my great grandfather’s

http://glenbradford.com/files/Stocks/939471.pdf

\ i • • ,, “‘ .. \ ” WOODS . ‘· I • .. \~-. . ~ ; ~ .. – ‘· .. .. , . HIGHWAY TRUCK LlSRARY. ·Q ~ . . . (1-20) ~:):::·: … . . ~ … … \ .. .. ·r -,- ‘ ~- GLEN ROCK, N;J. .. ·y . ; ‘. .. .,;•·. .. ,…_ .. (.. .. .. .•. } ~MICROFILMING· CORPORATION OF M1ERICA _•:.,;· .. ‘ . ~ . @ ,, 1975 ‘I’HE WOODS HIG!iWAYTRUCK LIBRARY , . -‘• .. .J \ . . • 1: • •• -~ ‘ J ~ .. < ~ .. J. –, . € – r·- ~ J • / <·: ., ….. . . ~–·· ,· ·~­t.·-‘ .-.. 1 … t-‘·’ i” .i – … .L’ -, .. NEW YORK TIMES,..ORAL .HISTORY PRQ.GRAM WOODS HI.GHWAY.TRUCK,.LI’BRARY f “” 1: ,.. ….. – – ~ – I ‘ – ~ — _-·.’-&- “ll;, • ‘ It …. .. “‘ ·–~- ~ ..,, . . “‘ . ·’ ···–=-~~ Hemoirs 6f Edward J. Buhrter No. 2 . ‘ ‘ / :.:;. .• Glen Rock, N. · J~ ·Microfilming Corporation of Ame’rica 1975~ / ·• 1\. , ‘1: .. ‘ J .. Lihrary ol Con~n·ss Cataloging -in Public:allon Data· Woods, Harry D 19f2- . f ” [ ?Joods hi[·m..ay truck library oral his’tory collec;tion] Microi’iche of ms.- colleq~ion. , ·,”New York times oral history program.” , 1. Transport’a,tion, Automotive–United. States·–His- . tory. 2. Railroads–United States-.-History. L· Title. II. Title: New York times oral history proeram. MicroficheHE5o23 300.3t24’.0922 . 15-19171 ‘* -“‘ • < MICROI<‘IIJ.ITNG CORiPORATION OF AMERICA SUPPLEI-1ENTARyf CATALOGING DATA •r … 1’-iemoirs of Edward J. Buhner. ,. l i I i. I I I a Harry D. Woods ~ I Buhner, E~.ward J ··, · , .. T·r~sef;p of an int:rvfew, c;!ducte~ by in 1973. ‘ \ ~ Include-s American Truck,ing Associations. Connnittee on Nati~nal and State Organization. Report. 1st-6th. 1945-47. . . ~ I {New York t±nies ora;L history progr~ : vloods nigh- : way truck ,li br.ary ; no. 2) . -~ .. Microfiche of typescript. , … 1. Transportation:7 , Autonot:i,..ve–United ~tates–History. ~ e . .American Trucking Asso?iations. 3·. J3uhner, Edwar:d J •. J· , I .. W?od’s, Harry D. l?lf.:.. IJ;. Am~rican Trucking .-, . . .. . .:··. A~sociaticns. Committ~~ .on N~~ional ~~d Stat~ Orga~;~~~, ·, ; ~// …. t1.on. Report. 1st-6th. 1945-41 •. III. Ser:.es. · l ‘:•” ~ ‘~r+ 1:~ ~ . . · ~- ·-………… _ …… ~.”””’~”‘”‘ “”””””‘”‘”~””””‘>”‘”‘””” “~’- THE ~·lQODS HIGJlvJAY TRUCK ·LI]3RARY ‘\ .. .r PREFACE TO THE MICROFORM EDITION – THE READER of the Oral History memoir that follows is enjoined to bear in mind: that this is a transcript of the spoken word; that permission to cite or quote specific passages for publication must be 6btained from the Woods Highway Truck Library, which has been assigned copyright_; that neither the Womds Highway Truck Library nor the New York Times Company assumes responsibility for the factual accuracy of the memoir, nor, of course, for views expressed therein; these are for the scholar_) • _ to evaluate • _ – – · ·~ The negatives for this microform have been made from the best a~ailable copy of the transcript. 1975 -I Woods Highway Truck Library 6B29 Rosewood Street Hammond, Indiana 46324 .. _ z- -. _): ·’ -~ ” -~ . . . ‘mE MEMOIRS OF MR. EDWARD J. BUHNER INTERPRETER ~ HARRY WOODS > My name is Harry Woods. I am an American truck historian. -::;-~’- –.. The date is June .la·; 1973. The time is 10:00 AM. And the · ‘ . place is in the ~9Jile of Mr. Edwara· .J~ · Buhner, at 130. Counc il Road, Indian Hills, Louis~il1;;,- Kent:u~ky. · ln’dian Hi.-11~ ‘ is an exc1us ive, park like suburb’ of lt<;)uisvl.:lle • . -,.~ ~~~ ;.._·;0 ·~· ·::.. Mr. Buhner, now 72,: owns and l~ves in ‘~-thi~J~ b-eau{iful~~.;~~_!’~,~~,.r . – with his charming wife. J$-~ ~” – – •’- – ·.rc –3-t~ “-~”‘- As a young man, Mr. Bubner, entered; interstate tr”rieking,a~~ ~” __ .- the onset of the· depress ion in th~ ’19~9 –,4;~30-,.jera t;. ~du~~Jd · . ,. … – restricted • operatio~s_ – ·- -. of his fath~r’ ‘s :fefrt£1-G-~r- . _. – bust’ri$-;;;·~:o·Y· — ,.,_ … 0-<-· “¥-. . ‘ . e’ . ‘ Hunner ‘ ~ – < —. E ~ ‘ For the benef 1 t of those who may be ftttur:e listeners of up-comlng recording; especially, stud~nt$ _of tran)Jporta,~:lon . • ‘f!· . . ; . ; . researchers, and historians of our American_ Int~rstate;, True~”‘!~· it’lg Industl”y, I wish to call to theti” attention of its ut&jorimportance. . . Few men have contr:!.buted as- much to the founding, ·legal Qirth, anti rise· of :t;odayts v~st inters~ate trucking industryas Mr. Buhner, His contributions were not ·only numerous, covering_ pr~cally all f-ields of ~he then new and struggling. industry; but the positions he held harbored key roles, which history has proven he was more than .a match in fulfilling, ….. And today many of his contributions are· anything but !tems; or topics, of the p~st merely furniShing dry material:· for students and histor~ans _to $tudy. Far. from it u 1 ar tne results . -, ~ of several· of his efforts E:niJ:DantlJ stands as Federal, State, ._. ‘-:: – ‘ _-(-; ! – ~ — -C!. .. ~ and Interstate Commerce ·commission ta·ws; regulating the indqstry~ Mr. Bohner, is on~ of onl,y thr_eE! r$11l&j.JJ’i#g_·_Autl:lors of the -ICC ·. 5 “‘ – . Motor carrier Act of 1935, which:-grant~~’· the ti:”fing industry~- itsr legal birth a~ industr·ial recognitio~. -The other two, are bolih –~ -·-~ -·- _,. -, , -:7 :~~- -~ ‘~1 Mr.,. Manr1.~e Tucker, of Sout);l~ . . his close and resoected friendS~ ;~ ·0,’ – – -__ :;.~_ Bend, Indiana, ·and-.~. Ch~stel” YooJ;e,;. of M~r•thon Fl~i~~~- · … . .. . ‘ . ‘ ·. ·.· . Before beginning this outstandin-g ldltrican trucker •s in~tervi~J,.- 1 believe it~ is. in’ order fo~ me tQ ·brief upon the higbft.ghts~cf’fJ; h~ fabulous career, which be will. b8 recording in “lin1ch deta-il-• . :=~. ·. :, \ ,., 10nrn r. t n~ rvlng rH recto r”;ln the AT As. l’ha.1 rman 0: 1:’fle Executive Committee of the~ A_’Kii:; He was thP ~’ounr1er of two state motor trueR aasociations. He; . . w111 probably be. best remember~- for his lohbyir.~g_ a.b11ities and accomplfshments. He took part in the 1932 lep-isl ative ses·siQn in· the state of In(liana whereby the railroads concentrated their efforts to £to~ east-~est tra”fic by passing a la1..,r in t’be state forever·- stopping . interstate trucking goihg from the middl~west to the East through Indiana, and in order to be srrr:B’·they won they put 2-~ lobbyist in that state and it was Hr. 3uhner, and his very close friend, Mr.- Maurice Tucker, Mr. Morgan, ‘of the Morgan Meat Packing of Indianapolis, anch through a young- State Senator at that time, Attorney Glenn ·’ \ Slenker, o~ Monticello, Indiana, ‘t>lho sponsored their bill in the Senate that these very few (men defeated _these all powerful railroad lobbyist. It has been said·that· that was the ‘Gettysburg Battle 1 of the Railroads vs.- Trucking, and M~. Bu1:l:_A;=r stoo?out for~mokt “in that conflict as he play&d a ~~rh~jor role in it. – -·- – ~- >: • – /- . –:. ,_. ” – -~ _ _., Afterwar~me, to p.ts- ch~sen st~t~ of,~;ntucky_ and – here his ·legislative ~a~O,inplishiJ}ents w~_re’; ·even greater~ . , ….. /;~~!~!:::i~f~!:;::~~~c::t::::e:r t:ea:g::el~· .~:;i~ ~_–~examples j)Y J¥id ·as’ a “resul,~<~ller, more than any man_, contri..;. i:. / < ; :; < , ·, . . ;?-~>- . _;.” butedz-eo.~~pf:!ning up th~Jt~r:>rth-South traffic from Chicag6.J. -· <,}ififf!f~,<~~:~~~:?”>??’ < . ~~ ~- . ;;.f .. ‘ Juhner and the ~Jorthern States to the Southern State&. And by the precedent setting abilities of.!”ld.s legislative ies in Kentucky,. eitht other stat·es. followed suite open~ng up the”South. Thr-oughout the South. “~,’ Back again, in h.ts organizatiq11r work .he followed in .the -.~<, footsteps of”” the immortal Ted ‘i.—Rogers a,nd upon Mr. Roger’S • death accepted offi~of presidency of the ATAs; therefore·, Tvfr. Buhner, .w,as the second: President of the AT As. During his one year term of office he based his platform on, safety, and he made great strides in safety measures of .examining drivers which still stand .today; such as, colorblind test, health, and.fatigue of drivers and such~ \ And ~safety program ha~ even, leg to today resulting -‘ in the Truck Rodeos that’s held annually around the, United States, awarding dri;vers· for their skill in handling trucks and for their safety in dri It seems tl:lis man’s contributions to · r·state Trucking we:r:-e en.Qless. After all_ of the ;battles of ~the pioneerfng days were over he then servect–ori th~- ODT· l ~ – j; -~ during the war. Office of Defense Transportation. And_ .; -~>~~- ./ . . – — -·~-~.:.-.. _._ .·while there he was responsible, to g:r:eat_ part, in’~th€:_: · . . . – -~ . 10-20 tire being average tra~ler •· — .- •l, we’ hope to cov~r all these’ J>.Oints.’with him_; ;W:hicn · . ~- ·”‘ Htl1 no doubt make this taped ·inter\f.iewf·rather lengthy, ~ ~ – hut it will be \’fell worth it. Ano last, but· not least, I hope at _the completiori.of :our ~- irterview, wnenever that might be~ 1:-h~t ·~e can read ln, . ~ ·.. ‘ .· . ,. or have him read in to the tape, what·becameknowp,·as . .• the, 1 i31.Jjl}ner Report, 1 whi<:h became a guide-line to: the ~. ——– -i~ e. }” ! – American Truck Associ~tions. Now that we’ve touched upon these high-lights, l~t ‘s go to Mr •. Buhner, ··and start I • our intervievr. He has agr~e~ with me that for the con- .;, venience of our inte’rvie’w· that. we ,.,ill atldress eachother by our first names. ~ ‘t lvoods: Well·, Ed, ho\’r dld it all start?-· Hm’l did it ‘all ••· —— happen? How was it;· that you got. into truc];{ing from :ant part in the tegislative and exec-Utive .fields· of American Lnterstate Trucking? … Buhner: .As Harry told you·I was. originally in the fer.:..· terlizer business which my lathe,:r organized b:ack in 1B89..•:f; . . . ~ – I actually started working f’or rily father shortly after. I was out of. higlrfchool and then spent a year or .~o.at Purdue. He then brought me into the ferterlizer· industry .- . _,.’ ~ – . ~ t’o help him to develop- the. business. About . that. time t_he ::r. · depression· came on and we “had. a p:r:oblem .of trying to kee,ph our plant operating because the· farmers pad very .. l~ttl~ ‘f;~, ·· .. (. _-.””” ·; : ~:. ·, Suhner . .,., .. -· ~ . ~– .,-‘:;_- t1 bushel. _Wheat went down tq~.~:~( cen~s a ,bl.isJiel.• ·> s·o there , • j_’:i”..?”-‘ .:_ ; • .: • ~..;;,..- • I~ – · wasn ‘·t much of a market·’anymore”; especially, ~hcri .we ori- · . ,, – . – -~ . ~ .. < •• -_.- ~;. ~~~~— -0- ,gina~ly sold feftilizer in carload lots. The Fa;rme~r ~ras · · ;. -~ – . . . ~ . ~ went on the road the hard rubbef .t.i!e hB:qn’t been too far <‘ i gone. You know, I came in about the tim~ of the pneu~atic … };ire in the 30s. ·And when they .told me~ o;t ·a hard .rubber – ~ … ~- •tire blowing up, I couldn’t believe::.it • r· said “hm. r1m_and blew of’f. They j4st. blew oft, ·yes. 9 So the pneu~at~c tire. o ,. (‘OU rse that \4as the hirh-pressure ·pneumatic tite, at · that t:\ me, ancr that I think was a;bout the first time we ~ . saw the dual tire on the tear driving axles of trucks too. Woorls: Now· that was sinp:le axle wi.th t’wo tires on each side. .· • ‘uhr:e r: Yes. • –C . ·. -~– ‘ . ‘jj ‘ ‘ . 1 ‘ I ·’ -~–( ‘- ‘ _; .j ,. – ; -: ~ ‘ ‘rtF-l Woods~ ‘!i;~); Now ~’t· ,~··:.~ these ‘\llere split, rim pneumatic tires. In’ other· . ·• ‘, (” . /-_s’ ,.·~ words, -in order to chahf”e •YOU had a split .rim that went ·-:. ·’ around. Did any of your drivere ever get hurt changing tires? I kriow they had a: lot of accidents; ‘.!;’hat split l\/ ( rim wo\.11&1 flyf of~. i3uhner: I don’t, recall of anybody’ being sexiousiy’ hu,rt on._· the road ·changing tires but. I do recall o~e b.;’Y ~~ing. fatality 1.njured in our shop by a tire blowing up oif’::c’of < · .. ‘ .. .,. ··~· )–::-\:, ·~ ·:/ ·: \ . • ., .. . ~~ ……. .·, –“,• ; ~·~ . ‘ :.!,, .. \ ‘ t'” ” ·- . -. ~ –~ – ~ . “”;.~- ” \ it. “- — l ~ I5uhner .. -, . the split rim. -” ~ ‘;—.-_ ‘ . Woods: Well, now that we’ve covered the· tire fi_elrl, what size motor did you have in this White? · Do you remember? The f’;lve ton capacity. ·Was it probably about a hundred and five horse power? Buhner: I don 1 t think• .I can remember that. TJ:le thing I remember tnat.this particular truck had a powerful enough . motor that it could maintain a speed of about 25 miles an hour with.a load. Woods: Tremendous, tremendous. Well, okay go oh Ed, I won’t inter~upt you anymore.