have onsite people cross-trained to wear a number of hats, but members of the Crossett-based team regularly head south to address some aspect of training, coaching or troubleshooting.“It’s really been a good experience,” he said. “I wouldn’t say it’s been an easy transition, because there’s always those learning curves as you mentioned, but it’s been going really well. Like I said, we already had an operation down there for years before we bought Harper. And without having those people down there, I would’ve been transitioning back and forth a lot more than I am. “Having the people we do, we really don’t have to go down there that much; between myself and my operations manager somebody probably goes once every week or 10 days. Obviously, we talk on the phone every day, email, all those forms of communication, but the point is, we’ve got really good people down there and that’s what it takes.”Riels has been equally forwardthinking when it comes to maintaining technology sufficient to track loads “WE DON’T HESITATE TO LET SOMEBODY GO IF THEY’RE NOT SAFE. I’VE LET SOME PEOPLE GO WHO WERE GOOD PEOPLE, BUT THEY WERE NOT SAFE, AND THAT MAKES THEM BAD DRIVERS. I’VE GOT FOUR GRANDKIDS, AND SO I TAKE VERY SERIOUSLY SOMEBODY THAT’S NOT SAFE GOING DOWN THE ROAD.”—ALAN RIELSARKANSAS TRUCKING REPORT | Issue 2 2026 29

and troubleshoot issues in real time, in keeping with the firm’s name. “Keeping up with logistics these days, that really comes down to technology,” he said. “You know, in the old days when there wasn’t even something as simple as e-logs, you could kind of run a company in a pair of jeans and just cowboy it, you might say. I’m not knocking that, because I did the same thing, but these days, with all the technology in the trucks and everything, it’s almost closer to a coat and tie-type business.“You’ve got to stay on top of this technology and use it to its maximum benefit. You can’t operate without it. You just can’t these days.”Dedicated Logistics not only relies on its software system to handle runof-the-mill required duties, such as e-logs, but has also leaned in to help manage the company’s traffic to pinpoint locations, address bottlenecks, and maximize efficiencies out on the road.“Our trailer-truck ratio is roughly four to one, and the reason for that is we do very little live loading and unloading anymore,” he said. “We place trailers at customer locations so that we can drop and hook, and technology plays a big part in coordinating that to make it work. “These days it’s really important that you maximize productivity. It’s very expensive to do business, and so the more that you can produce, obviously, the better off you are.”Dedicated Logistics commingles these technical tools with the hardearned experience of its employees, many of whom have put in a decade or more of service to the company. The company boasts more than 330 years of combined experience among its workforce, something Riels said no owner can put a price on.“Look, my safety manager has been with us 22 years out of the 24 years we’ve been operating,” he said. “My operations manager’s been here 18 or 19. I mean, that’s why I say it’s all about the people.”All told, Dedicated Logistics’ focus on the customer and the employee and of balancing technology against realworld experience has paid off in ways large and small. Not the least of which, Riels said, has been in how the company has been able to attract and retain staff, especially the career-focused driver who appreciates the difference in the way the company does things. “I’ve talked to other operators about what they do to recruit drivers and that type of stuff. Do they run ads? Do they put it on billboards? What is it?” Riels said. “Ours is strictly word of mouth. We don’t pay a sign-on bonus. We’ve run very few ads, and whatever ads we did run were probably over just three or four years.“We don’t hire guys right out of driving school, not because we don’t like them, it’s just we like to keep our insurance premiums as low as possible, and those guys just don’t have the experience yet. As a result, our average age of driver, I think, is about 52 or 53. Once we get them, we tend to keep them; we just don’t have turnover to speak of, whether it be drivers or even office staff.”ALAN RIELSAt-A-GlanceOne bucket list vacation spot: NormandyOne word that best describes me: “POP” to my grandkids.My professional superpower: I am focused, driven and committed Something I know to be true about all people: We all want to be accepted.What’s your ideal Saturday? Must include my grandkids.What’s the best thing about being in this line of work? How it has created so many friends and relationships. The thing I am proudest of in my career: Building businesses from the ground up and seeing them grow. However, none of that would be possible without others, therefore, I will never take 100% of the credit for that.Advice I would give to my 16-year-old self: “Put God first, take less for granted, don’t sweat the small stuff and relax as you get older.”Quotes to live by: “Courage is being scared to death—and saddling up anyway,” by John Wayne. Also “Trust, but verify,” which is a Russian proverb popularized by President Ronald Reagan.How do you spend your leisure time? I most enjoy going to the camp with family, especially the grandkids.What is the secret to your happiness? I finally learned how to eliminate stress and relax.What are your favorite guilty pleasures? Grandkids, guns and Oreos. 30 Issue 2 2026 | ARKANSAS TRUCKING REPORT

