OTA Dispatch Issue 1, 2022


A publication of the Oregon Trucking Associations, Inc. 4005 SE Naef Rd., Portland, OR 97267 503.513.0005 • 888.293.0005 Fax: 503.513.0008 • www.ortrucking.org Jana Jarvis President/CEO jana@ortrucking.org Christine Logue Vice President of Operations christine@ortrucking.org Gregg Dal Ponte Director of Regulatory Compliance gregg@ortrucking.org Adam Williamson Director of Training & Development adam@ortrucking.org Zobeida Harp Administrative & Permits Coordinator permits@ortrucking.org Ligia Visan Director of Accounting accounting@ortrucking.org Christa Wendland Communications Consultant wendland@ortrucking.org Mark Gibson Government Relations Policy Advisor mark@ortrucking.org For information about OTA events and to register online, visit www.ortrucking.org. Published for OTA by LLM Publications PO Box 25120, Portland, OR 97298-0120 503.445.2220 • 800.647.1511 • www.llmpubs.com President Stephen Bloss Design Stephanie Pendell Advertising Sales Ronnie Jacko For information about advertising in the Oregon Truck Dispatch, please contact Ronnie Jacko at 503.445.2234 or ronnie@llmpubs.com. Thank you, advertisers! Your support makes this publication possible. Please support them and tell them you saw them in the OTA Dispatch. 2 OTA Chair’s Message 3 New Members 4 OTA President’s Message 5 Event Calendar 6 OTA in Action 12 Returning to the Office in a Post-Pandemic World 32 Let OTA Help with Your Annual OD Permits! Issue 1 | 2022 CONTENTS Stay Connected With Us @OTAOregon Oregon Trucking Associations @ORTrucking @ORTrucking.org Regulatory Compliance 8 What’s Changed in Required USDOT Annual Inspections in 2022? Events 10 OTA Mixes Things Up in Southern Oregon Featured 14 Meet Your SMC! 21 Highway Heavy Hauling’s Kristine Kennedy 24 Top 100 Truck Bottlenecks—2022 News 28 OTA News 34 OTA Council Updates Safety 36 Training Entry Level Drivers

Oregon Trucking Associations, Inc. Oregon Truck Dispatch FOR MOST OF us, trucking has never been just a job. We understand the key role that trucking plays in keeping our country’s economy moving and appreciate our impact on each and every community we serve. We are proud to know and work with the men and women—colleague or competitor—who make up our increasingly diverse workforce. The past few years have placed a spotlight on our everyday dedication to delivering the goods people depend on, but it’s also made clear that advocacy doesn’t only happen in the halls of government (or via official Zoom meetings, as the case may be). Advocacy also happens on the streets. You can see that in action with what’s currently happening in Canada. Trucking is in the unique position of having entire fleets of traveling “brand ambassadors” and mobile billboards. All of this should build awareness, so why does it seem like trucking fades into the background more often than not? We know a lot of people think items magically appear on their store shelves or that cargo is moved by an army of freight fairies—if they think of it at all. While recent news coverage of the supply chain issues and ongoing labor shortage may seem like justification for what our industry has been saying for years, it doesn’t solve the problems at hand. It’s still up to us to advocate for our industry. To explain why trucking is important. To make clear that the industry is full of career-building, well-paying jobs behind the wheel or behind a desk. To change the narrative into one that correctly portrays our workforce as knowledgeable, highly-trained, and motivated by safety. It’s time to build our brand. Recruitment and retention have come to define our labor challenges, especially in reference to drivers. But what exactly does that mean? I admit there’s no easy answer. There’s no one-size-fits-all solution for every fleet. One thing is clear when it comes to recruitment, we must seek out new pools of workers to pull from and, as we do, be more vocal about the benefits the trucking industry offers. I personally have explored a number of different avenues over the years. It takes time and effort to not only think outside the box, but to actually work beyond what has been standard practice. Not too long ago, I sat down with an industry media outlet to talk about how the Workforce Innovation and Opportunity Act (WIOA) Workforce Programs can boost trucking industry awareness and employment opportunities. While I’ve served on the Southwestern Oregon Workforce Investment Board since 2015, there’s still a severe lack of industry representation on boards like it. This is the type of advocacy that anyone can get involved in and it’s something that we will directly benefit from. It’s also an area that OTA plans to engage with more fully—stay tuned for more details on that in 2022. When it comes to retention, that can be even harder to quantify. Work priorities have shifted in the past few years and not everyone is swayed by monetary compensation. So, what’s the hook that you can use to retain employees and continue to build your team? I’ll leave that answer up to you. Just know that knowledge is power. You can’t act if you don’t ask. Find out what’s important to employees and then determine what you have to offer. Think of it as advocating for your own company. What’s your pitch? Some of trucking’s best attributes—hard work and dedication—can lead us to keep our heads down and focus on what’s directly in front of us. As the great 1980s philosopher Ferris Bueller said, “Life moves pretty fast. If you don’t stop and look around once in a while, you could miss it.” I urge you to look up and get out there. You are the best advocate for your business and our industry. If you don’t know where to start, take a look at what OTA has on the agenda. Consider serving on a committee. Become a Key Contact and build relationships with decisionmakers. Explore local opportunities. Find ways for your voice to be heard and elevate our industry. 2 Andy Owens OTA Chair Some of trucking’s best attributes— hard work and dedication—can lead us to keep our heads down and focus on what’s directly in front of us. Building our “Brand”