· Buhner: ·It was through us adopting motor truck transpor- ” tation in our fertilizer busine}~S that during the depres~- • } I ion we were able to increase our business rather than falling behind. We increased our business and from then on we gradually acquired a fleet’. Qf our own and we then ,i~ de 1 _ive\red fertilizer all over the state of Indiana and some, in Ill:trois and some in Kentucky, and t)lrough that we ,, . finally be€ame the second largest distributor· of fertilize-r Primarily the result and tally l .. by the service that we were able to_give through trucking. .. \t~:!’.\ ,~ t’And it l’las this experience that woke us up to the possioilit~’i: ~r-~._:, ~~. ~~::- -:~~-): _ _,. , · … ~. · “”‘ · ,\'”. of :\n.terstate free-hauling. And that \’las rpy first experience- t·”- .,__ . < -~ ft’: ).·,- ·in _general trucking. Woods 😮 … You were actually doing interstate then. You.were ,.._,#- ~- crossing_ into Kentucky. \·r _r-‘ -\ • -” Jl– ni’~-r ;uhr;r:~r: :~ov1 be”ore a.11 this I might relate a little bitnl’01lt U1e trucks. t-4y fattr\er had the first truck in Jacksqn ,,”Y1Jnt:v 1 n thP State of Ind-lana, and that was primary Just r’or 1 oca1 hauJ ing in the communl ty. That was an old Reo-, ,_ 0ne c·x-J tnrier, with the buggy type wheels and the chain ririv~. And on various ocassions I got to drive,that truck. We could. drive it, ~bout four or five miles and then had to . stop and with the oil pump we had to pump oil to keep the • thing p:olng properly. Also another thing that might be· of interest was a great uncle ot”mfhe, which was my father’s uncle ,”‘built in the very ,early days, one· of the first s~eam ( buggies, pr_ steam wagons. He built his own boiler~ built the enp:ine and all that. My father, on a number of ocas_sions related to me how they would go down the road with this contraption and they’ed run about a mile and then have to stop and build up steam again and then keep on g:oinp:. >-.i:t Woods: – You ,.,.ouldn 1 t care to make a guess, as to possi”Qly • what year that was, or what era your uncle was doing that • .. – Buhner: It was before the turn of the century. Woods: We’ed say.in· the middle eighties, or nineties. Buhner: Possibly in the ninetie~. One of the things that Mr. Hayne’s, who built one of the first automobiles. He came to my home town of Seymour and copied the system l that drove the ·rear axle and he took that back with him.” That was the really first time· that my family was ever .,.,.- ‘ Suhner involved in transportation. Woods: So your unc+e really gave him the differentia1 of the car. Now the REO. I imagine -1J.f we were to judge would have probablY. been in 1914~ 1915. The one with the buggy wheels_ on it’ or maybe a 1-i ttle earlier than that with buggy wheels. Buhner: It was in my high school-days so that would be around 14, 15. ·_:-~ 1 _ The experience that we gained I – -~- by delivering fer ller quanities~ or rather in less us a way of definetly increas-. ing our business. we th~n bought . . our first truck f?:r ou_r n.rn selves in the fereWlizer – manufactur~ business.., a~ :that was an AB Mack, two and a hal~ ton that would haul up to six or seven tons. Then …….. ~ the_ cbmpany — that sold us this truck made an inquiry a;s to whether we would be interested in operating a truck between Louisville and Chicago. Woods: What year was that, Ed? Buhner: That would be in the early part of 1930. So after checking into the whole thing ~and having ·a very ” definite interest the po-ssibility of· trucking ·-w~ ;cfecid~d ·. . that we would take on ana;operation betl..reet Louisville and ” . . Chicago primary of hauling meat to start with, which seemed rather odd to haul meat from Louisville to the big meat town of Chicago. But ,..,e built a refrigerator and bought _, ~ . ;}.x. ‘cJ~·,np r 11 -r’ ‘f;f1.Ci\. whj ch was entirely on pneumatic tires of tbe t 1 rn”. T}ual v-rheels and quite a moderp piece.-of equipment. ‘”h1r. vHls the r.mly truck we owned to start with the,company,. that we then organized called, ‘Silver fi’leet !’-fotor Expres”s. 1 ·nr our sr->cond ;truck we–then borrowed the truck that the , fP.rti l j zer company m’fned because the fertilizer business. v1as a very ·seasonal business and we act.ually started operatinP- in October so we could use the truck approxametly three 011 four months before the manufacturing business would requ:trt~ :tt again. So then we be.-~an in the Common Carrier business, because we organized ourselves to send a truck to Chicago, and one from Chicago back to Louisville everyday. He had daily service between the two tmms. One ,of my brothers was sent to Chicago, who pounded bricks and knocked door bells in Chicago for freight coming into Louisville, and I pounded bricks and banged door bells in · Louisville to solicit the business going to Chicago’. And we were the first full time operators between the two cities • Woods: . Ed, how long did it take for one of your trucks to make the run? Buhner: At that time approxiametl¥ 12 hours. This service st~rted shortly after the first bridge was built across ‘ the Ohic River. First real motor bridge across the Ohio River. ~pproxiametly less than a year after that bridge was buil\·.. And· there were still stretches of unpaved 3\Jhner. — :_; roads bett-ieen Louisville and Chic·ap:o. Especially·, in·)iorth if of Lafayette as I recall they· still had t~erltyto thl~t;y miles o~ ~ravel roads • . \>Joods : Now, then you went on from there to include-more trucks. You enlarged. And what were your power -units mo.stly. Most people in the middle west started out with Internationals.. Was your truck, you said a !viEtck. He started out with Macks. And then we were ready to get our third Mack, and ~e Mack dealer at thetime, he didn’t know anything about overload operations. So he then sold us on the idea that· we ought to have a ~in drive Mack. An old AK Chain Drive Mack. We ran it about ten tr~ps and then we got rid of it becaus,e it would take us from 16 to-18 hours to run from Louisville to Chicago. Woods; Chain would keep flying off. 3uhner: Well we actually didn’t have any mechanical troubles because we got rid of it. rhen welwent to a BJ Mack, which ‘1-‘las really a powerhouse o:f _a truck. By that time we were· running two trucks· eaCh. “‘ray bet:t’leen the two cities, and the BJ Mack at that time :v;as able to haul very substantial loads because Indiana hadn’t made any restrictive laws yet on trucking. We were ableto pull a trailer and a four \..rheel trailer .back of our one BJ !•1ac k. ·• / Woods: The four whee 1 t railer. Now you had trbub le wi ttl – {~~ ‘ }_ . ! – –l{ : < .l: f • £ R .~ ·_,t; t hn t ,-qrJn ‘t yo~? 1 t ~ii-lOU 1 rl \’lObb 1e on the road ‘VJouldn •·t \ 1 ·: Tt “~>ta~w 1 t severe. He had T_railmobile trailers nr;rl th~y we~e qu.i te well envineered. Another .truck that wo harl in the early days was an .Indiana. Rut that was a. lr-:ased unit. A driver ‘Wlth his own truck, and I think that . was the f’1 i’th truck anrl from then on I don’t recall anymorP but we kept gradu9;11y adding … Woods: Now the Indiana truck was made. in Indiana, wasn’t· it’? ~\ulmer: It ‘”as .made in Marion, Indiana. • Woods: vou bought Trailmobiles. They were at this time. Th”e same as the ‘truck inqustry, the trailer companies were starting to form all over the country. :Juhner: That’s right … The ‘Ilrailmobile was built in Cincinnati, -and as ·r re~all ther~ was· one trailer company in Louisville. Manufacturer in Louisville. As a matter o+’ fact they built .our first reefer· tra.ilenthat we had. ~ . J..J’oods: You dE).n’t re~caJ.-1 .their na~~? ‘1, Buhner: Yes. The Kentucky Manufacturing C~mpany •. The.Y; are still ~voods: in business toda,y. vr—·~ ~–l– >GJ) ~ The Kentucky trailer: .. Buhner: .. . ~hey!re still in bv.siness·today. That’s primarily the history as +’ar as the operation North of the River is concerned. vloods: Then you extended on South? : + ‘ J o/ . 1 Buhn’e r: Then the next eip_~ion~- that \’le had, We sta7eu.: ~1ovinr-: Sou.tty. And there was a smaller truck opera.tidg :man. between Louisville and Knoxville and we bought hLs pmE;ql’ ‘ operati~m, as r reca.i~’it was a three’truck operation. Anrl we then started operating into the Southern territory. At that time there were no restrictive laws in Kentucky,. {- but shortly after we started the railro·~d _interests, who . ‘>I·'”>. __ were very po\’rerful in the legislature, they .forced some (~ . ‘ bills through the legislature and cut o-qr gross weight do~m to’eighteen thousand pounds. As we·operated under tho~e conditions for quite a few year~. We operated tt principally with what we referred to at that time as~ ‘cracker boxes.’ They were· straight trucks that had a ~ 14 foot-body on them, and finaily we were able to buy S’ome trailers built by trailmobile company that were entirely_ aluminum. The frame, the body, ?-fld everything was aluminum. With this gross dead WE!ight,- we wer..e then able~ to haul. up to. f1 to “t) ·thousand pound pay-.aloap. on our trailers, at that time. Trailers and· tr~cks. Woods: 1-li th the Cracker boxes Ed, you had a hard time . pay1ng thedrivers, and paying the equipment, when\~u “‘ kriel<~ you cou~dn ‘t haul enough ,.,eight, due to the railroads. Buhner: Yes, that’s _right. ” . Woods: Did you ever,have to _renig a.littTe and dverload these traile;~, or these straight# trucks, \.r:d “try tp make ” .– ‘/ ends meet? Or did you, as someone ~aid, were you a do:. : -.. ·~-· ;J .. .. . l”l r anr1 e.h 1 tie hy ·th~ lav,rs one hundred per cent? · • w~n the la”VlS ‘tlere senseless and no one .. could hA·rr, Rhided by them one hundred per cent. They were l~ws ~ !. ~’ wr1tt~n to restrict us entirely out of business. That was thP p\lrnose of’ the laws. Woods: ‘i rm answered the,t very good. Very well at least .• :. ::()w’ :vou are touching on one of the omost vi tal points of Amerlr.an Interstate ‘fruck History of which 1<1e’re going to r:r,n i.nto much oeeper. r:.ut you would say that the railroad . . lobbyists with all their power, and people must remember that ·at this time the railroads ,.,ere upon with awe by the c1.tizens, and trucks were really you might say_, from the other side of: the track. And·you would say the railroads earliest form of attack against trucking then was to go into the le.gislature and push through bills that kept the weight and ·length laws down so .low that the trucker could ; ‘ ‘ not ~~ul enough pay-load or rev,enu~ operate long if he abided. by the laws. Would you say that that was the railroads’ formal attack to begin with? Buhn~r: ,;t\~e-s. .They had a two pronged attack. Th~ first, ~ – ~’. . . place was the ~estricttve weights_, and then the power of t·axation. 3o they had a t”\oro pronged attack. First they kept us fiom carrying payload’s and keep our payload ciown to a rninimum, and then the restrictiv·e tax against it. Woods:. -Nd:w, Ed, on other tapes I have the minimum load. recorded several times. You’re the first to mention the .. I :’uhner -:- ~- -~ ‘. power of the tax structure to combat and drive you out •. Would you care t<;> go into that _a· ]it;tle: bit, a.s a compa;ny owner, how the taxes of the rhllroad lobby • . Buhner: Wel·l, tl:le princi-pal attaGJ.\_ in t.he way of taxa- . · .. : __ .., ” tion vras to pl~ce on the books a rrdlie~e tax •. A ~ileage -~~,11- _, :,_ .. :\~-.. ~—- _–~~ ~ -·-_. – ‘ tax placed on so many· cents per· pou,n’ff”which brought your -~ : ·:- – ‘ ~ mileage tax up to anywhere·from 5 tot 10 cents a mile besides all the Other.taxes that you.ha.d to pay ~on. Gasol~ne taxes at:td all various taxes. ” \voods: Pi ve to ten cents a mile,.· Ep. That just about :;.~\ ~-· broke ‘the camels back didn’t it? _Now ‘at noon lunch today, you mentioned something that is of very much of interest ;! to truck historians. The c·artage meh, who definitely ‘\’Jere ·’] . with railroads. When you ran~in~o Chicago, did you run ;.;.;. into a little opposition, pot on~” .from railroads’ but v — _ .._””.;:-_,_ from the cartage men in the big. ~tty·? -.~ . -., –~ .. ~- ::;;.:,;; Buhner: . Yes, we had a. very interesting tangle with the . -~-~ so called, ‘cartage boys.’ At least we thought it: was . . entirely the cart age boys, but no doubt they:_. were backed . – -~,-~– ·· … ·\. by other int.ere.~ts besides that. We were tolds~~t,Qat ~hen we came to Chicago ,.,i th ou·r freight out of the ci ty'”;·ol bouisville, that ‘ we cquld come as far as the IllinoisIndiana State Line. ~ . -;· Then the cartage boys would take ove~ and they would del~ver our merchandise to the various.