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Much of the goodwill the company has been able to generate locally has come from Dedicated Logistics’ longtime support of various community events and groups, and that no doubt plays a part in individuals wanting to come work for them.Riels’ reputation in the industry is equally solid, thanks to sustained service to the Arkansas Trucking Association (ATA). His involvement on various committees led to him joining the board of directors in 2018, where he replaced the late Wayne Smith of Wayne Smith Trucking. This year, Riels will serve as chairman of the ATA board. “Alan has been an asset to our association for many years,” said Shannon Newton, president of the association. “He has always been willing to advocate for policies that strengthen the entire industry and share his experiences with lawmakers and other members.”Riels shrugs off such praise, saying he merely responded when asked, and one experience built into the next.“In short, I’ve not learned the definition of ‘no,’ I guess,” he said with a laugh. “Maybe that’s a weakness on my part, but I’ve always been a helper. So, I would get asked to do something, and I would do it and just during the process of creating those relationships, I was approached about doing various other things, going various other places. I guess you’d call it climbing the ladder.”Asked what the ATA organization does particularly well, as well as where there remains work to be done, Riels has much good to say about the association, its leadership, and staff.“I honestly don’t know where we need to do some work. I think we do everything pretty well,” he said. “There’s always room for improvement, but as far as something needing fixing or something that’s lacking, I don’t see that. We just keep working harder in what we’re doing and I think people consider us to be doing a good job. “In fact, I’ve never heard anything negative about us from another association or from people outside of the state, so our reputation is there. For the whole country, I would say we’re in the top five, maybe in the top three associations, just on the things that we do accomplish and the things that we do for our members.”When pressed for the secret behind this performance, Riels quickly mentions the staff under the leadership of Newton and the way in which members support and respect one another regardless of the company they work for. He said as a mid-sized operator he’s never felt marginalized in his association work or networking with his peers at ATA events. “In this organization, right down to the board as a whole, no one is more important than anyone else,” he said. “I’m of the opinion that a healthy industry and therefore a healthy association needs to have operators of all sizes, and we have that. Obviously larger carriers go through different things on a daily basis than the small carriers, but everybody is just as important. “We have to be, as board members, good stewards for everybody, not just of their money, obviously, but we’ve got to look out for those small guys just like we do the large guys. Big carriers are important and they get the headlines, but the small and medium-sized carriers make up most of the industry. As it gets harder and harder for these guys to survive and do business, it becomes more and more critical that we’re looking out for their interests, again, just like we do the big guys.”Asked for his priorities as chairman of the board, Riels’ answer is characteristically plainspoken: take what the association does now and work to make it better every day. And for that, he has a refreshingly simple strategy. “I’ve always been kind of more of a listener than a talker,” he said. “I feel like I can learn more by listening, and I think when you learn more, then maybe that puts you in a position where you can help more. That’s my philosophy.” ATR“MY DAD WAS ALSO IN THE TRANSPORTATION INDUSTRY, BUT HE WAS ON THE OTHER SIDE OF THE DESK. HE WORKED FOR THE SHIPPER, WHICH GAVE ME A DIFFERENT PERSPECTIVE. WE TALKED A LOT ABOUT HIS JOB, AND I THINK THAT PROBABLY PUSHED ME A LITTLE BIT OR GAVE ME, NOT EXPERIENCE, BUT SOME UNDERSTANDING OF THE CUSTOMERS AND WHAT THEY WERE LOOKING FOR.”—ALAN RIELSARKANSAS TRUCKING REPORT | Issue 2 2026 33

High Court, High Stakes Pending Supreme Court ruling on broker liability has carriers, brokers, and shippers watching — and waitingBy Doug CriseContributing WriterAs the Supreme Court prepares to hear a case that could fundamentally alter how trucking companies do business with transportation brokers, parties on both sides remain concerned that the core issue—safety—is not being fully addressed.All eyes in the transportation industry will be on Washington, D.C., for the high court’s looming decision on Montgomery v. Caribe Transport II LLC, a case that will examine what role, if any, state laws play in extending accident liability to brokers. While no date for a decision has been set, oral arguments took place on March 6, with the court likely to render a final say sometime this summer. Until then, drivers, owners, and brokers alike are calling for more clarity amidst the legal complexities.“It’s been a concern for many years about the liability landscape that has existed in the marketplace for freight brokers,” said Chris Burroughs, president and CEO of the Transportation Intermediaries Association (TIA).At heart, buried amongst the legalese, is the question of just how much liability freight brokers may be exposed to in the event of an accident. While the question is a valid one, parties from all sides are pushing for a greater emphasis on safety compliance across the board, not just new rules that could apply solely to brokers.“At this point and stage, we’re all going to have to be held to a higher standard,” said Butch Rice, president and CEO of Stallion Transportation in Beebe. “And the trucking companies that have been doing it and doing it 34 Issue 2 2026 | ARKANSAS TRUCKING REPORTArt: AI/ChapGPT