www.ortrucking.org 3 Issue 1 | 2022 EXECUTIVE COMMITTEE Chair & ATA State VP Andy Owens (A & M Transport) Vice Chair Evan Oneto (FedEx) Secretary/Treasurer Lanny Gower (XPO Logistics) Past Chair Diane DeAutremont (Lile Int. Co.) ISI Rep Bart Sherman (Sherman Bros. Trucking) Chair Appointee Ron Riddle (Leavitt’s Freight Service) Erik Zander (Omeda Morgan) BOARD OF DIRECTORS Regional Representatives Central Oregon Ron Cholin (Stinger Transport) Eastern Oregon Don McGinn (McGinn Bros. Trucking) Metro Region Tim Love (Carson Oil Co.) Southern Oregon  Ryan Hutchens (F.V. Martin Trucking) Willamette Valley Ron Bowers (Ron Bowers Inc.) Standing Committee Representatives Allied Trevin Fountain (Cummins) Government Affairs Evan Oneto (FedEx) Highway Policy Kristine Kennedy (Highway Heavy Hauling) Image Michael Card (Combined Transport) Membership Nick Card (Combined Transport) OTA in Action Mark Gibson (Siskiyou Transportation) Truck PAC Erik Zander (Omega Morgan) DIRECTORS-AT-LARGE Kristal Fiser (UPS) Heather Hayes (Tradewinds Transportation) Charles Ireland (Ireland Trucking) David Hopkins (TP Trucking) Steve Gallup (Rose City Moving & Storage) Scott Hammond (Knife River Corp.) John Barnes (TEC Equipment) COUNCIL REPRESENTATIVES Safety Management Council (SMC) Jennifer King, WHA Insurance Technology & Maintenance Council (TMC) Mike Vallery, Oak Harbor Freight Lines, Inc. COMMITTEES Allied Government Affairs Highway Policy Image Membership Oregon TruckPAC OTA in Action To learn more about the committees or councils listed above, contact OTA at membership@ortrucking.org or 503.513.0005. OTA LEADERSHIP OTA Welcomes the Following New Members! Aisling Truck Academy Delta Sand & Gravel Freedom Transportation, Inc. Hankook Tires Humble Solutions, Inc. Northwest Beef Express, LLC Premier Truck Group of Oregon Sutherlin Sanitary Service The Green Line Enterprises, Inc. TNT Construction & Excavation, LLC All members are listed in our online directory via the member portal.

4 Oregon Trucking Associations, Inc. Oregon Truck Dispatch FROM THE PRESIDENT Jana Jarvis OTA President/CEO AS I WRITE this, we are well into the second week of our short, five-week legislative session for 2022 and it is clear to me that the need for member involvement is more important than ever. Logical, reasonable, real-world voices need to be heard by those tasked with deciding the future of Oregon’s businesses and residents. This year’s proposals, only limited by the number of bills that legislators were allowed to introduce, cover far-ranging topics and could result in severe impacts on businesses of all kinds. To put it bluntly, the ways Oregon businesses operate and how residents live are under attack. While most of us continue to feel the pinch of growing inflation and increased costs on everything from fuel to food, it is not a budget shortfall constraining this session’s pursuits. In fact, Oregon is flush with new money, much of it coming from the federal government in response to the COVID-19 pandemic. Oregon has been unable to spend it quickly enough and in the right places, so a variety of proposals are aimed at establishing program parameters. Income tax revenue from both individuals and businesses is at record levels despite the struggles to find and retain employees. The forecast released this week confirms that Oregon’s financial picture is healthy—at least for today. But clouds are emerging on the horizon that drive the debate about how to spend, or if to spend, these additional dollars. Think of a newly drafted NFL player who spends his windfall on cars, houses, and parties only to be permanently sidelined with an injury his first time on the field. His revenue stream is now gone with nothing to fall back on. That’s the game that Oregon is currently playing. The news that Intel is driving their new investment to Ohio rather than Oregon was a long-needed wake-up call for our top state leaders. They have now, after the fact, formed a task force to discover why they lost out and what they can do. Many of us who were paying attention to the direction the state is taking already figured out the problem. After spending the last year and a half on the Department of Land Conservation and Development’s Greenhouse Gas Reduction Committee, it is easy to see that one of Oregon’s biggest problems is the inflexible nature of our land-use system. There simply are not parcels of land big enough to attract major investment. On top of that, the GHG task force is recommending squeezing most new development into their “climate friendly areas” which will continue to push housing needs into apartments rather than single family dwellings. It will also limit the size and number of roads to service these areas. This is not an attractive prospect for any company looking to invest in and grow a business, not to mention for those of us forced to live inside this very restrictive, overly designed box. This legislative session sees policy proposals that would mandate overtime for seasonal farmworkers in a very prescriptive manner; direct the state to insist that truck manufacturers warranty biodiesel blends at increasingly higher levels for their purchases; ban petroleum diesel to encourage a transition to renewable diesel; expand workers’ compensation liability protections for employees; change the terms of franchise agreements; and extend the protection against mandatory overtime to the manufacturing sector without a two week notice. Very little being considered would help the business community as it recovers from the challenges of the last two years. With one party control, this has become a very one-sided conversation. I don’t want to be an alarmist, but I hope that these policy proposals, along with a number occurring outside the legislature’s purview, cause a visceral reaction. But, how can we best respond to policymakers who don’t understand, or don’t want to understand the challenges our industry has been facing? We talk a lot about elected officials not understanding business needs—but how do we help them make better decisions? What action can we take? There is simply no other way than getting involved! Until you take that first step, to decide you have the right, and the obligation, to be heard, that may seem like a fairly nebulous concept. So, what does getting involved look like for OTA members? “Complaining about a problemwithout posing a solution is called whining.” –Theodore Roosevelt Oregon at the Crossroads