· people in Chic ago. And they ,,muld make pick-up and deliveries for usand.bring it to us at the State Line and .. . • .. I f . . •. .. ·~–~: ., . . . cou]r1 haul it back to Loui.Svi11e. · Tha:t wa:s an • 1:1 rrn.nve ~nen t •that l>~ould <have· put=”” us.=”” out=”” of=”” p’usiness=”” v·ery=”” woor)s:=”” hm=””>~ dld you get around .this? How did you. cdmb?-t . -…. th:1 s? It must be rernember~_d· now· for ·the bene.fi f ,o_f the 11 steners, the cartage men were all ‘pot<terful ‘in=”” these=”” -·~=””> cities. They were the ra~tlroad s deliv.ery boys, you -might say. How did you keep f’rom allowing ;them to do this to · :vou? Buhner: They were, as I recall, 6 or 7 of us operators. • < In those days we were all small operators. \Vle finally decided that we would go to the federal court- _and see if -•-: ,, ‘f i / / -· we couldn’t get an injunction against· these powers that i>~anted to take over. We were that time able to· emplQye.e a very efficient attorney and we went into;court and first ,.. – . – we got a temporary injunction and latter on the fed~ral ~ . court gave us a permanent c..· ‘ injunction becaMse the thing that\ ~ . – 1 .. . . < was being impressed on us was im:peeding ~nt?rstate Commerc~;: And after ‘that .-if was never questioned anymore and that ~ ?· -. ~l • • 15 • – ‘ – 1’ · • broke up .the idea of us being included “\~t’h the. cartage . ‘f._· < ., t < boys -in Chicago. · Woods:. Do you re~all the lawy,er that defended you irf that~ . ·~ – case. That represented you? · : Buhner: No, I don’t.- .- Woods: You know this is very similar to the, ‘Noerr·,’ · “‘ .,_- -… . ,_ ‘• <. Buhner case in Pennsylvania.· The” Noerr Truck Lioe that sued < • Railroad’s President ts Conference. The pre.sidents ·of the different railroads were constantly ir.rltating and disturb-· inp- the ·No err Tr’-\ck Lines and ~they did the same as· you – -; · .. people and as you c;::olllilion carriers.they got relief from the . ” State o.f Pennsyl variia wher’e the railroads p’:residents cmildn 1 { bo’ther tne ·trucking in the state~ When was that Ed, around ·’ – 1932, 33, that that took place? ‘ ~hner· Yes it C·OUld nf1Ve been back in 1931. Hoods. . . ., • remember ‘ I can talk ab6ut it a quite a bit. Of course at that time, Ed, we were hauling out of Chicago . to New York, they didn’t seem to care about us very much but we knew that y9u boys from Hi_chigan and Ohio was running in there.a lot, an Indiana, and we. heard that they were going to’ stop you. ‘ -rBuhner: Y~ah •. This time most of us boys running through·· ‘ ~ Indiana and of course those coming from Michigan, they “”‘ -.. bad to c6me through Indiana.. And one company, McNamara, . . that I recall was j_n·this group and a couple of other f1rms ~ ‘ I think# frorri the Graiid R~pids area.~: I remember we were . very highly elated that-we won that:case. “‘ ~ Woods: Another point that I woulq like to bring out here. f You say that you w~re pounding the bricks in Louisville· securing consignments, o.r loads of freight ~or Chicago, wile your brother was in Chicago pounding the pavements and knocking~doors to secure fre~ght to Louisville. Now · •. -f-· – ~- ‘ thir. \•!BS 1n l(no. Xow ‘Vle 1.re all a’\>lare. that 1930-the \’!0-rst ,, / . . rlr>p.rl’lssior; that A’m~r-i~rin ht:<i~ry ever=”” ,rec.orde?=”” w~s.=”” rea}j,y=”” .·=”” fr:=””>tt1rw .in a full ‘svTing. I believe it hit .it’s lowest· r?hb. 1n 19~~. but neverthe~·ess in 1.930 i~i~ap pretty heavy; .T t A. rrec te-d everytbing. Now, you m,entioned earlier how — the 1ess-than-l.oad; the … iv’e tons of fertilizer delivered to· the “a.rmer in a hurry ‘ias·service out of this world andthe:v wanted j t. Did you have trouble soliciting consign.- ‘ ‘ ments f’ro’n here to Chicago,. or di_d your brother have trouble soliciting? ,. ‘ Wis this new syst~m being recognized? • Were yo~ ~u~fering ~he depres~icin a~ a new trucker the same as other business? ;~ost of the men that I call’ed on personally and the farms th~t ) called on personally were glad to have ‘ this truck service betll-r_een the ti,ro cities because they ‘ had their orders quite restricted too in those days· and 4” • ,__ • they were buying less quani ties ·al;ld ~hipptng less’ quan- . . . ~ . }:ities. So’-it was a pe;r,!’ect .ou~ fo~·th,em ap_the.time and,: “it helped tremendously in solic~ ting o~sine~s. At the ~ ‘ ~ F \. }q;; .. \. “- ‘ time we hauled at rates comparable ‘to ra11~6~~~’~·r~t~~, ~xcep~~~z_;;~;. that itJe made the free picktfp and delivery-.” ~Wb~-Te”l the rai}.- y . • road-s were still charging their station to. statipn ra:t~c,:. ~: ~” ·”‘ . and then their cartage {ch~nges were beyond that yet. . \ Furthermore, we were ruhning from Louisville to. Chicago overnight and railroads ~or tne L ·c L, that’s less than -, \ – ll).hner ~.: ·:;: ~ .· r,(. ~,· ‘. ··l; . . ;-f;_ ~; -_ , .;r- ~~:t~fa~ quani ties, would probab~~ ta’f/ them at,~.e~st ~ . ;tft,·e,r:; or more. So we were o Pfer_ing tM.”o. things:’ we were ~-, ;.~t~:i;:/-‘i;~· , 1 ) • ‘t ~~ • –~~ ” ‘-. I ~ • .• : ) . :QJ’f·~ring cheaper, transportation, and;. much quicker trans- – :{._~-: ,. ~-;~-~:-~– .~ . ~ ~ ~ .· .:.~,~~E~~ t ion . -~ ·. · ·?~tt~&~ds: W;ll, it/ :as often been sai~ that trucking is,a -~-.. :it::-{:~~~r- ~- ~ ~· ,_ ·; .. T b?f-oroduct; the great Al’l\erlcar Truqk}ng Interstat,e System, . . ·- ·::-. ‘~ ._-· . . ; ~ . “” ~ – . j _(- – ~- -~ . ‘ h’bt cartage, is· a by-product o·:- t}fe ·depression.’. That if~- ,_~- .-_ ~-~- . the depressiOJl,·hadn 1 t. of come along th~h-~·U<;.king might .. ~’.have not have_ been recQg:n:l!~ed for .several more years 1 f “:·’things had went~ on \Ali th the sa.rn~l boom. I th~nk the depr~s~~on had a great deal to do ,.. . :. · Woods: Had a’ great deal to do ‘with it • Well, no’\>r we’re . ‘ ~ ,. ~€tting up there to where something had to be done in the way. of legislation and· I know• that yow played a very . . t • . impo•’rtant role’ and I know it Is a. very interesting story’ – ‘ll• ‘ . so I’m going to enter this subject by _asking you that when I ~ it was decided that something haq to be done, ari~ how ~ come that _you -~r._ ~d_ Buhr’l~_!’_J~en~~_Q__!he legi~_:l.._?-~ure instead ,of someone else? – \” How come·’it was you that got into . ‘ ·” the heat of things in the Jndiana leg.islature? Buhner: \’lell \’lhen, w~ sort of got· into gen·eral. operation between the two cities we th~u~t we had ,a ~retty good future ahead Of .US because trucking was beihg pretty well . ‘ accepted by customers so -t;;he manufacturing business ·–was .. not only cfn ‘the· too much up and up because on the account .. ~. . 1 .. –~ \. ~ • ,_. ; : r. r”‘ I l.fl’.’f· r·wJ\Wil rri0n0:v to ·huy a lot -· . 14′ ‘lfl )IJ” h1lnH•nsn, About this time U1r> trtwl< ‘lnvn; that the competinfr, t.o ptwn rwnJ nst thr.! tr,lck’in.g :industrSr-:. ‘.’:And ~o·.·severaJ..~~ ~ – – ‘ – ~ ~ . . ;: . rjPVI>10p0 [\ /:1 000 str.onp: truck organiza-,t:tori t.o look ·arte.r our n ” f’al rr;, and :\ t wa.s f’i rs.t 3 or lJ years ·that we oper.:. . . – atorG had to do the WOrk OUrSelv.es·’ as OU!’ ass·aciation:. . .. rJ1 on I 1.J })(We enOU{)’h tnOney; tO hire Va!’:i.OUS peopJ.e • . • . ! .,. who was with the bunch ·rhat H’as when·? About 1932? . . .. ~ . . . . . . · … , Buhnnr : . . …_,_:;;;;. ~~ lY’as t4r. by the namE(of -~ . -~,.,;> .• we 11 blank.e~ted the Piiiddle , part of” the·. ;st!lte / …… .. – ~ \ – —-.- ~- ,_-_” ;~~~x’·:·_. – ‘\ : . >- ~\ p- ‘t:he area from Louisville that area. Mer~e Denny just . ~ ~ .· How do. you spell his ‘ Buhner: -~ D-E-N-N-Y. Merle T}’fe three of us then organi:z6,d hired Mr.- Sa:m HaCldEm, to qn; years later; Mr. Sam \”” .. ; Indiana Highway Commis~:;ion. Mr.~- Hadden _most of his time on highway “mrk.: -.-. 0 ~ A year or so before that the Ind:iana L~gislature -~ ,!Jd1f.Ced the weight limits on trucks .. ·.__ after we had started in business,- ‘i;,’;.= ~ ::< with the-ir secpnd attempt to trying to- pass -a mileage tax “‘- ~ . :·’the re~l battles started / / “- Woods·: So riC>w with ‘battles begi’n. ·\:..’ – ,• J”\. – ‘· –~-. –~’ -Buhner! – , tax and 1 0’~-<1 w~i~ht la\-ts. WPre rorced to go out of 1ip j nto · Indj_ana to str:ivtnp: to tie up Indiana, the middlewest off frOm the Ea~t (-‘”‘\ pJ an of’ attAc~? :suhner: · That was their strategy.> – Woods: You might say if this was ~ he would· say it was ‘the pincer system. , Uuhner: You see Indiana is the principal state beb..reen the East and the .West. -….. Indiana you got; number 20 . .; ”~hich was Transcontinental; –: — -t . -~ ,You ·’ number 30, which was Transcontinental. _ ivoods: The old Buhner: and t’hen operated_ Vincennes, Coast. ·So Indiana Therefore, ~;ft wa·s. ·a us •. · Woods: .6 in Coast. had .( ·-,, J~uhner, Buhner: · Yes, that ro’ad was . “‘- Woods: Now Route out, was the first g~vernment ro ~altimore back after West. It terminated at St. Louis. Buhner: That ‘s right • Woods: So, they were buildi-ng up . . ~ Now, they brought in·; lobbyist representing all 3uhner: . – – . – -. – were bumping into them everytime-we turned around. : .. – ~ .. Woods: the back ground. We knbw – – – – why it’s such a hot potato. And formed and your/ side~ there,· Ed. Buhner: .·· The opposition of would. put. fiv-e ce~t_s _a mile’ the maximum -pay-loa? of ahou.t ten tor1s:. •· lvoods: Ed? Tucker, v;P;.t !’D r·ar at> “rom South -,end – he had to run intQ Chicago l (> ~!fitJt so ra.r as to “ind out how much it cost per mile ”rw a cone rete base, and he f’igured qut that in so many :·1umhr-> r o ” years, I think it was eight years” or so that 1·1e roulrl build his own road from South Bend to Chicago.,.·. ~.Jar; this .ever brouf”nt out by you fellows that you could hld 1 d _vou r own road? 1luhne r: \ve J 1, naturally, “‘e talked over every angle that we coulrl possib’ly think of, but that \’las a terri fie fight. That was one or the toughest fights that we’ve ever been in. At least I have ever been in. They introduced the bill j nto the Hou·se and it went through there so fast we hardly kne,.., what had happened. So we re·ally had the job or stopping the bill in the~Senate. Hoods: Do you recall the State Rep::-esentative in.the lower House who.may have sponsored the bill? Buhner: No I do not. I don’t know. It”s on record somewhere, but I don’t remember that parf. 1-‘loods: Was Gus S·lenker still a State Representative at that time? Buhner: He was a Senator, at that time. And I’ve even forgot ,..,ho was Governor at that time. But the Lt. Governor{ he was from Salem, Indiana, and he wasi~fa Republican and he was quite well kno”t..rn to us, and quite a number of-the Senators were pretty, well known to us. The bill mov~d right along in the Senate and finally came up ,for final :uhner -_;;_, tryin~ to muster all the votes we possibly’ could get, to de<-eat the bill, and we were, as near as we’ knew~ six v6t~s ; short. Our problem was to try and see “fhere .~ie could find the 6 votes. It so happened at the timethat·Mr. Ivan • > ~;1oreran., \’rho was chairman of the Republican party 1n the State of’ Indiana; he operated the Horgan ·’Packing Company, a very large packer of tomatoes and various farm products, and they at that time had also adopted trucking as a means of helping them in their sales. They had a pretty good bunch of trucks. Good trucks too. Yly conn~ctions with him were such that I could very cea~ talk to him because he had beeo a g~od customer of ours ) in the manui’acturing busineS’s. Pact he was almost a neigh- • bor of ours, only about 20 miles away. We had other things in common. So he took it tlpon himself to see what he could do. And finally he came up with the answe.r there were six votes, who were prohibitionists, and thei~t~·~as a possibility of getting these 6 votes to go ‘our way, and if we- had =these – -~ 6 votes we would at least keep them from pa~sing the bill against us. ;iiSo quite a bit of work was being done on that ‘~it~-·- . and we never were too sure that we had the votes. \-le had been promised that they ‘t•muld come our ‘t’lay, through,,_Mr. Morf~an. Finally, it ,.,as on a Satu!day morning and the word was passed along that the truck bill would not come up. So most of the men in our opposition decided to go home. rfl1·l,d o.nd sa1d, •rome on over, we’re roinp: to call down t 1 v'” 1 •111.’ ·: r’. ‘·~nrFOXl, bP inp: the Chairman o t the Republican· party, awl the Hepublj can party being i,n control of the Senate; s0 we rrot the messarJ'(~ :·rom him. So we all proceeded to r’o har.k to the Senate and 1’1r. T’-~o:r:gan stepped up to the norl1nm and Edr-ar Fush, was the Lt. Governor; of cours.e he m~ecl hts appointment to :vir. Mor~an, as he lAJ”as in the aame .. district.’ A~d all oP a sudden the Bill was called up. The Vice President called up ~he Rill. As we were -looking around the room we saw that there was a possibiiity of retting a tie vote out of -it. But there was one Senator was gone. Hadn’t shown up. And somebody told us that he’d put on the, ‘rollerskates.’ I think that was the term they used in those days.. So’· ap_parently the opposi t1on ~ . . weren’t. able to locate him anywhere, so when the. vote was ::;.- called, the roll c~ll ‘t’fas one vote in favor of us. We had killed the Jill. And it was that half vote that helped us. Then Mr. Gus Slenker (Senator Glenn Slenk,er ~ who 1-ras the more or les~, one of the top leaders in the Senate, ‘ immediately placed a/ ‘Clinche:t;; vote, ‘ in, ahd that was gaveled through and that was the end of it, and we had ‘…. ,.,on our battle. We were all perspiring when that Bill was – passed. And that more or less broke the back of the oppo~, -,__:-:_, ,· ‘ — ···~~···.30 I ! sition prom then on out. rrom then on i~ took year& and :vears, but after .that we gradually were able to improve our position in the State oP Indiana. . . \ Woods: Hell,- not only in the State of.Ip.diana, you broke it; of course they’re still fighting. I3uhner: Oh, yeah. Probably always Will be. ‘ Hoods: What is the old saying .•. lobbyists, bill, . ~ ~ . among ‘Old or ol~ wars, never die. 1 3uhner: Yes. Woods: Well, I really want to thank you for that important phase of American Trucking. Interstate Trucking. I have recorded cartage men: Big cartage men, who, Ed, have told me that they didn’t care to have this revealed, even though they were putti~g it on paper for many years, but they were told to cqntribute so many thousqnds of dollars for the Indiana Legislature for the railroad lobbyists to get to Senators to vote against it, and they said there was thousands of dollars spent under the table t~ere. As there is in many things. Right nowwe gqtta scandal like,this going on a Presidental standard, but I mean this is well lmown among lobbyists but even with all of that this back door, old delayed tactics that lobbyists use so often and legislators of ‘tvell, ·’lets all go home .. boys.’· And they don It go home. They go hide and then they -come back and . stop the clock,. I mean by stopping the clock is stop the ·-clock. on the wall so that it doesn’t strike midn_ight; it’s –~ ‘ \-Jr.: ~ ~ Ed, you d j_dn’ t te 11 one thing about this, – ··-·r:, t!J)tWh you v:err~, as I understand the story from other :’J)\J,~cr·~;, you anc) 1 ‘: ‘:’hr. ~·r:: \vas another i\uhncr: Sam ~31. or; s e r • Yes. The three of you were the men -v,rho definetly \ . stopped Ingiana. Buhner: ,)i t-l@ • I suppose tviaurice an’d myself and Mr. Slosser spent.-qractically our entire time in Indianapolis at the . ‘ time that the legislature was in session, that was close to 60 days, and \ve just stayed there. lvoods: Yeah. Now, Sam Slosser.. What. Did he have a ,. trucl\:ing company? Buhner:. They vJere ·a~ They had all the.;” Not a, ‘For hire,’ truck. They were a private trucking company and they v.rere hauling eggs and butter and all that through and through all through the country and; they 1Afere doing that primarily i.AJi th the farmers. – He v-ras called the eggand butter man, and they were very prominent at that time through the State of Indiana. Woods: Now, at this time, I believe toe trucking industry coast to coast; interstate all, were hauling, if it was :…~ not 2% of the freight, it was a little less than 2!}6-of the ;-: ~ .. LUIDer P. l l freight in the United chunk_, and canal, steamers; and yet effort to stop you .. selves knew·_ \’That tru~l{ing Would you say that·•s true. or Buhner:. Yes. They saw the of fast deliveries man said-to~me the other mind. ·Of .. ceurse. we were people ~iked to do _business or less in pers_::>nal· contac~t knew most of first name~ And vloods: . ·No:w,, ciations were … l ·.· HruJ b rokf!, an you say: ‘ .. Dicl ·you Jt..unp up tn vreightlat.’ls. · . L .• stop them. Did you CO)Jle oack 1 awr:. and length laws? Buhner: Well, we still.had :tn the legislature .. after that. fight becausewthey were always Then v1e _had the problem of talking to ‘the: Senatprs Congressmen, and Rep~ese’ntatives ·and m.ore or :less . knm,r l’lhat the business was. -;.. 1 . . Noods: Yeah, you had to educate ,them. _,. –. “~-f : _-. – – there you ,iust ddh 1 t. kill keep .. there ·for ye.ars. So yo~ were :·;j}ri,:_ the .. years off and on. Bulmer: lve stung. th{m like a —· —-~~~~~~~~~~~~~~~~4+~4¥~~~ stung and they I’edoubled their . by that time we were able of thinking; and.the fact . ih the;i.r effort- made WOods : · \VelfL; theyi were af’ra:tu- .·,::- their small toWp. ha:d-:a railroad ~-7 ~. Buhner _they might· n’ot be’ there this true mi1e, in if:J33 .. with .. attack by railroads~;- did· that fi that go dowq .the drain with . . . .• . Buhner: That was tHe Bill Greyhound Bus Line . three vote. And I·. remember,. r1/a:n · Bowen; top vice pr,e~ident·s·., coming ~ . .. : ,’>if ~you ‘y-e got t. .v·o~e o·r It isn’t too-much is -thousand .. ·. :,,,: __ _ -, – ~ nay, politic ally, than we, were Jn that duri.ng the term3. of Paul- McNUuu-,.-o_..,_ … ne:rn~·t;;n~~-cl)_ef(~O ‘ f:. ~ – – – had c:-bmplete control of \’lobs:ls: vleil, the;y ·had . . , under the/ De moe rat_s at’ that . . . Buhner: Oh,- yes .. · – Woods~ Even thuugh the Democrat ‘ ( R:t_i.i·~d. the Sam Hay:Q.urn Bilt • . , ‘ Buhner :’. . . I .. i’ ~ut ·we have been. . f .. – . . ~ – ·, – legislature th·o years la\ef. the~ as-ked ~s if .we. ~ ~ . . ·. – ·- .-“- ~ –?\!.” fi._;.-~~~· . ‘. ~;_, ·_ – – ;tnterested in ·suggest:Lng smnebody fqr the~ .Road.s in-botri·the House- and would be very glad to they asked me Little’ Joe BurJJer men got the nomination. So with those two men having the Roads Committee in -each ~ouse, our hands were strengthened a great deal. Woods:- 1nn~>r.~~n~> to Btart wtth~ .. At .. tRat r(·::tr·ict1•/e truck. ltJ~t i rli ‘) tlw btHJ lnen n ·and \’I ere operating ::ar;}wl l 10, ‘l’ennerJsce, Ill. ‘!’or\n_r-!n nen, the 1~ni l.roads . ~’lent_· to’ the: legisla.t~re put -1 1a-…t “‘fJ-n lB,ooo lb. gross.· Which mcan’t (‘0\(l d operate wcr~- -sntall trucks t'{ith 14 \IH’ n1 ck:..named, ‘Cracker-boxes. 1 And in . ~ . . . . . . wt>rP able to ()perate a small trail~r built entirely out .. of a1umJnurn to hai1dle merchandise with ·li littl·e bit great,er. ,. __ dens 1 ty·, and that . did_ not have . the w~ight· per ·\’lafi, more bull{, At that particu~ar ti,ne there . znt:ion of anY. .truck as·soci&t,ion in’ So \lvhon -this law wa.s· passed _it w_as no opposi_tion, at operate· under these .terrific·· h%~ei:i6~ps. we r;ave .some thought of the H:tver, but·we to breaking. ~veh on. . Then as :-_·. ” t- .’. – . ‘ .. , Buhner “· was not weight laws. And at that .time we, gra.~_-.\A._ Q.J.;..J;j . .-.- – ·as an industry in the – // . / them some _opposition., – Ji quite a few ·years·. a law ‘f . of all types’. of highway . ..,- – violations or pasl3enger ‘ l’le 11ere victims of this f-‘lost of living off the trucking over which we ourselves l’leen Nashvil~:e, Tenne’fjse’e and neede_d a new fire department. “:. \ the Justice~. of tHe Peac·e ha~ thiEf a toll 11a:S .extracted: f’rom -aimo~t ·_ through the to~. til~L they · h?,g:,_· >lli! ‘ . up aga-inst. . Mariy times in heading _evening point f::rJOUgh he WO. (_;(] h:tB dUG-S. There v1as quite a.· ~acket J we v1ere approached on tne th:r:ough if ·you’ 11 put those things.- We had time we paid a very exorbitant . ,- ·- So it was rea~ly.a treacherous.;~ isn’t the right word •. It was really-an _ordetil tb _,:_.,- look bacl< I’m wongering if-.it 6ne thing that did happen ou~ state in the, what we call the· C and Chicago, I operators, but only- about,.·fbur or five. ated into franchis-e truck Buhner· ., . it. . . . ope·rator, v1ho v1as als.o running and .. ,Huber Express, the.y.and operatorq out of this city, – truc-k operators, but ‘Very so restrf~tive ,_· and .there weren 1t the-smaller· towns of Kentucky. We finally were able happened that one .of these the State of Kentucky. He had been a Senat9~ ‘be.fore and prob.ab:Ly was one . . – . ~· . . . .· strongest political meh ; ~. 1 • . . – ~ • _”‘: .. · respected. Very ;strong man. He ;be.carne· Governor after that he bec~me UniteQ. . . . ·When he was a young_ man, in / he lived with the Rhodes :;: through . college’ and. all that.~ • . _. ~ . . ‘ . .. . . relation~hip ther~~ age·, and tH~y were · asked Doc Rhodes to- tread up_ our to see .. up the -~ ;-;._. ‘-~ Ear 1 · c 1 ementi .of co~rse · befng f’urtMe rmon: tho . ‘ ~- f” v1ar; thP head of the ‘r-oba.cco ,. and they .were a pretty strong ~-So, through Doc ,· of us. We started our work. then ·Senator, agreed. to map out the p-~,ognS:ih :as– to vre were to do, and how we \’lere to. do ~-t~ _ : ·.l – ~’ . instructions, and Doc Rhpdes, bel!lg pr’etty ‘ , . ‘ ‘ . minded himself and liked politics, :qe decid~d’ td:go . . ~ . – -_ -. worl<:, and we had a primar;’t · ,. – • l Senators that had· represented the ·railro:ad.S.-‘ six were defeated. legislature. We So then. we were. in’ the: In low down State of KentucK:y; becausethe claiming this.and ·that • we had i.t had ~”-· reason t f'”3’W• r•nt}IPf’ pr;rfJO'”‘tf1 t , J.• .,/ I •, .,/ .’ • 1 1 ~ 7’· r~: F 1 •!nP r t ~~ r’ rnport and I stt 11 . ~ ‘ . 1 flntu,..1t ,_ there Vtere some recall I was the ~nly, ·1For operation there. Now,· some the Motor mar:ae;e_r 1n Little Rock, Arkansas;.- my ~s-sistaljt i ·was} a .;; · ~fel.low by the name of, Eles· Lot?-gani9ker. state ‘Commerce Commissioner. been a pract~.cal . truck operator. way, one of’ the O’Neill boys was.th13re. you about: o’Neill :boy. He then there was a .fellow by the name Edmond Brady was an ,-A:ttorn·ey out .of: sented a lot Course all. · What. wottid- be.· one and._ -. – ‘ . ·-~ . – . would be a. two,; ton t:n.Uck to ~ .. _. <._· :. ‘·. c.~;:· . – at the ti1lle,- . . ~the . – w~ .c1~$~ribed:tt>.e.~·-ea.pkC!~:ty; .. ‘ ~ . — . – – – “-,.~ . pf/a~ ‘ -. ‘ -· Buhner the “‘eight that -. . – ~ . truck op~rator b:y,th~ name· . > _of tank tru9k ope.rations. men on his sta.ff: ‘· conferenc~ . . . – of a truck by i-i:;he tire carrying ·capadity ,th.a,t: the . • ,• I — f • !: .. , • _·-; .. had. Translating this. mean t~_that:·~~-,~that till\k. th~:}&e>E1 popular tire ·on a transport truck wa9;;=a,; ten·.=:h'(l,t}dred .by\ twenty, (10~20), which .had a· capacity bf’4000 po~ds.::· So, when you had a trailer pounds. s-o when you ha(j -~ four tires, capacity. of L~s~qoo pounds. not have duals of,l:, sp~ actually approxiametly 4o,ooo po~nd~. – l ;-‘ . minimum of 40,000 gr_pss pounds .• ·· ·, . . That mean’t.t.hat Virginia, r;rexas, . …;,. ” … · .’After ·we .h~d ~0.(4;f’.~~tedl: ·~-quite • -: . – ‘. : -· :t -· ~– . ‘-. : ‘ · · …… -had been· .: .-~~’) _-_—~ ll3,tJ Oll fl.(‘,llinnt ·.the truckingthP l (‘ fYJ nl flt :t ve 130 B rvi.on and·. ‘yre . . . ; \. to try [;l.nd defeat . about the brtdges bclng – ·J . to carry the loads, ang ~ Stevens, . the prepared the te.port .fo:t: railroads had sa:ld; and there ‘i’ras_~ the entire report. His name meant a great deaf,; .and it was accepted by the legislature. Then· \1hen the . .rail,;roa.d lobbyist’, ap~~~~~tly _an old who hadn’t kept up, made a lot that time, the Chair.man of the and Refining Company, industrialists in.the interested-in Federal of \vor¥ for us. He . . said, I.Tbis morning L & N Hailroad, ·and r • ~ anything. the; opposi·t-+on ti?-;rew was finally brought’ do~m, . . >-j-~ . . . ····-··saw what t>te l;lad ‘ . – . : – . . . -l. . ‘ ; Buhner L All of a sudden they ‘al.l ~bec’ame • ·_·. . . . friends of ours. rA.nct we then ·pa.. we prop~sed ~t the time witJi an ove .··”·l …. ~:.-… ” ……. Later on, one story of this time the L & N Railroad had fight in e-ighty years.· ‘And ~ :. have been able to find 0ut that was trhe-. . – ~ time we b~oke the b~dks of tu.re in Kentucky, and it has stayed •. ‘l. The State of Kentucky.has proe.tpered ~I . ‘ lifting of/the-truck laws. getting nice indust!ies. industry. industrie.s – . ·. . . ; . f . -Downstate. back- hauls.. . It :rs one of the .. yille the ; city it i’s today. ·I . – . ‘< . – – . . . . – ·, – :.~ ._ –~:.· . I’m telling· you here:cndw:c;’took job •. But, we got· .it done~ . i – Woods: Buhher: ~late for.t.:i.es.. ‘ ‘])hose 10 :years~ . ·•• 1’ . – .