right, it’s not going to impact the business any. But it’s the ones that aren’t doing it right that are the ones that will suffer.”First, some background. Brokers play a vital role in the transportation space, functioning as licensed intermediaries between shippers and carriers. Among other duties, brokers are counted on to match shippers with carriers while also negotiating carrier rates and handling scheduling and other logisticsrelated issues. More areas, such as confirming insurance and managing bill of lading paperwork, can also fall under a broker’s purview.At its core, Montgomery v. Caribe considers the question of negligence as it pertains to freight brokers. According to court documents, customer-retained broker C.H. Robinson Worldwide Inc. arranged the cross-state transport of a load of plastic pots via Caribe Transport LLC through a standard broker/carrier agreement. Those pots were being shipped through Illinois when Caribe Transport operator Yosniel VarelaMojena’s tractor-trailer veered off course and collided with a truck operated by Shawn Montgomery on the shoulder of a highway.Montgomery, who suffered injuries as a result of the collision, leveled a lawsuit against Varela-Mojena along with Caribe Transport and Robinson Worldwide. Montgomery’s counsel argued that Robinson was negligent in its vetting of Varela-Mojena, exposing the company to liability.In a decision handed down by the United States Court of Appeals for the Seventh Circuit, the court found a previous ruling in the case Ye v. GlobalTranz Enterprises Inc. that concluded federal law, set forth in the Federal Aviation Administration Authorization Act (FAAAA) of 1994, preempts state-based claims that interfere with broker services. At stake in Montgomery’s appeal to the high court is a reversal of the Ye v. GlobalTranz Enterprises Inc. that would allow state law to pursue negligence claims against brokers.“Like a lot of things in life, the closer you look, the more complicated it gets,” said Greg Jones, an attorney with Wright, Lindsey & Jennings LLP in Little Rock. “The basic position taken by the petitioners, Montgomery in this instance, is that you’ve got some bad actors out there—some bad trucking companies. They claim you’ve got an incentivized scheme where the brokers don’t really give a darn who carries the load, as long as they get their cut of the pie.”In other words, Montgomery argues that without stiff regulation, nothing is preventing a broker from making questionable hires in the name of securing better financial windfall from the arrangement. By the same token, a lack of regulation can incentivize trucking companies to hire drivers with histories of safety issues.“It’s been a concern of TIA’s for many years about the kind of liability landscape that has existed in the marketplace for freight brokers,” Burroughs said. “There’s really two liability theories that we’ve kind of become targets of.”One of those theories, Burroughs said, is “vicarious liability,” meaning an instance of a broker extending too much control over a carrier. On the other end is “negligent selection,” the result of a broker not doing enough in selecting a trucking company and driver. The looming high court decision will address the concept of negligent selection.“Brokers are often put in kind of a rock and a hard place to navigate between, you know, you can’t do too much, but you’ve got to make sure you do something,” Burroughs said. “When, in reality, it’s been very concerning for us because the Federal Motor Carrier Safety Administration (FMCSA) here in Washington, or the Department of Transportation, is the sole authority in terms of determining the safety profile and rating system of trucking companies. It’s not the public’s job to essentially kind of be deputized as enforcement.”At heart, the question is as old as America itself – where does federal oversight end and state oversight begin? Deregulation, which is the act of allowing decisions to be made at the state level, is seen as a benefit for many businesses. That said, a trucking company is not the same as a corner store “AT THIS POINT AND STAGE, WE’RE ALL GOING TO HAVE TO BE HELD TO A HIGHER STANDARD. AND THE TRUCKING COMPANIES THAT HAVE BEEN DOING IT AND DOING IT RIGHT, IT’S NOT GOING TO IMPACT THE BUSINESS ANY. BUT IT’S THE ONES THAT AREN’T DOING IT RIGHT THAT ARE THE ONES THAT WILL SUFFER.”—BUTCH RICE, PRESIDENT AND CEO OF STALLION TRANSPORTATION IN BEEBEARKANSAS TRUCKING REPORT | Issue 2 2026 35