5 www.ortrucking.org Issue 1 | 2022 ADVOCATING, EDUCATING, AND PROMOTING THE TRUCKING INDUSTRY EVENTS UPCOMING EVENTS For several years OTA has worked to establish key contacts for every legislator. This person works to build a relationship with them so when issues that impact trucking arise, that legislator would reach out to the key contact to get our industry’s perspective. Being a key contact takes time. Time to build that trust with your elected representative. Time to attend their community meetings and to meet with them individually. It’s an investment of time and effort, and it doesn’t mean that your legislator always votes your way. It is another avenue where we can educate and influence, encouraging legislators to better understand what our industry needs, work to find a compromise, and reduce negative impacts on our industry. Our key contact program is still in its infancy, but it is clear we need to develop this further. The old adage of “it’s not what you know, it’s who you know” is doubly true when it comes to navigating our current political environment. We have the knowledge, but we need to get it into the right hands. We need members from all of Oregon to step up. We’re all short on time these days, but this is something that can’t be left to chance. Volunteering for this mission starts with a call to the OTA’s office (503.513.0005). Tell us where you live and we’ll match you with a legislator. Not sure how to reach out or what to say to them? OTA will provide training on the best ways to engage them. We have the chance to make a difference, but we first need to make that connection. You are our industry’s best “brand ambassadors.” Step up and be heard. Contact us today, before you’re even done reading this issue of the Dispatch. There is no time like the present! And while you are at it, write a Truck PAC check. Elections aren’t cheap—many of the legislative races will cost a given candidate over $1 million to get their message out. We know there is a lot of outside special interest money that makes its way into the pockets of some candidates, so it’s up to us to identify and support those candidates that want to work with us. Word has gotten out that Oregon isn’t open for business. We need to change that narrative by getting legislators (or potential legislators) to understand what it will take to make home-grown Oregon businesses thrive. We need to raise over $250,000 for this election cycle. If you are reading this, and don’t own or manage the company you work for, this message still applies to you! Oregon has a tax credit of $50 for individuals and $100 for couples filing jointly which means that it reduces the cost of your taxes if you contribute! Imagine….you can send the state that $100 or spend it to elect a candidate that will support the trucking industry! What would happen if every employee at every one of our carriers decided to support Truck PAC? We would challenge the public employee unions with our ability to help get pro-business candidates elected, and all with a minimal investment on your part! Imagine what we could do if we all worked together. Oregon is at a crossroads. Downtown Portland is struggling, and many experts believe it will take years to recover. Portland has been the driving force for Oregon’s economy—like it or not—for many years. While it often seems that Portland is in a world of its own, what happens there will impact all Oregonians. There are numerous reasons to be frustrated, unhappy, and discouraged at the state of our great State. We can complain—or we can roll up our sleeves and get to work. Let’s do that. Let’s work together to reclaim this beautiful state we call home.

6 Oregon Trucking Associations, Inc. Oregon Truck Dispatch Mark Gibson, Chair OTA in Action Committee/ President, Siskiyou Transportation HERE WE ARE, amazingly enough going into another year of COVID and in the midst of a short legislative session with legislative hearings still Zoom only. Last year’s session was a tough one, as they all seem to be anymore, with a seemingly limitless supply of legislation and regulation with potentially large financial impacts. This all feels far worse in a labor strapped environment with historic supply chain challenges. With such challenges in front of us, many may be inclined to simply focus on our immediate concerns and let “someone else” handle the big picture items. OTA’s advocacy team consistently jumps into the fray on our behalf, but that doesn’t mean that the rest of us don’t play a role in furthering our industry’s interests. These demanding times make grassroots involvement even more important than ever. The struggle with increasing our grassroots efforts circles back to the same root problem…our own internal labor shortage and those of us still in the day-to-day management are having to do more with less. I get that. While I work for OTA on a part-time basis, involved in both mobility concerns as well as legislative actions, I still run two businesses, both of which have a trucking component. I understand the struggle of managing your business and still finding time for advocacy. I also know that many of you involved in advocacy are not owners, but are still willing to take the time, with your company’s support, to be engaged. I know we say quite frequently that “now is the time to become involved, we need you more than ever.” The problem is it is always true. Things on the regulatory and legislative side never get easier. Year after year they only get more complicated, more what I would phrase “anti-business,” and they seem to multiply like rabbits. Back in the day, we could make a battle plan around the legislative sessions, noting which legislators to work with and preparing testimony and comments. Now, we don’t hear the murmurs and rumors around the capitol building. We no longer have the luxury to build in-person relationships and engage with others throughout the session—at least for now. Plus, what can’t get done in the legislature now creeps into the realm of executive orders and rulemaking. Our site of battle has changed, and our tactics must, as well. This year’s short session will move rapidly and will likely be close to concluding by the time you read this article. We still have plenty of work at its conclusion in preparation for the upcoming session in 2023. It could be an exciting time. We will have a new governor and, hopefully, a new look and feel in the state legislature. So now is a good time to hone our advocacy skills and saturate the always-in-session committees and workgroups with industry members. We need trucking company representatives to be involved in the OTA in Action Committee. We still have Area Commissions on Transportation (ACTs) throughout the state that lack trucking representation. We need key contacts with every legislature in the state. We have members in every district so we know this can be done. You don’t necessarily need to be on the same political side as your representatives, however, it is important to at least have some sort of relationship, perhaps even just attending town halls or public events. Be a face and a voice for our industry. And the task goes beyond legislators. We need involvement with local government and ACTs, as I mentioned. We at OTA work tirelessly to help monitor everything that relates to trucking in this OTA in Action “Now is the time to become involved, we need you more than ever.”