· .\4ood’s: .. Well;_.not: C>nl;r; ·has .. it Buhrier on dovm and opened up_ . ‘ and . ,J nc kson, M:ltJsissippi ,. an<:r theset(;l:t~>VirlS_’~t’b ~ .I I . · ~” · t . ‘ . . . or lenn b1ocl{;ed off· here ;tn r.-· !3uhncr: ‘los. ‘rhen ·shortly State then went into a 1ot of toll_roads, and opened up to good highways. ,.· When w~ ”brigina’ily . . -!· •… • – ‘• . .in th:’ trucking bustne .. f.lS here in ·’ ‘~-~- •. ‘• ‘.J’ therec•was’n ‘t a- concrete high~tay, lnto 1-ouisville fromthe South, .here and there scattered Carrollton is it had a four lan~Jhighway l:iy commissioner’s home. · – ;_.J – Woods: Buhner: .Well, yes; WoQds :–.. That’~ -li_ke _ tney opened up of his home. . .-. . . . -three cl~s~s And i. . ‘ Buhner gross. But would be very da~agipg,- but It’ _s pro~ing the gradual we cities then .came.· in • connnuni t~.es . . Woods! ·’Ed ~. ‘ . so t•m· goi’\lg Buhner:. Alrigh~; now, go ‘ .. . – Woods: trailer tPucks; ~ hundred· . . … { ~ . the high~ay$,~::W:hich. seems – 1 . • ,• ..; ‘ • ~ • • . . think this. 11. ‘ L ~ when the~ we-r~e jilst ‘ · . – -:~ i.-:. — in. ·So I loads·in . ,like me, i . .· \ .. I ‘ . .. ‘ • . ‘ d}.li1 ‘I’ . “‘. 1 t 1,. 111 hnvc” no :tJtJv(•rn~~ ” < 0 ,:: t hnt tll”’l’~’ -r~o\lld he. nomo n1Tgh1; dtuiJar~e .:the’rWi.. but;. : ~ – ·~. Wn id:: ! ‘,t’ll3 to;. ln “t1”1W \)f ·.£~1;{t{l:Lng •. · i~a·tcrday, ” . ‘~’ . . .. . A:;, oi;o;tad .lJ~vr~’, Bill on. his own. ,and did- -.:-__ Peac·e .-law in the 8-t~-t€, tfrtct ~· z:.e sore~ situat~,6n_.that \ole had •.. “\. . ,/ ·.· , e pass8Jger-of the Truck 13ill very damaging to the prefltige ~d of course it ·But, _we st-ill had··sev$ral _., ‘• . . . . . . ~—~– .’ • -t< (. .. ‘ …. L··r-$1 ,~ 1 ntu rc t’Yiay.’ Ar1d he said, ‘I J.ntend to introduce – I. r:;y ;~1ll 1n the ·..rJrgin1a Legj_slature today.’ And he· sai’d~_, ‘J 1niJ’n<:J to :.Introduce m;’ ~’11t~ tomorr0\’1 •. , -m~ s~id, ‘They’re Foinr to pass theirs today so then we’ll be pretty -much in l l n” with Vtrginia, but you c·an put some penalty on the. North ~outh traffic.’ Hood r;: The o1d Hason-Dixie Line. l3uhne r: So, four or five of those fellows were sitting tlw te in his office and I said ·to Governor Latfrence, ‘This 1 sn ‘t Nhat ‘>’~e were expecting from you at all. ‘ And I sa~d, • • l – ~ 1 I thin)_{ you are trying to throw us backwards nO\’I that we’ve • gained quite a bit. We don’t like it. I’ll tell you that ri~ht now. We don’t like this. But, ~what we’re going to . do about it, I don.’t know. ‘ . So he said, ‘laJ’ell, why don 1-t you wait until after lD.nch and come back and see me again. .. • This afternoon in the executivs= office? 1 So we took off for lunch and talked about it at quite. length aniil one or two operators were \villing to com:promise and accept the Btll, and myself and a couple of others, we said; 1No, if they ever put this mileage tax on us ‘we 1 11 have to .live with. :Lt• for years. ‘~ Some other boys said, ”·Well, we’ 11 liy~ with ‘ . . I said~·- · ·. .·· ‘ it for a year or two ~;md we can kill it,again.’ I • l; 1You don’t kill tax ~ills very easily.’ So., il’i: the_ meantime, ‘ ‘ just about lunch hour, \ve .. called over. That 1 s when Virg~nia \•ras ahead of us. ‘\>le were Easte~e:ove~ there.’ ~ ‘· on Central T:i:me·and they were oi1 ‘ , …. -~ ·’ W.e call’ed, pyer there to fincf· out … -, I •-‘i: Euhne:r -=-· – .. •Lof< — 1- just Nhat had happened and they said, 1\tle have defeat~d t:he bill in the legislature. They didn’t·- pass. it. ‘ El0 I sa:L4, · … . . 1 0. K. lets go back to the Governor. ‘ We went back to tl’le: Gbvernor, and I l’tas the spokesman at the_ time, ~d _I said, 1 Governor, we 1 re very much 6ppof!ed to this Bill that you~ r;e proposing. Now if you tAT ant to introduce it, you go aheadan introduce it and we’ 11· do our ·damndest to fight_· you in e~ery way we can. 1 I said, ‘Now, furthermore,· wnen you told us this morning Virginia was going to pass’that Bill, we’ve just talked there and they killed that Bill about an hour ago. Virginia did not pass that Bill. Now, if you want to introduce this Bill, you go-ahead -ang do it and r5~{ ·~- _ … :~ we’ll fight the devil. He never passed it. He never enteied the Bill. So, we won that battle. Then the most severe , damage that was done to us about that time, I don’t recall quite just what had happened, was in a direct fight by the·· railroads. Under the old rate making system, there were · various rat·e territories. The CFA, whic;h was Central Freigbt Association terri tory,. and theri there 11-as the Soutp.ern, Freight Association territory. The freight rates in· the South were 37 per cent higher than they were in the CFA, ,particular on the ·less-than-rok-load lots.. so; the railroads- in one S1’10pe then took-~off the 37 per c_~nt and knocked al_l these rates, in the South dmvn to tfie CFA level. – Of course that was ~-a terrific blow to our company.· It- took ,, ·· more than a profit away from us. Of course it was th~ high .. – rn.tr– 1 n the co.rly days that permitted us to keep opera:t;tng v:itll Go·rnany of’ the~se restrictive laws.·_ So· V>Then they kho~ked that’ ratr-: dO\vn vie had to do a lot of scrambling and rE:wrganizinv, ancl everything else to exist l’lith the new law. So_; w,e ·lost that·’hattle, RJ1d Of COUrSe We had nOthing to say ab’out that. That was just a means that they had of stricking back . at us. but, we did break their necks. Their backa. ·As f~r ,, as taxation. Vl.oods: You d’on ‘t have· to be so polite. ( laugh,ter by Euhner and Hoods) Buhner: I guess so. Woods: Did you j.n time have_counter measures? Where you operate under those type of rates. vloods: Well, you know, the opposi tidn sometimes have.’ t6 have a Buhner: Oh, Yeah. You can’t win them all. ‘ Woods: ~he mop flops that way o~~e in a while too. I wouldI’ ;eft. — say in legislative battles of t\ruc’K vs’ railroad, in. theoverall picture’ it has been high in the percenta~e of, trucking, because it was· inevitable. ~– .~ Buhner: Yes<. Tennessee, of course, was plagued with ~he same situa,tion as Kentucky. For some reason or other the Buhner .. ~ -~ . operators ,in Tennessee couldn’t really get toge_theF an<l• organize=”” themselves=”” politically.=”” and=”” they=”” finallywere=”” .=”” able=”” to=”” correct=”” their=”” laws=”” al;=””>out four years after Kentucky. Now, we’ve got a p·retty decent situation with the Nor~th / South traffic except in the South at the present time they are not permitted to run double trailers. Like that you · can in the CFA and that. Where they run two trailers instead of one big long box. 45 foot traiier, and they· run two small ones, 24 and 26 foot trailers. To the best of my knowledge that’s permitted in Kentucky. But it doesn’t do you any good going into Nashville, or any of the big cities of the South, because you can’t run them through Tennessee. You’re stymied.there. And thatis about the history oZ the legislative fights between the North and the South. So, I was in on both fights. The East.and West traffic fight, and the North and South .traffic fight. Woods: Which brings a question. May I ask you, Ed? Buhne·r: Yes, sure. ‘j c ., Woods: In my manuscript, ‘Third Morning· Delivery,’ maybe I was a little brazen, or not·taking all into consideratfon_, but you just quoted that you were in both battles; the East West, the North South. And as you owned the Sliver Fleet system, a major truck line serving North South, I mentioned ·’in rrry manuscript, ‘Third Morning Delivery’ that the Northern Route; meaning, not St. Louis to New York so.much as Chicago to New York and Boston. But, mainly I centered it down to ‘··· Buhne r . ·,-fi’ – Ch.ica.go to New York, was probably one of the heavies-t traveled Routes ln Amer.ica, at that time,. ·1r t10t .the. .. ~· world as fa.r an freight goes, joining~th~ Middlewest and. I the East. Coast. Did I go· too far? Was I” correct? Was the North South bigger? ‘ Bulmer: Oh, no. North South was small compared to the I East West truck. Woods: And I alsq went far enough to say that. Even ‘ though California, you know, always. claims that tpey 1 re the first in trucking. And they’ll put up some good argu- . . ments out there. They’ll show you some pictures where they were running the 400 miles between Frisco and LA. Buhner: · You see, a lot of the traffic from the South that went to 1’lew York by-passed both Kentucky and Tennessee. Some of the Tennessee boys carried it as far as the West. Virginia line. West Virginia was open as far as truck rates were concerned. But then they could go Qn up that way and they still had a problem some places in Virginia. ‘ But none of this traffic from like Memphis and from over here ~ent through New York up through the M:td-West. lt usually went the other. In fact, after we got some of the Kentucky laws straightenea out we hauled whiskey from here to Kingsport, Tennessee, and then went up the Shenandoah ~alley, and on into New York and Washington and Baltimore •. ~· But there was not too much traffic from here dirt?ctly to … New York. We tried that operation ourselves for a couple … ” ··~ ·~hne’r . . ··(·· a ‘ — •- of years but the road·s through· Pennsylv.ania ~ere Woods: Well, you had to come up thrdugli that Southern ‘ . ‘Route. I believe what made the Northern Route such Et b~g major Route was that Waterlevel Route through the Northern Route. Through. We’d run up through. “As long as we ……….. stayed near the lakes we .were on level grounds. And then when we left the lakes at Buffaio and Rochester:, we cut / over~d.went down the water level route~ you might say the Mohawk Valley, which kept us smooth, and then we had the hills from then on, but we had by-passed Pennsylvania, ” lwnich was a severe state. Well, we’re doing very well ; here, you·want to move on·to that next item ·on the list there? Buhner: Well, the next item goes back to· the days of the Blue Eagle. Woods: Let the· listener know what the Blue Eagle was. That’s the first time it’s been br~ught up on· tape~ ~­ Buhner: The Blue Eagle was the NatiQnal ·Recovery Act,. 1?. . . . . (Nf’A) that was passed, I think in the first.session that Franklin D. Roos-evelt was President. The ~~tional_Hecoyery. Act was to permit various industries to get together. And staOilize prices and stabilize their business. That \was sho r we had had that terrible depression and. needed something to kind of b~t the industry. S,e, they called it the National Recove~y Act, and the insig~ia w~s~ – an eagl-e in blue. And that’s ).rhere the name, ‘Blue EJie;• I .. ·’ – ‘ carne. ‘ – Woods: I kno~, I -said the first time it’s been brq\lght up. Maurice Tucker, Mr. Tucker, brought that Up. lie didn’t go far into it outside of just’what you ~id. ~oda.y, ~ it wouldn’t seem like much to the people of today, but the Blue Eagle, or the National Recovery Act, which was ‘- f\ called the N~A, was a much needed thing at that time.- Buhner: It had its merits. Woods: Had its merits. Now, ~.know, FDR, took a lot of beatings over the.head, we might say, from some industries t . ‘- over this, but –~ Buhner:’ It probably had as much· to do with organizing recall of. About that time a man by the name of Jack Dempsey, made a ‘call on a quite-~ number of operators h~re and there. And I remember.the di:l,y he· came in and said that the truck·ing industry ough~ to get together and sta.~t a nati:velop.