that confines its business to a fixed area. Interstate transport is the core of trucking operations, and the idea of fleets, drivers, and brokers being held to ever-changing rules each time a state border is crossed is one that tests practicality.“If you’re moving a load from Little Rock, Arkansas, to San Diego, California, there are multiple district courts throughout those states,” Burroughs said. “You’re going to be traveling through them with potentially different liability precedents. You can’t really assume what your responsibility or role will be.”Adding to the confusion is that the role and importance of brokers can change from one transportation company to another. One size rarely fits all.“Really, kind of the bread and butter of brokers is small owner-operators,” Burroughs said. “And for small owneroperators, their bread and butter is brokerage. You know, the large trucking companies have a sales force. They have the resources. They have the wherewithal to go work directly with a large shipper.”In the best possible scenario, that relationship between a carrier and a broker can blossom into a longstanding, safe and effective partnership.“We have a brokerage company ourselves,” said Rice, who has owned Stallion for 35 years and has worked in the transportation field for 44. “A broker is a third-party logistics company, right? So if you’re doing your job right, as a brokerage company, you’re vetting the carriers that you’re using on your loads. It all goes back to who you’re making a contract with.”A robust selection of umbrella regulations for both the transportation side and the trucking side could possibly take some of the guess work out of cultivating relationships with broker companies. But as with anything at the federal level, that is easier said than done—especially in a business where fleet sizes can range from three to 13,000. Once again, one size rarely fits all.“In theory, it is possible,” Jones said. “But, I mean, it is already a highlyregulated industry.”That leaves all involved watching the Supreme Court for a decision that could fall either way and will almost surely impact just about every aspect of the business. By way of example, others with liability cases pending toward brokers will likely stay their arguments until they know which direction the high court is leaning. Meanwhile, brokers, carriers, shipping companies, insurers, and others will be waiting on news that could drastically alter compliance and risk-management as they know it. Carrier-broker relationships, even longstanding ones like the one Rice enjoys with Stallion, could be thrown into question depending on the next legal move.“It’s a very micro issue,” Jones said. “Depending on the circumstances, if I’m looking at it from the standpoint of litigation, and if damages are likely to be high, I may want a broker in with me to serve as another deep pocket. Then again, in a contested-liability case I may want a broker the heck out of my case because otherwise-inadmissible evidence about my client’s history could come in if the broker’s there as a codefendant.”Brokers, on their end, understandably want clarity. Yet the current landscape provides anything but. The Sixth and the Ninth Circuit Courts have allowed state damage claims to proceed against brokers in Alaska, Arizona, California, Hawaii, Idaho, Kentucky, Michigan, Montana, Nevada, Ohio, Oregon, Tennessee, and Washington. But the Seventh and Eleventh Circuits—Alabama, Florida, Georgia, Illinois, Indiana, and Wisconsin—have ruled that safety exceptions cover only carriers and not brokers.Theoretically, a freight broker could be sued in California and be exposed to claims of negligence, while the same broker could be safe from such exposure in Florida. That is why there is a push from brokers for a uniform ruling on the FAAAA’s “safety exception.” Any decision from the Supreme Court would likely clarify just what counts as negligence across the board.“LIKE A LOT OF THINGS IN LIFE, THE CLOSER YOU LOOK, THE MORE COMPLICATED IT GETS. THE BASIC POSITION TAKEN BY THE PETITIONERS, MONTGOMERY IN THIS INSTANCE, IS THAT YOU’VE GOT SOME BAD ACTORS OUT THERE – SOME BAD TRUCKING COMPANIES. THEY CLAIM YOU’VE GOT AN INCENTIVIZED SCHEME WHERE THE BROKERS DON’T REALLY GIVE A DARN WHO CARRIES THE LOAD, AS LONG AS THEY GET THEIR CUT OF THE PIE.”—GREG JONES, AN ATTORNEY WITH WRIGHT, LINDSEY & JENNINGS LLP IN LITTLE ROCK 36 Issue 2 2026 | ARKANSAS TRUCKING REPORT

“We’ve seen a lot of split decisions across the country at different district levels,” Burroughs said. “One of the concerning pieces is that there is no uniform standard.”A uniform standard would likely be embraced on all sides. From his position, having seen all angles of the business for four decades, Rice sees a need for accountability in all facets. Drivers, obviously, can play their part by committing themselves to exhibiting the highest standard of professionalism and safety at all times. The companies that hire the drivers, meanwhile, should seek out the best of the best at every opportunity, even if that creates shortage and loss in the short term.Naturally, those standards can extend to brokers as well. Cut through all the legal scuffling and minutiae, and the carrier-broker relationship remains a people business. Mutual trust and a mutual commitment to safety has and always will carry the day. Perhaps the solution needn’t be strictly a federal manner. As with so many enterprises, much depends on whether or not things are done right at the individual level.“It all comes down to hiring practices,” Rice said. “You look at a trucking company in Arkansas, J.B. Hunt, they wrote the book on safety. And that’s what we try to model our company by, companies like that. And hey, it costs us. It costs us a lot more to run. But yet, we feel like we’re putting more safe drivers on the road.” ATR“IT ALL COMES DOWN TO HIRING PRACTICES. YOU LOOK AT A TRUCKING COMPANY IN ARKANSAS, J.B. HUNT, THEY WROTE THE BOOK ON SAFETY. AND THAT’S WHAT WE TRY TO MODEL OUR COMPANY BY, COMPANIES LIKE THAT. AND HEY, IT COSTS US. IT COSTS US A LOT MORE TO RUN. BUT YET, WE FEEL LIKE WE’RE PUTTING MORE SAFE DRIVERS ON THE ROAD.”—BUTCH RICE, PRESIDENT AND CEO OF STALLION TRANSPORTATION IN BEEBEARKANSAS TRUCKING REPORT | Issue 2 2026 37

By Joe QuinnContributing WriterHighways and trucks that efficiently move frozen dinners, toothpaste, and televisions are also highways that efficiently move marijuana from Mexico to St. Louis, and human trafficking victims from city to city. Roads that are a pipeline to deliver car batteries, prescription drugs, and clothing to American households are also roads navigated by trucks and cars with secret compartments hiding methamphetamine.Trucks, Training and Tech Highway Police elevate enforcement on Arkansas Roads“THE KEY IS FINDING GOOD PEOPLE WHO ARE WILLING TO WORK HOLIDAYS AND WEEKENDS AND PAYING THEM A COMPETITIVE WAGE. IT TAKES A BLEND OF LIFESTYLE AND SALARY TO ATTRACT THE CANDIDATES WHO WANT TO DO POLICE WORK FOR THE RIGHT REASONS.”—ARKANSAS HIGHWAY POLICE CHIEF JEFF HOLMES38 Issue 2 2026 | ARKANSAS TRUCKING REPORTPhoto: Arkansas Highway Police