7 Issue 1 | 2022 www.ortrucking.org state, but let’s be honest, the small staff at OTA can’t possibly be involved in everything in all parts of the state. That’s where OTA in Action and OTA’s Key Contacts programs come in to play. As they say, many hands make light work. OTA won’t send you “into the fray” without preparation. If needed, we can provide training and best practices for interacting with your legislators and other decisionmakers. We can identify who those people are and help you find the best ways to engage with them. Even if you want to keep things informal, you can still be involved. We send out calls to action when there are key issues that need immediate attention. Just take a moment to read them and respond accordingly— sometimes with comments or other action items. The most efficient way for us to monitor, effect change, and survive, is to do so working together, as a united front. So please think seriously about getting involved. You are your own best advocate and, as a member of the Oregon Trucking Associations, you are also a part of something bigger. We all represent Oregon’s trucking industry, no matter where we’re located, the types of trucks that we run or the clients that we serve. We may have different political opinions or priorities, but in the end, we’re all fighting for a healthy operating environment where we have a clear path to success. We will be sending out requests and opportunities to get involved. For now, take some time to educate yourself and get to know your lawmakers and regulators. If you ever have a question or concern about what’s happening in your region or beyond, reach out to OTA. If you can, be proactive in your involvement and always be ready and willing to take action!

8 Oregon Trucking Associations, Inc. Oregon Truck Dispatch What’s Changed in Required USDOT Annual Inspections in 2022? By Gregg Dal Ponte, OTA’s Director of Regulatory Compliance REGULATORY COMPLIANCE FIRST OF ALL, for a little review of what the annual inspection is, recall that §396.17 requires that every commercial vehicle, including each segment of a combination vehicle, requires periodic inspection that must be performed at least once every 12 months. At a minimum, inspections must include all items enumerated in the Minimum Periodic Inspection Standards, Appendix G to Subchapter B of the Federal Motor Carrier Safety Regulations. Motor carriers may perform required annual inspection themselves. The original or a copy of the periodic inspection report must be retained by the motor carrier for 14 months from the report date. Who is qualified to perform these annual inspections? Inspector Qualifications ` Inspectors Must Understand Part 393 and Appendix G—Motor carriers must ensure that persons performing annual inspections are qualified. Inspectors must understand the inspection standards of Part 393 and Appendix G and be able to identify defective components, and have knowledge and proficiency in methods, procedures, and tools. ` Brake Inspector Qualification— The motor carrier is responsible for ensuring that all inspections, maintenance, repairs, and service to brakes of commercial motor vehicles comply with these regulations. The carrier must ensure that the employees responsible for brake inspection, maintenance, service, or repairs meet minimum brake inspector qualifications. ` Qualifying Brake Training or Experience—Qualifying brake training or experience includes successful completion of a State, Canadian province, Federal agency, or union training program, a State-approved training program, training that led to attainment of a State or Canadian Province qualifying certificate to perform assigned brake service or inspection tasks, including passage of CDL air brake test in the case of a brake inspection, or one year of brake-related training, experience, or combination of both. ` Maintaining Evidence of Brake Inspector Qualifications—Motor carriers must maintain evidence of brake inspector qualification at the principal place of business or the location where the inspector works. Evidence must be retained for the period during which the brake inspector is employed in that capacity, and for one year thereafter. So, what changed effective December 9, 2021, and how does the change affect the completion of the Annual Inspection Report? The FMCSA has issued a new rule that adds rear impact guards to the list of criteria for passing an annual vehicle inspection. The criteria include details on the condition, placement, and size of the bumper, depending on vehicle type and year of manufacture. This means your inspectors and technicians will need to become familiar with the bumper inspection standards, and your annual inspection forms will need to be updated to include “rear impact guard” as one of the items inspected. You can find the bumper inspection standards in Appendix A to Part 396. A vehicle does not pass an inspection if it has one of the following defects or deficiencies: 15. Rear Impact Guard a. Trailers and semitrailers with a GVWR of 4,536 kg (10,001 lbs.) or more, manufactured on or after January 26, 1998 (see exceptions in § 393.86(a)(1)). 1. Missing guard. 2. Guard is not securely attached to trailer, including broken or missing fasteners, any welds or parent metal cracked, or other damage that compromises secure attachment of the guard. 3. Guard horizontal member does not extend to within 100 mm (4 inches) of each, or extends beyond either, side extremity of the vehicle. 4. Guard horizontal member is more than 560 mm (22 inches) above the ground. 5. Guard horizontal member is more than 305 mm (12 inches) forward of the rear extremity of the vehicle. 6. Guard horizontal member does not have a cross sectional vertical height of at least 100 mm (4 inches) across its entire width. b. Commercial motor vehicles manufactured after December 31, 1952 (except trailers and semitrailers manufactured on or after January 26,