~d- Buhner· • us, and actually, Jack Dempsey·, later became an .efii_ploy:e,~r . )’ of Mason-Dixon Lines~ And I suppose there ‘were . sqm.e g·rq:ups , .. . .. : … some men, from New York City and va:ribus-places th~t I’· don’t recall. There were probably· some 30 of us that:. gathered. ‘ Woods: There was one from New Haven, wasn1 t there? Buhner:· Yes, Evert Arbor from New Haven, I recall· quite well, and several others. Al J enky from Cincinnati·, and· various others. And we al·l got in the Mayflower Hotel, . {Wasl1ington D.C.) and we ·there organized the American Highway’ Freight Association, in which we elec.ted Jack Kee~h~n to be ‘the first P.resident, and Ever~ Arbor, from New Ha~, Connecticut, to be the.Secretary. Woods: You were the one that nominated Jack·Keeshin. Buhner: Yes. I was the one that put Mr. Keeshiri’s name in nomination. Woods: Now for the benefit. of the clist_t::ners, it may .. , __ seem foolish, but we might as well infQrm here that this ‘ Jack Dempsey was not the former heavy weight champion of,. thE:t’ world~l This w~s another Jack Dempsey. I’ve heard of him before. – Buhner: That 1 s right. He was really a Tarif~ man. And his primary interests at th~ time was to publish the tariffs, which could have been a very lucrative thing. B~t, he·was.pretty much ahead of his tim~ though. He was really )~- ~. – – a very pa.pable tariff man because he held down this position ! . ‘ • Buhner . wi~h Manon Dixon’for qvite s6metime. # Woodo: Well what happened to the American Highway Frei{S,ht· Association? Buhner: When the • .At that particular time there”Was . . another group of principally professional truck executives, you might call them. That 1 s probably not quite the correct name, but some here and there in various states had organized some state associations, but they were primary associations within a city. A~large city instead of a·state. So when the Blue Eagle was e~~alated both organizations wanted to rep;-esent the trucking .indus.try. So, the other association 1 was not .So mudl., 1 fo~re, ‘ as we were. The American Highway Freight Association was primary a, ‘for hire,’· organization~ We were then told very definitely by the . NRA that they w-ould only deal with. one group and they would recommend that we mer:ge and put the two companies together~ So, within a,year or so I think the·American Highway; Freight Association–had a life of only;_ i know it didn’t exceed two· years. · Probably a year and a half. · ‘ Woods: Yeah, a year and a half,·as I understand. – . ‘ . -~. Buhner: That’s as near as I recall. We ·then all gathered I at the Shore Hotel in Washington, and I recall very di.stinct-:-· 1vely of going to that meeting. We were operating trucks by that time at the extent~or our operation into Pit.tsburgh. And we were operating a few trucks into Pittsburgh and !·~ : had gone to Pittsburgh, and from Pittsburgh I wanted, to get Buhner “””‘ ‘ Jl – .······.~ into Washington to attend t-he meeting and I found otit that my. train; would get me in to late so. ·I inquired ,about_: airplane passage. And th:i~ wa~ in the earlier days. · Woods: . You were getting modern. Buhner: .I then engaged a flight. Booked myself for a flight fro~ Pittsburgh to Washington. And it was beautiful we·ather in Pittsburgh when we left. Btit we were out of Pittsburgh a short distance when we got into heavy clouds only. And I was flying on a Ford Tri-motor plane, and I was the only passenger on the plane-. Woods: And· it flew fifteen hundred feet above the ground~ Buhner: Plane, was termed at that time as the, ‘grave ‘ .· yard,’ of the air lines. We fina~ly landed in Washington . and I remember being qu~te scared in the whole flight, ~ .. ·. because as we were flying over this cloud coverage every ‘ so often it ~ooked to·me like. there was salt water from the various corers of tl’!e clouds·, and we kept flying. and. flying and I thought we had overshot Washingto1\…and that . we were way out over the Chesapeake Bay. But, finally, we dove through the clouds and landed in Washington, and then· · I le-arned that we were the last plane to land in Washington.· And we then had a two day storm that was a pretty s~evere storm. I got through on the skin of my teet}). on that ·deal. We~l, we then had a pretty nice group of men. I imagine we must hav:e had about 75 or 80 men. Something like that-~ attended this two, three day session and we then put the …. .. two organizations together. Ted Rogers. I don’t recali if he was the President of the other association or,not. _ Jack Keeshin of course was president of·o~rs. Ted ~og~rs, ·.\ ~ – .,_ -, was more of a nutral type. He was an A&P-hauler. Contract hauler for A&P. An~ he was also a truck deale~. – I think he had a lot of car, trucks and that, ·and quite a fire-ball. We then all agreed to have Ted Rogers become the President of the American Truck Association. I was there for that organization meeting. There are not too many of us left – that attended that meeting. Chester ~oore,~is still with us. Walter Belsan, who at that time represented Wisconsin, he was elected secretary. And he ~ater became Public Relations man for the American Trucking Associations and was . ‘ , – retir~d ju~t a few years·· ago. Year. _40 years ago this year. That w~s 40 .years ago thfs l~ . . . • • An? that’s how we got American Trucking’Associations. And that was all. on-account v • of the Blue Eagle. The Recovery Act. \ -· t Woods: Was that Chester Moore~ or· Cl)ester Mooris 7 . Buhne r: Moore. Woods: Moore. Cause I know .Chester Mooris, Y9:U know. ~ • “;- r.’ -: He is gone. -Buhner: Ch~ster Moore. He later became with the Central 1′ I States Motor Freight Rate and Tariff Bureau. Arid Qf course. · he was also Secretary of the_ Illin~is Motor Truck Associa-_ – tio~ too. : Woods: He’s gone. I 1m quite sure. I think he p,assed away~ · .. Bunner Buhner: No. He’s still living. I was vefY. close t·o ~ester for quite a few ·years. ~is wife, Estie, a_nd . . .. Chester, and Mrs. Buhner and mY-self v.acationed two· differ- .. ·· .ent ‘years during the war days 4 when you couldn’t trav:e~t to • ! – .. ~ – . . .·-“~ ~:’,. ~ _. : -~- . amount to any1fhing. except to a spot up in WiS . . Buhner: Well, I know very little .. about that. I know that was the vehicle that declared the. NRA unconstitutional. · ; . ;•. . ” “” . •. ‘” Woods: Was it a law case about chickens being shipped? Buhner: Yes. Someting about the movement of chickens \ . and that and they always called it the Chicken Case. ~”\ Theres probably a record_ on it s~mewhere • .,. My ·m~’t i:·’–._.F/ that goo~ ~hat I c.an r~member all·· of it. I.pdd t6 see old Charley Dawson walk upand: down the was a very-fine att~~ its anntlal went on record to seek F~-er~l~ ‘ —– ———— -. lation. _And The passage o required at :t.~_ast>a-year. Motor-Carrier Act was one of the great – ‘· rgil..e–stones in t e trucking industry. And it took a lot, a lot of work to to please most ~f the –~:.type. The private Bill properly presente·d .arid try __ tions in .an organization or this’ · to be very careful_tl’lt:l.t I Ruhner … – they were not regulated, and the city car.tage men, they · weren’t too anxious about regulation. And of cou.rse they .. were mostly intrastate, and we had the problem where·they were interstate, and all those problems that went with. them~ I remember very distinctly in a meeting w~th a medium sized co’tiunittee with Joseph Eastman, who was regarded as one of the’ very fine Interstate Commerce’Commission men, discussing the bill, and he had drawn a bill. Just a sort of a work sheet bill. And I remember when we finished with it we had made 50 corrections in this bill. Some of them were minor, but they all added_ up. And I remember · one that I was primarily interested in~ Not primary. It was one I took position· on, and still gl~d I did, and Mr~-­ Eastman, at the time,.~ said he b.adn’t __ tnougnt of that. T43t was under the. ,~use for the Public Convenience and Necessity. -r said the way it was written, maybe we have to prove Public Convenience and Neces.cli ty every time we bpught 1 a new truck or put a new truck in the business. I remember telling tl:lat to Mr. Eastman’s attention and he said, ‘Yes, I can see where somebody might interpret that.’ And he said, ‘I know we’re going to correct that.’ So after that session in which we made all these corrections, we then had more meetings and went on, and the·res still few minor corrections. The pictur.e I showed you, right there. Was one of the big meetings. And as I look over . ,, \. … ” Huhner that picture now, I would say that over half·those.men have now passed away. And that was in 1:935. So that ·~ .. .– would be in the neighborhood of 40 years.’ ago.’ But:· the Interstate Commerce ‘commission Act has kept 011. · It’s J been a terrific boom to this industry and has made the indus try as big as it is today~ It’s been very interest- i ing to come up under that, and it’s been a lot of headaches under it, and a lot of disappointments under it. Woods: Well, it was definitely a needed thing. You mentioned one thing today that many listeners would never ., ever dream of. That is trucking companies themselves· going into the manufacture of trucks to haul or pull their own trailers. There were three we mentioned. I believe one· was Horton down here in the South, wasn’t it? ~d, one was Gotferdson, that founded Transamerican, did he not? And then LeLand James, C~lidated Freightways. Do you. know of any other trucks manufactured by truck companies? Buhner: No, I don’t~ But in the case of Gotferdson, ,. _ , – . ~ was a truck manufacturer as r·understand ,it and then went ·• ,·, into the trucking business.’ LeLand James· and ‘;Consolidated . – ‘ -. Freightways, they ·were· in the trucking business and then they decided to make some.of their own trucks. And I think that same situation was with Horton too. Horton , was in the trucking business, and I do know that Horton made quite a few of their own trailers. And they then made some of their power equipment. And I think later ·on} Buhner when they merged and ~came Associated, Transport that ~hey dropped that manufacture of trucks. And the only one th~bhas really stayed in it is Consolidated Freightways. ,And they of course today have probably the leading freight truck in the country. . Woods: We see it on the road today. White Freightliner •. But the White people has the agericy to sell it. Buhner: Yes. The trucking company itself. White Freightliner Corporation is owned by Consolidated Freightway. The distribution of White Freightliner is held nationally by the White Motor Truck Company. Their own act is distributors. .. Woods: If you don’t mind Ed, lets stress a little bit on these power units. I know you had quite a bit of experience on buying and using them, an~finding out their weaknesses and their good points. You mentioned today at lunch the Autocar. You liked that truck quite well. Where was that truck_made? . Buhner: It was made in Allentown, Pennsylvania. No. ~t was made in a suburb.of Philadelphia. A suburb of Phi~ad~lphia. Woods: It’s not necessary to-have the exact place. It just came out of Philadelphia you might say. Buhner: It was asturdy truck. Had a very sturdy frame and was built primary for mountain .run. It was built for _ that Bast-ern traffic through the_ Pennsylvania, and :in through Buhner there, and worked very well downthtough Virginia, and Went Virginia, and down into the S~outh in th~ Carolinas. Prtmary in the.mounta.in country. It was a. very, very ‘ .Y’ –. ·~ sturdy truck. It would take the curves a. little bit better, and ,just a good strong truck. It was not a. speed truck. ‘I’he engine. If you were foi’ long ·distant running the ‘e·ngine” was just not the best. :Jt~– But for pul:ll~hg grades and all that it was very good. Woods: Now, that truck went by the wayside. It began to get into financial trouble and I believe White Motor Company. ‘ \ Buhner: White. And they are still making the truck. They l still make that truck. Woods: Still make the truck. Buhner: We bought most of our Autocars out of Cleveland • .. ~~ •. j We had quite a’f~ of ’em. Woods: Now lJrig ago Horton went j{s way. the Gotferdson, went 1 ts way. The ‘ \,_;t’ 1\.” The Brown went their way. The old · ~-, ‘ .. , Stewarts, .-and do you remember one I 1m su-re the, Fran-Ward-\ / – / LaFrance? Fran-Ward, they used tocall it? ” Buhner: Yes, I remember the name. I associated it primary t· c with fire engines. Woods: Yes; yes. I once wrote where it left the highway and sits by the roadside all polished in the firestations and look~,out at·the roads where it useq to write its history. Now, many people today go into .fire stations, these young ·~ ~ ‘• Buhner youngsters in truck clubs and they see th~ FWD, meaning, front wheel drive, and they say; ‘Oh, there is a Fran-Ward·.· LaFrance. But I haven’t seen one since back in the thi~ties. Buhner: It is doubtful if they are being manufactured. There were quite a number of trucks built up through the state of Michigan. Quite a number of trucks up in there. Some of the·old truck operators. You mentioned John· . ‘ who just passed away recently. John. Up in Michigan? Woods: John Bridge. Buhner: Yeah. He was originally in truck manufacturing as I understand it. Woods: I couldn’t say, he came out of Canada. Buhner: Al Boone, who operated a nice truck line through the South, hauling for A&P got his start up in Michigan in ·-;-.”