For advertising information, contact Kelly Fortune at (501) 372-3462 or [email protected] BurchKevin BurchPresident, Jet Express, Inc.Past Chairman, ATAPast Chairman, TCA“Spot On!”“I want to let everyone know that the articles in the Arkansas Trucking Reportare spot on! The photos and in-depth coverage are excellent. You get it and it shows! Keep up the good work that you do for our industry!”

Interstate 40 from Memphis to Ft. Smith is at the very heart of the American supply chain, which means jobs and economic growth for the state. But it also means a steady presence of criminal activity. The Arkansas Highway Police work daily to make the roads safer, but “safer” can mean many different things when an officer pulls over a truck late at night on a dark interstate.As the officer approaches a vehicle that has been pulled over, safety can mean brakes that work, tires that are not bald, and running lights that are turned on. Safe can mean a driver who can speak and read English. Safe can mean it’s a vehicle not tied to a drug cartel or a sophisticated smuggling operation.The interstates at night, with the wind blowing and vehicles passing at high speeds, can be an unsettling place for officers who know backup can be miles away. Highway Police Chief Jeff Holmes says, “A situation on the road can be unnerving for our officers, but if they are extensively trained for that moment, they can handle it.”Holmes has been with the Arkansas Highway Police for more than 30 years. Today, he is managing 160 officers and is close to hiring another 25. When he gets to 185 officers, he will still need another 50 new hires to get the department where it needs to be to deal with a complex blend of safety and security issues.“The key is finding good people who are willing to work holidays and weekends and paying them a competitive wage. It takes a blend of lifestyle and salary to attract the candidates who want to do police work for the right reasons,” Holmes said. As recently as 2015, the department was down to 120 officers, but the hiring trends are now shifting in the right direction. The chief is like Arkansas leaders and executives in both the public and private sectors —everyone is facing some degree of challenge in finding the next generation of talented people needed to help any organization thrive.The first version of the Arkansas Highway Police was founded in 1929 with 20 officers. Over the years, it was moved under different state agencies before finding a permanent home in 1989, when it was shifted from the Arkansas Revenue Department to Arkansas Department of Transportation (ARDOT). The core mission of the department today is drug interdiction, motor carrier safety, hazardous materials enforcement, and training.IMMIGRATION ISSUESThere is no doubt that the department is dealing with more complex issues today than ever before. In 1989 officers were not charged with identifying immigrants with unlawful status driving trucks on American roads. In today’s world, the Highway Police find themselves on the front lines of these type of enforcement efforts. For decades, highway police have been inspecting drivers’ paperwork, ensuring the cargo matches and is properly secured. Their patrol car computers allow them to access USDOT records from their front seat, viewing the status of the truck and driver. However, these days, whether it is a targeted safety stop or an encounter at a weigh station, if there is any question about a driver’s legal status the highway police officers are now collaborating with US Immigration and Customs Enforcement (ICE). Holmes says, “We work closely with homeland security on joint enforcement efforts. In recent years, we have probably pulled 1,200 trucks out of service for immigration violations and turned 350 people over to federal officials.” If the driver is taken into custody, ICE emergency removal officers will arrange to pick up the detainee at a nearby county jail or other local detention center.ATA President Shannon Newton says, “A clear, federal referendum has come down that drivers should be able to read road signs and communicate effectively. Commercial Drivers Licenses are a privilege, with standards, that should be uniformly issued to those clearing the bar. Federal enforcement and state compliance in these areas has been lax at times in the past. This issue is not about what is right or wrong politically or socially, this is simply about setting a safety standard that a vehicle, driver, or carrier either hits or doesn’t. We all want roads that are safe for everyone.”Highway police officers admit they are less likely to find problems with a truck based in Arkansas or with wellknown carrier like Walmart, Tyson, or J.B. Hunt. Newton succinctly says, “Companies understand what’s at stake in terms of compliance and following the law.”It’s hard to expect a driver to slow down when approaching a work zone “A SMUGGLER CAN BE ANYBODY. THEY CAN BE SOMEONE YOU GO TO CHURCH WITH ON SUNDAY. THEY CAN BE SOMEBODY YOU HAVE KNOWN FOR YEARS WHO MIGHT BE IN A TIGHT SPOT, LOOKING FOR SOME FAST CASH.”—CORPORAL BRANDON BYBEE, ARKANSAS HIGHWAY POLICE40Issue 2 2026 | ARKANSAS TRUCKING REPORT