9 www.ortrucking.org Issue 1 | 2022 1998) (see exceptions in § 393.86(b) (1) and § 393.86(b)(3)). 1. Missing guard. 2. Guard is not securely attached to trailer by bolts, welding, or other comparable means. 3. Guard horizontal member is more than 762 mm (30 inches) above the ground. 4. Guard horizontal member does not extend to within 457 mm (18 inches) of each side extremity of the vehicle. 5. Guard horizontal member is more than 610 mm (24 inches) forward of the rear extremity of the vehicle. [53 FR 49411, Dec. 7, 1988; 53 FR 49968, Dec. 12, 1988, as amended at 66 FR 49875, Oct. 1, 2001; 73 FR 76827, Dec. 17, 2008; 77 FR 46639, Aug. 8, 2012; 77 FR 59829, Oct. 1, 2012; 78 FR 58486, Sept. 24, 2013; 81 FR 47732, July 22, 2016; 81 FR 60634, Sept. 2, 2016. Redesignated and amended at 86 FR 57068, 57077, Oct. 14, 2021; 86 FR 62111, Nov. 9, 2021] In addition, as part of the new rule, the FMCSA revised §393.86 (the bumper regulation) to allow the DOT certification label to be placed on either the front or back side of the horizontal beam on an underride guard, rather than requiring it to be on the forwardfacing surface. This permanent label is applied by the bumper manufacturer, not motor carriers. This rule change aligns the FMCSA’s rules with current manufacturing standards. To answer a common inquiry, a vehicle can pass its inspection even if the manufacturer’s certification label is missing. This final rule was published on November 7, 2021, with an effective date of December 9, 2022. Industry spokespersons have observed that including rear-impact guards on the list of equipment to be inspected annually makes sense. However, some motor carriers have made it clear that opposition remains to any proposals that would require front or side underride guards. In particular, said “Including rear-impact guards on the list of equipment that must be examined as part of the required annual inspection will enhance underride safety performance.” He continued to say, “While rear-impact guards have been proven to provide a practical safety benefit, that is not the case with proposed side and front underride mandates. OOIDA continues to oppose legislation that would require costly front or side underrides for commercial motor vehicles.”

10 Oregon Trucking Associations, Inc. Oregon Truck Dispatch EVENTS OTA Mixes Things Up in Southern Oregon AFTER THE PANDEMIC pressed the pause button on last year’s annual Southern Oregon OTA Industry Mixer, members, non-members, friends, family, colleagues, and special guests were back in force this year! A group of close to 150 people gathered at Seven Feather Resort Casino in Canyonville, OR on January 27, 2022. The evening started off with a social hour, giving attendees the chance to mix and mingle with those they may not have seen for a while, or connect with those who were new to the event. Once dinner began and welcome remarks were over, OTA President & CEO Jana Jarvis provided a quick update on the association. The evening’s special guest speaker then took the stage. Former Democratic state senator Betsy Johnson discussed her run for Oregon governor as an unaffiliated candidate. Attendees also had the opportunity to ask questions about her priorities and vision for Oregon’s future.

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12 Oregon Trucking Associations, Inc. Oregon Truck Dispatch Returning to the Office in a Post-Pandemic World By Christa Wendland, OTA Communications Consultant*

13 www.ortrucking.org Issue 1 | 2022 AS OREGON COVID-19 cases decline and mandates and restrictions are pulled back, many are contemplating what a full or partial return to the office will look like. While our drivers didn’t experience a true lockdown, some key team members may have moved to remote working. So, what are the next steps to returning to a more “normal” operating environment? Can we just flip a switch and everything will go back to the way it was? Most experts say no. Many who are contemplating a full or partial return to the office post-pandemic tend to think of employees in two opposite groups: those who are eager to return and those who are opposed. In reality it’s a bit more complicated. It’s important to recognize that some of the people who want to return to a shared workspace may still be uneasy and exhibit stress-related behaviors once back in the office. The health concerns or personal situations that resulted from a two-year pandemic don’t just magically disappear. The American Psychological Association reports that almost half of vaccinated adults are hesitant to return to in-person contact. As always, consult with your HR department and department leaders to establish the best plan that fits your business and your employees. *Source material: Harvard Business Review ¼ TIP 1: Be flexible and build a transition period into your return-to-office plan. Even if you’ve been able to connect virtually, that inperson interaction can be overwhelming after isolating for so long. ¼ TIP 2: (Over) communicate clearly. Uncertainty has been a constant companion throughout the pandemic. Make sure you provide detailed information about office safety protocols and expectations. ¼ TIP 3: Keep the lines of communication open. There will be questions and concerns. Set the stage for airing any issues and provide a setting to discuss the new context of shared work now that the team is returning to the office. ¼ TIP 4: Connect the disconnected. Employees who feel disconnected after a prolonged period of isolation can result in personal issues, but it can also affect work performance. Studies show that human connection helps people tolerate stress better. ¼ TIP 5: Understand the context. Many employees reconsidered their goals and priorities during the pandemic, with 25% considering leaving their job and 48% saying they prefer a hybrid model. Getting team members to engage with each other can mitigate retention problems. Host a lunch. Hold a teambuilding event. Find ways to foster that connection between employees. HERE ARE A FEW TIPS TO CONSIDER