I chose to study Logistics and Supply Chain Management because I saw how challenging a driver’s life can be, and I want to apply what I’ve learned to make a meaningful impact on people’s lives.“”Angela WengUCA’s 2026 Outstanding Logistics & Supply Chain Management Studentgraduating in May 2026BUSINESS FOUNDATIONSUCCESSFUL CAREERFOR AUNDERGRADUATE & GRADUATE | ONLINE OR IN PERSONUCA’s Logistics and Supply Chain Management program prepares students to optimize product flow and storage, collaborate with suppliers and customers, and meet delivery expectations with innovative solutions through hands-on learning opportunities and rigorous curriculum. uca.edu/business

if they can’t read the signs saying that ARDOT employees are working close to passing traffic. Newton points out, “This is not about denying access to anyone to make a fair living. It’s a safety issue where standards apply, and our members have a right to expect that everyone is going to play by the same rules. This is a prideful profession and an industry that generally expects everyone to live up to the same standards.”DRUGS AND DOGSA highway police officer pulling over a truck that may have brake or tire issues also has a chance to look for evidence of illegal drugs. In October of 2025, highway police found 3,000 pounds of marijuana in a shipment of pool tables in Crawford County. Also in Crawford County, in December of last year, 850 pounds of marijuana and $200,000 in cash were found in separate stops, leading to multiple arrests.The department now has five K9 officers and their dogs spread across the state. People who transport drugs take elaborate measures to create hidden compartments deep inside the truck to hide them. A trained drug dog that quickly searches for marijuana, cocaine, and methamphetamine makes a roadside search both possible and fast. Corporal Brandon Bybee and his K9 partner Drake are based in Marion, Arkansas.Drake was born and bred in Hungary and specializes in finding drugs. Bybee is well aware that Interstate 55 and Interstate 40 through Arkansas are a huge pipeline for illegal drug shipments: “If you sit back and think about how popular drugs are, and how much it takes to feed the drug demand in one major city for one day, a lot of that has to come through here.”Bybee says there is no one specific profile they look for in a vehicle carrying drugs or in the appearance of the person driving the shipment. He says one thing is clear, “A smuggler can be anybody. They can be someone you go to church with on Sunday. They can be somebody you have known for years who might be in a tight spot, looking for some fast cash.”POLICE TECHNOLOGYMost traffic stops begin with an officer having a casual conversation with a driver who has been pulled over. Highway police officers are generally good at getting a sense of a situation through low-key conversations, body language, and paperwork. While the instincts of a veteran officer help assess if a driver or vehicle should not be on the road, technology to assist the officers is also more advanced than it used to be.The traffic camera systems in Arkansas were built to help ensure safe driving, while also respecting the privacy and rights of drivers. A well-trained officer with strong police instincts and his beautiful Belgian Malinois K9 companion are only part of the overall effort to stop drugs, unsafe vehicles, and human trafficking. The technology to assist officers gets more sophisticated each year.Cameras in work zones detect the speed of passing vehicles and take pictures. A highway police officer starts a sequence by telling his in-car system that he is interested in a certain vehicle. Artificial intelligence then scans dozens of photos of that vehicle and sends the officer a clean picture of the phone being used while the car is moving.If the officer opts to pull that driver over and issue a citation, the only picture saved from the whole process is the one picture that documents the violation. Arkansas is not using “RELATIONSHIPS MATTER IN ARKANSAS, NO MATTER WHAT THE ISSUE. WE NEED TO HAVE DIALOGS LIKE THIS BECAUSE WE ALL AGREE ON COLLABORATING IN A WAY THAT MAKES OUR ROADS SAFER. WORKING TOGETHER WITHOUT ANIMOSITY IS GOOD FOR ALL OF US.”—ARKANSAS TRUCKING ASSOCIATION PRESIDENT SHANNON NEWTON ARKANSAS TRUCKING REPORT | Issue 2 2026 43Photo: Arkansas Highway Police

this technology to then mail tickets to drivers at their home addresses. States like New York use automated cameras to take pictures of toll violations, speeding citations, and parking issues. Hundreds of thousands of tickets taken by cameras are then mailed to drivers who have no idea they committed a violation.The Arkansas Highway Police vehicle of choice is a shiny, black SUV equipped with technology that takes weeks to install. The technology is not just about finding overweight trucks or drug dealers, it’s about keeping a traffic stop brief and efficient to get the driver back on the road. A truck sitting still is not making money for anyone.Bybee says, “There are systems in the cars that allow us to do a lot. We can run license plates, we can check a driver’s license after we make a stop, and we can run USDOT numbers. We have everything we need to do our job, including a printer to give paperwork to truck drivers.”RELATIONSHIPS MATTERBut while technology and training for newly hired officers help the department keep the roads safer, some of the most important work happens in conversation with trucking companies long before any driver hits the road. Holmes has his officers meet with trucking companies in the counties where the officers are based. According to Holmes, the core message from the highway police to trucking executives is simple, “We want to help you be safe and start a dialog about safety before your fleet ever hits the road. We are very much integrated with the Arkansas Trucking Association on how we approach these conversations.”Newton has been a voice of the trucking industry nationally and in Arkansas for years. She agrees with Holmes that officers meeting with trucking firms works well, “Relationships matter in Arkansas, no matter what the issue. We need to have dialogs like this because we all agree on collaborating in a way that makes our roads safer. Working together without animosity is good for all of us.”Like Newton, ARDOT Communications Director Dave Parker believes the time is right to help people better understand that the work being done by the highway police is critical, “I think the work is more important than ever before. Some people don’t really understand what the Arkansas Highway Police do. They know the police are responsible for CDL-type issues, but they may not be aware these police officers are on the front line of major drug interdiction cases.”Parker says the mission of the highway police is being discussed more than ever at ARDOT, “By far, Director Wiley has made highway police issues more of a priority than we have ever seen here before. People need to understand why this work matters more than ever in terms of drug interdiction, human trafficking, and truck safety.”The respect Holmes has for the trucking industry has been passed on to the 160 officers working beside highways at weigh stations and parked close to passing traffic. On a recent morning when he was observing operations at a weigh station on I-30 in Saline County, a team of officers was watching trucks pass. When they were pulled aside for further inspection, Homes noted it was clear that the officers were respectfully doing a job, and the interactions with drivers were professional on both sides.Holmes is proud of the work his men and women do every day, “I think we are a top state as far as enforcement of a wide range of safety regulations and getting unsafe drivers off the road.” ATR“I THINK THE WORK IS MORE IMPORTANT THAN EVER BEFORE. SOME PEOPLE DON’T REALLY UNDERSTAND WHAT THE ARKANSAS HIGHWAY POLICE DO. THEY KNOW THE POLICE ARE RESPONSIBLE FOR CDL-TYPE ISSUES, BUT THEY MAY NOT BE AWARE THESE POLICE OFFICERS ARE ON THE FRONT LINE OF MAJOR DRUG INTERDICTION CASES.”—ARDOT COMMUNICATIONS DIRECTOR DAVE PARKER Officers engage in a training course on cargo theftPhoto: Arkansas Highway Police44Issue 2 2026 | ARKANSAS TRUCKING REPORT

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Insider TruckingA look at the latest products, services and news from ATR advertisersTLG PETERBILT EXPANDS FOOTPRINTTLG Peterbilt has added eight new locations to its network with the recent acquisition of Performance Peterbilt, bringing the elite customer service it’s known for to customers in Florida, Georgia and Mississippi. The strategic move joins together two family-owned, customer-focused organizations committed to exceptional service for the trucking community. Performance locations are now known as TLG Peterbilt.“We’re thrilled to welcome the Performance Peterbilt team and their customers to the TLG family,” said Glenn Larson, TLG President & CEO. “This acquisition strengthens our ability to serve truck owners and fleets with a broader reach and deeper resources —without losing the values that drive our success.”TLG now operates 34 commercial truck dealerships across 11 states, including three Arkansas-based locations in Lowell, Van Buren, and Southside. Dealerships across the TLG network specialize in new and pre-owned Peterbilt trucks, parts and industry-leading service.UCA COLLEGE OF BUSINESS Established in 1969, the UCA College of Business offers more than 20 degree and certificate options for undergraduate and graduate students. All UCA business graduates receive training in the top business disciplines. When students choose to study Logistics and Supply Chain Management (LSCM) at UCA, they are prepared to tackle global supply chain challenges with a focus on the U.S. trucking industry, including trucking operations, safety, and regulatory compliance. Graduates are prepared for management positions in trucking but also learn to optimize product flow and storage, collaborate with suppliers and customers, and meet delivery expectations through innovative solutions.Well-trained supply chain managers solve organizations’ most impactful challenges: purchasing, manufacturing, storing, and transporting products. UCA’s excellent supply chain graduates will work diligently for trucking organizations and their customers. Contact Dr. Doug Voss ([email protected]) for information on UCA’s top 2026 Logistics and Supply Chain graduates.W&B SERVICE COMPANYFounded in 1952, W&B Service Company is dedicated to being the premier Transport Refrigeration and Semi-Trailer dealer in the nation. We offer new and used equipment, parts, and service. With over twenty locations and more than one hundred mobile service trucks, our team possesses an unmatched skillset and a strong commitment to serving our customers.Whether it’s Carrier refrigeration products, Hyundai Translead dry and refrigerated trailers, truck bodies, or high spec custom designs, our team is equipped with unparalleled expertise and dedication. Together, W&B Service Company and Superior Trailer Sales Company are “Geared for Service.”46Issue 2 2026 | ARKANSAS TRUCKING REPORT

For advertising information, contact Kelly Fortune at 501-372-3462 or [email protected] Brewster…content on a national level.”““I look forward to receiving each edition of ATR for its relevant content and original writing. I particularly enjoy the executive profile articles for the opportunity to learn more about Arkansas’ industry leaders. While the magazine is focused on Arkansas, ATR does a great job of dissecting the issues that impact the industry on a national level.”Rebecca BrewsterPresident & COOAmerican Transportation Research Institute