14 Oregon Trucking Associations, Inc. Oregon Truck Dispatch Jennifer King WHA Insurance Jennifer has over 20 years licensed in Oregon and Washington as both an agent and consultant. She is involved with each step of the Workers’ Compensation process, including risk analysis, compliance assistance, claims management, market analysis, and renewal decisions. Jennifer began working with the Oregon Trucking Associations in 2006 advising on Senate Bill 433 and its impact on Owners Operators and workers’ compensation. Since then, she continues to serve the trucking industry and Oregon eventually becoming the President of the OTA’s Safety Management Council in 2015 and joining the OTA’s Board of Directors in 2016. Both positions she continues to fill today. Ron Cholin Stinger Transport Ron grew up as a farm kid. After some time in a mill and bumping knots in the woods, Ron completed driving school and started driving truck for Barr Groff Trucking at 19 years old. Before he could legally drive interstate, he was pulling semi, truck and trailer, and triples, all flatbeds. He drove 12 years for SS Flegel Trucking, followed by over five years in dispatch before getting fired. After driving a time for Les Schwab, he started Stinger Transport LLC in early 2000 with just a single truck. Eight months later Ron purchased four trailers, one truck, and office equipment from the company that fired him. He also hired several of their drivers. Stinger now runs 14 trucks—a combination of company and leased— pulling flatbed and dry van mostly along the west coast. Gene M. Hullette, CSP, PHR Morris O. Nelson & Sons, Inc. Gene Hullette began working in trucking over 25 years ago after having retired from a career in the U.S. Coast Guard. He has a degree in Behavioral Sciences and is a Certified Safety Professional (CSP), certified Professional in Human Resources (PHR), Emergency Medical Responder (EMR), and qualified Master Trainer/Instructor. He is currently the Safety Director for Nelson Brothers Trucking/Morris O. Nelson & Sons Inc. Gene was raised in Fairbanks, Alaska, and currently resides in Eugene, OR, with his wife Jennifer. Nicole HawksMorse, CDS Kool Pak Nicole has been in the transportation industry for 25 years. She began as a dispatcher and then opened her own compliance and safety consulting business in Bellingham, WA. She was active in the Washington Trucking Association before moving to Vancouver, WA. Nicole worked for the Oregon Trucking Associations as their Director of Safety and Training. Nicole has been the Director of Safety at Kool Pak for the past 14 years. She is a past Safety Director of the year, Past President of the OTA TMC, and is currently active on the OTA SMC. Mario Rivera Charlie’s Produce Mario started his career with Charlie’s Produce as a Class A driver in 2001, as only one of eight drivers. With the determination to be the best in the Portland market, Charlie moved up through the ranks. He is now in charge of his own department and loving every moment of it. One of his greatest accomplishments is creating a safe and healthy work environment in transportation. Mario credits having a great team behind him for his success, including office staff and drivers who make it all happen. The Safety Management Council is the only national organization dedicated to advancing safe policies, practices and technology, effective risk management, and accident/injury prevention in the trucking industry. SMC also addresses trucking’s unique human resource challenges, health and wellness issues, as well as recruitment and retention strategies. Most states, including Oregon, have their own Safety Management Council (SMC). Those who serve on the council take on the tasks outlined at the national level, but OTA is lucky enough to have SMC members who are extremely proactive and involved in everything from producing the annual Spring Safety Conference, to participating in workgroups that develop the rules and regulations that govern the trucking industry. But, just who are these SMC members? Continue reading to find out! If you have a safety, HR, or other question that our SMC team can help with, send it to info@ortrucking.org. Future issues of the Dispatch will feature an SMC Q&A section! Meet Your SMC!

15 www.ortrucking.org Issue 1 | 2022 Denise Rugh Market Express, LLC Denise has spent the last decade in the transportation industry focusing on HOS and DOT compliance. She is currently the Director of Safety and Compliance at Market Express, LLC, a regional truck load carrier based in Portland, OR. She is a graduate of Washington State University. Amber Roberts TP Trucking Amber Roberts was born and raised in Southern Oregon. She has been in the trucking industry for almost 15 years and safety is her passion. Amber is currently the Safety Coordinator for TP Trucking, located in Central Point, OR. In her free time, she likes to take random road trips and enjoy spending time outdoors with her two dogs. Hedie Schulte Boshart Trucking Since 2016, Hedie has been the Human Resources and Safety Manager for Boshart Trucking, a family farming operation in Oregon’s Willamette Valley specializing in custom straw harvest. Hedie’s background in customer service in addition to finance, accounting, marketing, safety, and human resources give her the tools to approach tasks from multiple perspectives, making her the perfect person to care for the people and vehicles at the heart of Boshart Trucking. As HR & Safety Manager, Hedie is responsible for keeping employees, vehicles, and community safe. She handles research, training, compliance, insurance, hiring, and legal issues for the company. Roni Shaw Bowman Trucking, Inc. Roni was raised in Eastern Oregon. She has been with Bowman Trucking, Inc., based in LaGrande, OR, for nine years. Her roles include Safety, Compliance, and Heavy Haul. She is a 2018 graduate of OTA’s NW Fleet Safety Program and was the OTA’s 2018 Small Carrier Safety Director of the Year. In her free time Roni enjoys the outdoors, family, and spending time on the ranch with her husband Luke. She feels blessed to work for a company that treats their team like family, not just employees. Kirk Watkins, CDS Western Heavy Haul Kirk grew up in Redmond, OR. After graduating high school, he attended college at Universal Technical Institute in Phoenix, AZ, where he studied diesel mechanics. Kirk is a long-time member of the transportation industry, having been involved since graduating college in 1986. He spent the past 22 years with Walmart as part of their safety department. He is currently the trucking operations manager at Western Heavy Haul (and its many affiliated companies), based in Prineville, OR. Kirk was wise enough to marry his high school sweetheart and is celebrating 34 years of marriage. They have one daughter, Samantha, and three grandchildren, Dally, 7; Harper, 4; and Rhett, 1½. John Russell, AAI PayneWest Insurance This year marks 38 years in Insurance and Risk Management for John, with the majority of the time in Transportation. He went through John Sallak’s Safety Coordinator Training through the OTA back in 1996. John has been a member of OTA since 2004 and on the Safety Management Council Board since 2006. He received the Transportation Center of Excellence from Aon in 1998 and has concentrated on bringing the “best in class” to the Transportation industry for the majority of his career.