STAT VIEWSource: DATiQ, DAT Solutions, LLC ATRSpot RatesVAN FLATBED REEFERThe Journal of Commerce Truckload Capacity Index edged up from 72.4% in Q3 2025 to 73.5% in Q4, but that should not be read as a capacity surge. The index remains near its lowest point in over a decade, reflecting an industry that has stayed disciplined. The broader trend is one of measured restructuring in anticipation of a market shift, with early signs of firmer contract rates, increasing spot market activity, and growing shipper concern around capacity availability and service reliability. Diesel prices present a clear and immediate cost pressure, but the tightening capacity environment is becoming a more defining factor. Strengthening demand and improving spot rate signals are giving carriers cautious optimism that pricing power is beginning to return. In that context, rising fuel prices remain a headwind, but they are only one part of a broader story that points toward a turning freight market.NATIONAL SPOT RATESWEEKLY SNAPSHOT BY THE NUMBERSINDUSTRY TRENDS WEEK MONTH YEARMAR 23–29 VS MAR 16–22 MAR 2026 VS FEB 2026 MAR 2026 VS MAR 2025Spot Load Posts +2.1% +9.2% +68.4%Spot Truck Posts +2.7% -2.3% -10.1%Van Load to Truck +0.8% +0.1% +89.5%Van Spot Rates -3.3% +0.5% +4.5%Flatbed Load to Truck +1.9% +33.9% +81.6%Flatbed Spot Rates +3.8% +1.1% +4.7%Reefer Load to Truck -8.6% +1.5% +145.7%Reefer Spot Rates +0.9% -0.4% +5.2%Fuel Prices +0.0% +9.8% +51.3%$2.32$2.58$2.81$2.41$2.72$2.87 $2.52$3.09$2.97 $2.74$3.38$3.15MAR APRJANJANFEBFEBMARMARAPRJAN FEB APRAs of March 29, 2026ARKANSAS TRUCKING REPORT | Issue 2 2026 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.Ratings Rather than Regulations By Doug Voss Guest WriterIf you recognize the name Milton Friedman, you’re probably an economics student or your joints sound like a bowl of Rice Krispies when you get out of bed. I’m more the latter but a little bit of the former. Dr. Friedman, a renowned economist popularized in a 1980 PBS documentary “Free to Choose” and multiple appearances on The Phil Donahue Show, was a free market capitalist. He advocated for reducing government regulations, instead relying on the market to determine winners and losers. I’m a Friedman fan. Businesses and consumers are better than government at determining which products or services should be purchased. However, our ability to make good decisions rests on the availability of complete, accurate information.The Motor Carrier Safety Act of 1984 directed the Federal Highway Administration (FMCSA’s predecessor) to establish procedures for determining whether an interstate trucking company employs adequate safety management controls to comply with federal regulations. The goal was to ensure roadway safety given the flood of new entrants following deregulation. Carriers are assigned satisfactory, conditional, and unsatisfactory ratings based on a compliance review. In general, I think Dr. Friedman would approve of this system to the extent that it provides the market with information needed to make informed purchase decisions. Given full visibility into every carrier’s safety fitness determination, market forces (e.g. safety conscious or litigiously averse shippers, brokers, insurance companies, etc.) could punish carriers with poor safety records, potentially driving them out of business, and reduce the need for government safety regulation. Unfortunately, the safety fitness determination system is broken. Ninety percent (90%) of motor carriers are unrated. FMCSA’s ability to provide every carrier with a safety fitness determination is made more difficult by a recent capacity influx. The number of active interstate motor carriers increased from 555,567 in 2019 to 735,895 in 2023. This growth stemmed almost entirely from carriers with 1-2 trucks. Information obtained from FMCSA underscores the safety implications of so many unrated carriers. Over a 24-month period ending December 27, 2024 a total of 129,373 trucking companies were involved in a reportable crash. 108,689 (84%) of those companies were unrated. These unrated companies were involved in 167,371 total crashes, meaning some were involved in multiple events, and 4,523 of the crashes were fatal. A sceptic might argue, “Why should I be surprised that 84% of companies involved in a reportable crash are unrated when 90% of all companies are also unrated?” This is a fair point and gets to the heart of the matter: Why are so many companies unrated?We should encourage our safety partners at FMCSA to provide a safety fitness determination for every active interstate motor carrier. This is a big ask but important given trucking’s moral obligation to exceptional safety performance and aversion to further regulatory burdens. Safety fitness determinations help the free market weed out unsafe carriers. Shippers and brokers armed with a complete picture of every carrier’s rating could patronize those companies whose safety practices align with their corporate risk management priorities. To accomplish as much, FMCSA needs to obtain more data on unrated carriers. As Johnny 5 from “Short Circuit” (1986) would say: “Input, need more input!” I’ll stop with the 80’s references.Doug Voss is a Professor of Logistics & Supply Chain Management at the University of Central Arkansas1FMCSA (2025), “Pocket Guide to Large Truck and Bus Statistics,” available at https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/2025-09/FMCSA%20Pocket%20Guide%202024-v6%20508%20.pdf. Accessed April 9, 2026.50 Issue 2 2026 | ARKANSAS TRUCKING REPORT