17 www.ortrucking.org Issue 1 | 2022 ADVERTISING RATES STARTING AT $355! — OTA members receive special pricing. — ISSUE AD DEADLINE Issue 3 • 2021 July 23 Check out the OTA Video Library at ortrucking.org/otavideo-library. To add your video to the mix, send an email to info@ortrucking.org. OTA Video Library In recent months, trucking has gained a fair amount of national—and even international—attention. Now is the perfect time to add some personality to the professionalism that the industry should be known for. If you’re ready to help drive the narrative of trucking’s public image, take a moment to document your company and team. If a picture is worth a thousand words, just think how much a video is worth! Trucking in the Spotlight

18 Oregon Trucking Associations, Inc. Oregon Truck Dispatch 2022 Oregon Legislative Session Update Prepared by Oxley & Associates Oregon’s “short” legislative session may already be over by the time this magazine arrives in your mailbox. While sessions are shorter in the even years, that doesn’t mean there isn’t plenty of agenda items for OTA to track and for members to be aware of. While this session remains mostly virtual, Oregon’s capitol building is looking very different this year. Oregon joined 33 other states in requiring visitors, legislators, and staff to pass through metal detectors. Ongoing construction to upgrade and improve the safety in the building has led to the closure of hearing rooms, the cafeteria, and garage.

19 www.ortrucking.org Issue 1 | 2022 THE TIMELINE By February 14, a bill must pass out of its policy committee to continue through the process, and by February 18, it must be posted for a work session in the second chamber. These deadlines do not apply to bills in joint committees, fiscal committees, or rules committees. WHAT TO WATCH ` HB 4002 would require agricultural employers to pay overtime for hours worked over 40 per week. The bill includes a transition period for employers, but many within the agricultural community have found that it does not address the underlying policy challenge or account for unique business operations. This conversation will continue throughout the session as opponents look to strike a compromise. `At the forefront of discussions around transportation are two bills related to fuel. ¼HB 4141 would functionally ban the use of conventional petroleum diesel upon certain thresholds being met to transition to the usage of renewable diesel. While many within the transportation sector are supportive of renewable diesel, the lack of supply and cost effectiveness currently make this policy challenging to implement. Discussions around amendments to the bill that require additional study or work in the interim are on the table after a strong showing of opposition from the trucking industry, fuel providers, and members of the agricultural community. ¼HB 4151 is a bipartisan bill which gained a wide range of support in committee. It would allow consumers to have some choice at the fuel pump by allowing for both self-service and attendant support at your local gas station. The bill had a positive hearing with proponents outlining the need for such a policy due to workforce shortages. The bill heard no verbal testimony in opposition in committee. ¼HB 4034 includes several provisions in the -2 amendment that would provide technical fixes to the teleheath bill that passed last session. The bill also includes language that would support pharmacies by allowing them to swipe, rather than manually enter, information from an individual’s driver’s license as they purchase Sudafed. Furthermore, the bill would also require the Oregon Board of Pharmacy to ensure that rules the Board is drafting for the remote operations occurring at pharmacies are reasonable and operable. There is broad support for the amendment, and we anticipate this bill will move through the process. ¼SB 1526 addresses campaign finance reform. After the Secretary of State rejected three ballot measures, Senate Majority Leader Wagner breathed new life into the issue with an amendment that would limit how much candidates, labor unions, political party committees, and advocacy groups can accept and give in state elections. It also would set penalties for violating those rules and create a system of public financing for campaigns. However, the amendment also contains a controversial provision, allowing limitless giving for “small donor committees” that accept donations of no more than $250 per person each year. This has been criticized in the past by Republicans and business organizations who fear it will allow labor unions and other groups to have an outsized influence. If passed, Sen. Wagner’s proposal would appear on the November 2022 ballot.

20 Oregon Trucking Associations, Inc. Oregon Truck Dispatch

21 www.ortrucking.org Issue 1 | 2022 Highway Heavy Hauling’s OTA Carrier Member KRISTINE KENNEDY AND Carson Kennedy, owners of Highway Heavy Hauling, “HWY,” started their careers at a local rigging and trucking company. Kristine was still attending Portland State University when she started as the receptionist. Carson was fresh out of diesel mechanic school when he became the assistant to the mechanic. The siblings moved up through the company and eventually Kristine became the Transportation Manager and Carson a top foreman for rigging crews. Kristine states that she and her brother were blessed with a lot of opportunity at Omega Morgan, formerly Morgan Industrial, Inc. Joe Morgan, the original owner, had no problem putting Kristine in dispatch after push-back from the guys that a young lady couldn’t do the job. “I think he saw a challenge and knew I would work harder than my predecessors,” stated Kristine. After parting ways with the company in 2012, both Kristine and Carson pursued avenues with other local companies. They both had a passion for wanting to be owners and made a run at purchasing a local rigging company. That did not pan out and they both continued working in the field of transportation and rigging. In May of 2013, through many talks with several mentors, including Steve Bates of V. Van Dyke Trucking, Kristine made a decision. She loved the transportation industry, she loved heavy haul and she missed being in charge. She told her brother that there was an opening in the market and it was time to start a trucking company. He was in. “We came from a background of ‘provide a solution or fail,’ so our idea was to provide trucking solutions with quality personnel for equipment large and small,” said Kristine. In the rigging industry they had perfected hauling KRISTINE KENNEDY Highway Heavy Hauling—The Rundown ` July 31, 2013 marks the first day that Highway Heavy Hauling ran a truck ` Under the leadership of President Kristine Kennedy, it is a certified women-owned business ` Operates 17 trucks in Oregon ` 18 employees ` Winner of the 2020 OTA Image Award, Annual winner of the Great West Safety Award for the past 5 years, and recent winner of the 2021 SC&RA Fleet Safety Award ` Founded a second company in 2018, MaximumMachinery Moving, LLC By Christa Wendland, OTA Communications Consultant

22 Oregon Trucking Associations, Inc. Oregon Truck Dispatch equipment on hydraulic step-style trailers so they decided to start with that and then purchase lowboys as their revenue grew. They now own 12 of these trailers along with the same amount of multi-axle lowboys, flats, and step-decks. The siblings weren’t wrong, as can be seen by their growth as a company over the past nine years, as well as their example of how a to be an effective advocate for the industry. Kristine grew up with three younger siblings who she was responsible for while her parents worked full-time. When she started the company with Carson, she had also been a single mom of two daughters for over four years. That level of responsibility and ability to multi-task carried over into taking care of her drivers and other employees. “I have been told there is no such thing as multi-tasking; however, when I had one daughter in the tub, one singing into a karaoke machine, and I’m doing a permit on the laptop next to her while talking on the phone to a customer, I can tell you that’s not true.” Kristine already had experience when Highway Heavy Hauling (HWY) started out with dispatch and transportation management, but she also had a lot to learn on the business management side. “I had never reconciled a bank account or taken a finance class. I spent every evening and weekend learning the finance side of this business for over a year and still have a lot to learn,” she says. “Carson and I didn’t know everything or maybe even half of what we should have but we followed the Dwayne Johnson quote,” says Kristine, “‘Be humble, be hungry, and always be the hardest worker in the room’.” Besides the Dwayne Johnson quote, Kristine said her family has been key to the growth of HWY. “Our dad, a timberfaller for almost 45 years, always said to ‘bloom where you’re planted,’ meaning make the best of what you have and become an expert at it. That is how we evolved into this. We were planted in the trucking industry and we are working every day to become the best at what we do.” That same guy now follows their trucks around as a pilot car and picks up drivers when they run out of hours, supporting Kristine and Carson however he can. OTA also played a role in Kristine’s career in the trucking industry and remains a consistent resource for her and HWY. She first became familiar with OTA through training classes and continues to use OTA for all new employee training. “For me, taking those classes with John Sallak in the late 1990’s and early 2000’s was inspirational,” continues Kristine, “I gained the knowledge and confidence to do things the right way and learned that, if I don’t have the answer, just keep asking questions and researching until I have it.” Kristine says she also appreciates OTA’s “Readers Digest version” of what is going on and looks to OTA for a vast amount of training within her business. Kristine enjoys the sense of community that is inherent to the trucking industry and is thankful that there is an organization out there that appreciates the hard work of truck drivers as much as she does. Safety is No Accident “Safety is no accident—everything is preventable” is a concept that drives much of HWY’s operations as they aim to integrate safety seamlessly with planning and logistics. Safety stays front-andcenter with drivers. Kristine says they try to look at and discuss the small stuff, so it doesn’t become big stuff. The company conducts thorough incident reviews, from beginning to end. Aside from the technical aspects, they also focus on the basics—what was the weather like, how was the driver feeling, etc. During the recent pandemic, holding the traditional safety meeting has become a challenge. Sitting in an office with 15 people watching a slideshow and eating pizza seems to be a thing of the past so Kristine went back to her original ideologies on safety. “Never underestimate the value of a pep talk,” Kristine states with a smile. “I will never devalue a safety meeting. Putting everyone in the room to discuss recent safety challenges is irreplaceable; however, sitting down with each driver a couple times a month and letting them discuss recent work or home-life challenges is one of the strongest things I think we can do to keep our drivers safe. I call those pep talks.” While heavy hauling certainly comes with its share of challenges, what makes it unique has also been part of HWY’s success—specialized trailers, including a steerable Cozad trailer (triple 16), stretch trailers, and heavy haul lowboys. The company also capitalizes on the versatility of their specialized equipment, operating with essentially two divisions. In addition to heavy hauling on RGN’s, the second division provides trucks, drivers, and trailers with hydraulic tails to local rental companies needing the total package. When asked what her largest load to date was, Kristine stated, “Our largest loads (150,000 lb excavators generally) can be the least amount of stress because they are planned so well with pilot cars, route surveys, and permits. Our smallest loads delivering to downtown Portland on a Friday afternoon are much more stressful.” Appreciating the Importance of Advocacy Long before she formed HWY, Kristine was already paying attention to mobility. In 2004, she got involved with the Motor Carrier Transportation Advisory and Mobility Advisory Committees and still sits on those committees today. “Trucking is too important to leave in the hands of people who may not understand its distinctive challenges or are not fully invested or even interested in how their decisions impact our real-world operations,” offers Kristine. Kristine Kennedy, cont.