-. truck manufacturing. Several did. .. Woods: Well there was the 9ld Indiana. There was the Federal. The Federal was quite a truck. Buhner: The Federal was a good truck. Woods: And I 1m going to name one that you would remember~- . A lot of people argue with me. The Nash car, which today is the Ame.rican Motors, the’ Nash one time turned out· a truck. And a lot of people don’t know about this. ~ Buhner: Yeah, you’re right. Woods: It turned out a truck back in — my uncle owned one when I was 8, 10 years old, so that would be 1920. It was a big massive truck. Buhner Buhner: Cincinna.tti made a truck. The Bederman. vlood B: These trucks played :an important part; however; why I brought this up was to ask you one thing. We coul,d ~ go on mentioning old trucks like Corbits, Corbins, and names that no one today would ever hear of, the Brown and others, but they often say, ‘Well, the truck manufacturer developed the trucking industry.’ Well we\can’t deny that ” they did a great deal, but the other argument is, well did the truck manufacturer develope or did the guy behind the —\ wheel hollering and screaming about the weaknesses of the truck, was he the-guy responsible for the truck manufacturers making a better truck? ~n other words the man that drove the truck found the weaknesses and it was he more than the truck manufacturer that complained until the truck manufacturer developed what he wanted. ) Bulmer: My thinking is that the pressure came from the ~ruck ·operato·rs and the truck drive’rs, ·.who didn’t have the ability to decide. Woods: Yes.. They didn ‘x have the ~:tlility to decide yet they knew what they had to have. Buhner: It was the engineers of the trucking compapies that were able to more or less match their views. I remem;;. ber one of the meet:f.,ngs of the ATA, when we discussed.truck~. What the industry needed·and that and the ·financing. ·They were the days when you bought a truck, you were pretty lucky if you got two years financing. I remember,that at·; Buhner that time, GMC ,’/._who dealt, in the opinion of most of us ··. operators in an inferior truck sta~ted in the early.days they had. The smaller truck was a pretty decent one~ _but ‘ when they come into the heavier duty trucks. member the ·President of the GMC, · truck division. And·he <‘ came before the whole gr?~P of us •. And there was a man there from California. Of course Calfforniawas using a lot of Diesels, and they were way ahead of the mid-west because their laws permit~ed them. And they were asking him to develope a better financing plan and he just wouldn’t ‘ have anything to do with it at all, and couldn’t convence him. Finally, this man from c.alifornia, he said, 1 I’ve got a i.. picture of a truck here. I wish you’d take a look at it J and tell me· how old this truck· is.’ And the President– I 1 ve forgotten his name. The President of the truck branch. He looked at it and said, ‘Well, that·looks to me like it • 1- •, couldn’t be over two years old.’ He said, •Well; we operated that truck for eight yeaFS. That’s the rebuilt por-· tion of· it. Iti1 has been completely rebuilt. And we’re .’,;_.:~ getting five Yf;t,ar financing on the rebuilt truck. Now wl’)y . ~~ can’t you extend your financing a little bit farther?’ -I remember that very distinctly. The old saying is, he hung his tail and want out of the meeting. That wa~ .a pretty good signal for the rest of the truck people at the time \ ‘ Buhner that thiey had better get on the ball and build. the kind of truck that we needed, and gradually t})at did happen • . • Woods: Ed, it 1 s known that Henry ford was,· probably tbe first car manufacture to bring Wall Street, or Billy Durant, to bring Wall Street, to ,the automobile industry. You know the automobile industry, ‘staggering unt11 finally Wall ptreet came in with its money.· When would .,. you say that Wall Street; or big finances begin to· look at trucking with a little respe~t? Buhner: ‘ Well the first attempt of course was with Keeshin, and that turned out to be a foul-ball. And then, as I recall, the industry lacked for at least five years or more before anything was being done. And then the first big truck merger happened with the company thattE’\tert Arbor ‘ < operated in Connecticut, and.up through in New York area ~ up there. I 1.ve fo_rgotten the name of the firm. And the Horton Lines from Carolinas. And another very substantial· truck line in the Carolinas. And I thi~ there were five or six of them that drew all these together, and it took about four years to clear that thing through the Interstate” Commerce Conunission. And when the 4 or· 5 companies were .. · put together theyhad I10 outside financing so they rtruggled for quite a number of years. And that ·to a certain respect retarded Wall Street from entering into the trucking busi~ess. And it wasn’t until some of the other lines. And I think “‘ ·’ ,_-__ .::· Buhner one of the first lines then of:’ any consqu_ence was the .·” McLean Truck Company in the. Carolinas.- -They were one of the first truck lines on the big board. And then ConsoLidated Freightways, they got. financing, and then gra:dua.lly ever:ything went along. Some of them were fairly succes.sful and·some of them weren’t. But, in recent years most of the b;l.g ones have been rather successful. Fact the · smaller lines are now getting pretty good financing. And there’s a pretty good market on both, over-the-counter and on the b;tg board. There are quite a few, truck lines on the big board pow. They are all in the doldrums right now, but I think wh~n we get through this area that we’re in right now, I think money is going to be plentifull for well oper~tei :t,:uck lines. Woods: Now I’m going to bring you to another subject. ‘ ‘ Do you feel up to it? Buhner: On, yeah. Woods: Alright, we couldn’t have truck !history, inters tat~: or anykind of truck history, witl’rout sdoner or late!” runniilg into Teamsters, ‘the Dave Becks, and the James Hoffa, -and 1 you as a truck company operator. How many trucks did you have at your peak Ed, on the Sil~er Fleet system? Buhner: We had around 550 units all told, but thatip..,. eluded trailers, city trucks apd road trucks. It s·eeined \ – to me that the road trucks between 125 and 150 road units.~ And then we had a 100 city units and·around 300 trailers. Buhner Woods: Well you were’ affected then by ‘t:he union. . . Buhner: Oh,, yes. We had one strike· nete in Louisv.ille that we were t~ up for six weeks. ·It almost ruined u$. Woods: Now when di’d the union start making inroads wit’tl your highway men. Buhner: Oh, they started even before the Motor Carrier Act was passed. ·Just before 1935. The Railroad Brotherhood attempted first. Then later on we had the problem . here in Louisville. The thing that caused us such a r .. ,-.. problem here in Louisville was what.we called the, ”~9uth end drivers,’ those boys that were running the k:fud of. rigs that we had south ‘of the river that were s~aller. They· ‘ ‘ ‘. belonged to the Louisville Union, and th~ drivers on the North side they belonged to the Unionon the North side. So, the local business agent of””course he wanted all the – men in our·company and we went through a very bitter strike. ,, And it was( during this strike that James Hoffa feathered his nest pretty ~ell toget the power he did. ·Because whezr • we were at an absolute stand still on negotiations_here, · and it was affecting a lot of carriers from St. Louis and ~- all, Hoff. a, ~c~me into town he:re. We had a very tough business agent here in town, who has passed away since then. He ordered this man, and I think Hoffa was bluffing his way more than anything else, :t.~e ordered this man ~ .. ” \-~·. completely out of ~he /room and he said, ‘;l:’m taking over ‘ and I’m going to settle this.’ And he~did before the ‘ , ; Buhner ‘ evening’. He settled it. And when he ·that he..put himself ·in control of all· the And it.w~s from that time on that Hoffa.was a big strong man; . :.I • ,·. Wpocls: ~. Went right up. Of course, I couldn’t Rossibly ‘ . ‘: +· .~ ll\t this· ‘point not ask you as a pompany operator, how do . til ·.··you feel toward Jimmy Hoffa? ~ Buhner: … First place I have. never met Jimmy Hoffa persorial:).y • ‘~, . ‘ .: Never have met him. In labor negotiations, I’ve stayed .out. My brother in the company handled most of our labor I?-;gotia- : · tions. So the only thing I know about Jimmy Hoffa is what I hear about him. And I have often heard that·you could depend upon Jimmy Hoffa’s word. !: always understood he was a real tough negotiatior and he must have be~~~ And __ ,-, . . he was able to put his weight around .. ;~-F– Woods: Do you want to hear my/ report tro yo\1 .on .. Jim Ho-fia:~ · My experience .as a· historian of you men~who f6unded t~~-k . {_ companies and the industry. · I .have of all, so far that ‘I ‘-. . . ~ . . have taped· of truck company’own.ers, _and founders, and operators~ only on~realiy kn.ocked ijcgff~~.,: Oty.y one.: ·~. Ev,ery · . – -:f{~J . . ‘,-;–.- ,:,-~/- ~—. “”.;’·:_- . one e1se .has ·said, · like you, . ‘We.ll; i,,yb;u ~ou~ci’ depend(on•hi$ {;.,. f . . ‘ .. ~. _: -~–. ,I ~ • ··- . •·. – •• word and he might get tough withe. y:6u but· if . he tp.ade · a deal he .stuck by 1\t- ‘and .he really loc;>ked out for your side too — _F . while he· was looking out for . his men. ‘ f BUbnerT· Seemed to me that he was one of the few men th~t-/ ·. ·,~ ~-~ . -~;.-· was strong !e’nough to whip a l~t of these ·wild business ‘agen’hs, .~ . . / r. .. l~uhn~r :~?’:;:-‘” ·79 . and the like_. Woods: —— ~- . ‘ 1lttJe rnc~parchs.’ln themselves .• ~ ~=-~ Buhner: Yeah.· The one we had here in Louisville ·c.ame ~ – …:: -!,} out of t’he coal ~ie~ds in Ill~nois, ;~nd at ~-,}’ . even made a state.ment that he was a. co:rnmunist/ He threat• , – · s~ · , ened to run •’us completely. out”•-o.t\ bysine.ss l;!nd all that. ··But .. ( . ‘ boy he fo.lded up when JimmY Ho.ffa . .ca~e ·in. JiiTW~Y JJ; .. <~ . ~~- . a: hard road to go bec~use -D~ve Beck, you ~ow, · w~~ c·h.a~!Sed, .· with S:”i.ndlihg the Union ~d his criminal, ·.:..-.. I-:”g-ues~t}he .- -.., … ,. <.t: r, t::’,: __ – . …. -~– . -~-~ was. put. in the· pen for .a. while.. ·Then JilJ!lllY, or J-~e<s:~, ..=”” ~-=”” -=”” ‘=”” –.=”” ·–=”” ·_.=”” r=”” hoffa,=”” moved=”” in=”” and=”” said=”” that=”” the=”” atmos.phere=”” was·=”” ~lready=”” ~=”” ~1=”” 1″=”” )’:=”” .=”” there~=”” ,·=”” you-=”” kn?,w-,=”” loqk=”” down=”” on=”” these=”” guys,=”” _they’=”” r~=”” crook.~~-·=”” –._-=”” ·-=”” –=”” –….=”” ._c.=”” ··\!:=”” buhner=”” what=”” he=”” definitely=”” d’id=”” try:lng.to=”” be=”” good=”” was=”” looked=”” upon=”” i~=”” doubt=”” by=”” layman=”” because=”” of=”” dave=”” beek’s=”” previous=”” record.=”” ,=”” buhner:=”” had=”” a=”” lot=”” enemies=”” too,=”” i=”” would=”” observe,.=”” speaking=”” hoffa;=”” enemies.=”” woods:=”” well=”” most=”” any=”” lead~r,=”” gues.s=”” has.=”” you=”” imagine_=”” ‘.=”” being=”” leader=”” you’ve=”” }?een=”” probably=”” your=”” share.=”” l<lell,=”” ·ed,=”” we’re=”” still=”” american=”” trucking.=”” just=”” particial.=”” we=”” got=”” to=”” point=”” where=”” 1=”” re=”” starting=”” to.=”” pass=”” motor=”” carrier=”” act.=”” woods;=”” oh,=”” yeah.=”” that’s=”” important.=”” ye~.l)=”” then=”” <;=””>f course the industry was still not properly -organized. Still with loose ends and all that. And of cours·e to organize this thing nationally was quite a task to get it done. So”~ Ted Rogers, thought itwould.be_ well. to get somebody to do sort o.f. an engineering ,job for us. And they were talking about b~inging some outs.ide people in and . .I think they d~d one” time ·.b;ring in a small·· -~ ·engineering crowd. An;d they ca.nie,·in and presented the en;;. ·– .– gineering report to. ~;r. Roger~~ I never did·· see. it,. ;Appa- · rently wa~n·’t to hi,s l:J,.king and same of_-the other men around him. So theh it. was suggesteP. ;:that’• .the industry put. up ” . . . -~ :.. ·~ ·’. – — ,· . ·- : v· the:ir 0\.m colnillittee,· to go through the, ent~re_ ·structure of . ATA and com~··up.wi·th sortof-,ab;ibl~. That was Clone an~ I· . ‘ ~ . ; ‘ \ ·~ .. was ei’ected~ Chairmrk of that committee. We the11 held hearin~s · . . .. –~ Buhner over a·period of two years and I suppose we had ove.r·two to three hundred people appeared before·· us and gave us all the v1ew’s and everything else. This.committee had a big long sounding name; National I’ve forgotten the whole thing but for short they always·refer to it as the, 1Buhner Committee Report.’ Which is the bible of ATA. Sti~l the bible. They’ve been no chances. And the thing we did t~en when we organized. We said eve~y state should .only have one association,. There were several. All these association~.springing.up. And.this and that springing up. Should only have one association. An. d they were at ‘ .. . ~ ~. ,.· that time three states that had more than one association:· N·ew Yo_rk, Illinois, and California. And we suggested that they try to work themselves down and get to be one unit. And then we set jp a lot of criteria and various things. And· then we ~rganize.d … the . I various branches of the trucking industry iike the: common I . , . . . ~ . . . . . .•. . . ; carriers, irregular common c~rrrers, cartage men, tank ; .# ; . I truc~ carriers, household go~d carri~rs, f~:fm carriers, and i . f; contract carriers an.d ‘what have you~ I think there are. nol’f e’J:.even. Eleven branches. And· each one of those are part · -~ .~ f of the .. ATA, and they have arrangements where if they. – c·onflict ·with. ‘each other they sit down and try to’ work : ‘t ~-~ out their prob:iems_,together. They show this report. We tackled everything except the dues structure. And we set” .>-~ up all the efforts with them. ~ .. i • . . • .; • I – Buhner 82 And we then set up the presidency would only serve one~;.ye~~,–~- .·If and from that he would become chairman or· the board. ‘That····.~ . . , job; however, was done after ODT had served .. its puz::pose. And, of course, that was another big probl_em that the ATA had was during the Office of Defense Transportation days. ~ And I served, as I told you earlier, Chief of the’, t.For Hire,’ section. And we at that time had about two’million, ‘for hire,’ trucks in the United States~ And one of the. f’ problems we had, w:e !}?.ad no statistics, to go by._ The· only ‘· thing we· had was wb,at was publi.sh~d by the Americ~ Auio.: ‘ mobi~e A~sociation.· They had certain statistics. N6t much. So to find our way among all the organized industries we had to do a lot of talking. Just to have. So. I was-brought into Washington, and I stayed there seven months. And during the 7 months we formulated the rules. ~- . and regulations for, ‘for hire, ‘ t·ruckers. And ·one of the,problems, of course~ that :we.had at the time was fuel, and tires. And you’pr.obably remember. the tires when you,– I . . – ‘ ‘ the rubber situati?n, whe~ you ~0, to retread a truck tire, wh;Y if it ·las’teq three tho.usand miles you were· doing pre~ty good. So we … fought 6ur way all the way through that. ~ ‘ -1″ – _- • • ‘ ~”f I Then there.wa.s a very .big” attempt made to take the trucks e ‘ off of any distance oeyonQ. a.. hundred ‘miles. K:eep all trucks· ~- . . ..• .. within a hundred miles and turn all the rest of the. freigbt’ ., over to the rails. ~ .'”··;,. l”. #: ‘ ‘ ·, . ~, ~ ·~· We· l’Iad t)lat big problem on our hands, _,: ~ -r and we of co~rse, whipped .that. ~· ·lj, 1. Buhner On the fuel consumption I remember that the Offi~e of frice Administration, who rationed gasolene for automobiles. \ They said, •We’re going to ration gasf>l~ne for the trticks. 1 We said, •Well, you can’t do that. You don’t koow anything about trucking,’ and I said, 1A lot of the trucks are going to have to consume more gas ~f we’re gon11a win this war. We’re going to have to haul a l-ot more ·stuff than we’re doing now. We’ve got to have gas to rlo the job and all that.’ So, I remember very distinctly ~hen ~hey announced that they were going ·to tak~ over, we went ~p to Mr. ~astman, and told him what we’d been told. That ·\hey were taking over the gasolene rationing. I saw his face get red. And he said, 1No. They’re not going to do it.” And this was around the middle of the afternoon. He said, ‘You boys be here this evening. Meaning the President. I 1m going over and see .·the ol~ man.• · He said_, ‘l 1m going over. t.’ ~ ,:_.,e .. went over and in about three hourf? he cameback and he . . ·~: said, 1We 1 re going to ration the gasolene for trucks.• So_, that job was thrown on -.to us. And of course there were a lot of factors in there that wanted to just cut 35 per .r \ … – -F ….. ____ __. ·J.’$- _,. :~cent off our gasolene consumption·. Arid so we fought tha~. ~We said_, 1No, no, no. No large slice like that. at. all •. .. We’ll put in regulations that’ll force the boys to·do aws.y … with a lot of the. practices that consume ~ lot of gasol~~~,·c Now, sbm~ of these trucks are goirig to use niore.’ r . Buhner So when the whole thing was over with at·the end of the year, when we made the calculations, we had reducedthe • ~ f • I consu.rnption of gasol~ne among the truck boys by 38 per cent •. We had even beaten .this. And we.did it by elimina~ ting a lot of the bad practices that had gone into the industry like security; a lot of these boys were hauling some o~ this freight a hundred miles out of the way and all things like t.hat. And we told~them they eou1dn 1t leave the terminal unless they were one hundred per cent loaded, and seventy five per cent loaded on the way back., They had to put the loads on the trucks or they l’rouldn ‘t -~ .\ . g~t the gasolene. Course-we had rationing of gasolfitne · and -we had that leverage on them. . And that’s how we were able to do it. . And that stayed pretty well. We haC. a few other minor ones, but those were the main th~ngs.we did in those days , . . and made it. We wrote the regulations s’o the truck boys~- . · We figured that”- if they could make money why they 1 ed be glad to comply with it. If they c·ouldn ‘t of c,ourse compe- ” t:I:tion ·wasn’t muc·h .in t}1ose days. You could (Set . all the· business you wanteq anyhow. As long as they could make money on what they were doing they were glad to comply with thee regulations. _- < -._,-_·; Woods: Did you ever have any trouble with. Well, say’, fellOl’IS .like me· that didn 1 t get there. permits or 8.!1Y.thing; ‘I – ‘ I Buhner I and tr}ey went ahead and wild~atted, and gypsied, and out- “” l.awed on their own after the — Buhner: Per~nally, I was not acquainted -with any of ~ou because I /as at the top and most of-the rationing ,_ was all done locally within the states. We’ had 52 o_r 53 branch office·a all O”IKer. the United States where we rationed I – I ~-~ gasol~ne. Gas~lene and s~•eral of the other things. Tires too. And’ also equipments’. Anybody that wanted to buy a truck in those.days,had to get these permits from theOffice of the·Defense Transportation. . . . . I remember when’~ we went into that thing we immediately got a.p inventory of\ the number of trucks that were in the ·, inventory over the United £tates, and I forget, I think we only had about 50,000 trucks left that were still in- – ‘ ventory in the process _of manufacturing. And of course everybody was striving for trucks. And lo and behold in comes the u.s. Postal department. They want 14,000. They want 14,000 t-rucks …. We said, ‘Wait o/minUte. 1 And then – ,· ,r— we .st’arted talking to them. And we had 3000 trucks in inv.entory of these, what we called the ‘milk delft-very truck.’ You kn()w, those little milk_delivery trucks~ We talked to them apd said, ‘Now, we’ll let you have a.·rot of \ these. ‘ Oh,’ they couldn’t possibly use those. They . . couldn’t possibly. We said, 10h, y’es you can. ,. – ‘tYou don’t . – .-;.· . need a two antia.-half.ton truck to run_a lot of this mal:f ·-~;. .. _ . around. You gan del!iver it from~one of these”·•’ _Well the~– – :.-~_ I Buhner 89; got started using some of those rmd you know they’re still using a lot of those. Yeah, we broke them over to. that. Woods: Well, you know the :LCC. The Interstate Commerce Commission. In all your regulations you did; say like the present Major Daley of Chicago says, ‘You did a wonder~ ful job, boys.’ But now today it’s DOT, the-Department ofJTransportation that’s taken over everything hasn’t it? Now, I’ve heard a lot of repercussions, good and bad. What do you, Ed, think of this? A man who was instrumental in the ICC regulating the industry. -~What do you think .of this DOT? Department of Transportation? Buhner: I am afraid that I c~’t for an intelligent · oppinion of that, because I’m pretty much out of actual • < operations and what I know is just what I. read and some of that. I· don’t think I am in position to even give an oppinion on that. Having been in a similar position’I know the. tremendous problems that they’ve. got. And when you are sitting in their position and see this thingnationf wide, you get an entirely different view point-Ythan when you· are sitting back home running a truck line. Entirely different. I foundthat out. In fact those several months in Washington witQ, the DOT, I think was one of the greatest experiences I’ve everf!.<“had. I never realized that the trucking i-ndustry,. ·at that·. time, was as necessity .like.· –,–_ ‘· Especially, one of the things that amazed me; of. course we were riot in the tank truck business so I didn’t ,know .. ~.’ Huhner • ‘!-; much of the tank truck, but it amazed me of what the tank truck boys could do in the way of tran’sporting liquids· in those things compared to what the railroads~ where they · had the tank cars. Right here in Louisville I think it to9k ’em. There was a big powder plant acrosf? the river here. And they were using a lot of alcohol here. And it took them about a w~ek to get a car load of alcohol by rail from here to over across the river, but a truck would make 4 or 5 trips a day. That was true in many a many incident where the trucks just jumped in and just moved that stuff, and moved her right now, We give thos~ fellows a ~ot of priorities to, to get equipment. \ Woods: I’m glad you mentioned that. I pope through these tapes that people will realize or·learn that the ~ railroad’s service was so terrible. Lets just put· it that way. . Lets don’t try to be ppli te about ±t. ·Lets just say it. And I know when I first got on a truck and. went down East I thought I had went aroun9. the world in ~; those days. You know, a thousand miles~ And I;~hough~ — ‘ “_, __ oh boy the freight train will be there and on its way·back before, and my God I fourid out-that it took a railroad . ~ .,.-~”~ -~.;: ~· ;_ . -$- three weeks to a month to get down there. They would go break it up, and go another two hund~ed miles and break it up,- and set cars on the side and it wasn’t “PP until the war started coming along that they started put,ting these fast e_xpresses th~ough and by then we even be~t . them -~~- T Buhner – BB then, you know. Buhner: — Yes. Well in finishing up the ATA and that whole thing. Of course having &,erved as the Chairman·_ of the – Committee that reorganized the ATA entirely, and theres been very, very few changes ever made,- and basically -there have been no changes made, basically in the thing. And having had the experience of being in the Office of Defense Transportation, so when Ted Rogers then decided that he did not want to continue as President of ·the ATA, I was then elected the President of ATA. I was the second President of the American Trucking Associations. That was ‘ 25 years ago now. I have still remained on the Executive Committee, although I haven’t got much business over there anymore. This will be 40 years for me-. on the Executive , Committee. There. is just two of us left from the original. Woods: Who is the other? Buhner: ~ Chester Moore, and ·myself. Chester Moore is 11 years older than I am. ‘Woods: Where does he live? In Chicago? Buhner: Well, we are trying to find out just-where he’s living now. Chester lived ~n Chicago for years., And tl).en he moved to Marat}1on, Florida. ~ . And about three y~ars ago, Esie, away and then he was complete-ly lost down there himself. I used to ~~ee him at the Executive c ttee meetings, and I don’t go to many of them anymore. I go to one., maybe twice a year. This y~ar ‘ . ‘-;; ‘ -”; .. .? .. Buhner 89 1’11 be there twice. Chester had ~ ·soh ;that was a very · brlllant son. He was one of the few men that 1mderstood -:,.o_ • the Einstein Theory. And· could converse l(!t~’Einstein: And he lost him last summer. And he lived out in California. And that shook him up a quite a bit. In the mean- “l:e time his brother, who was with National City Lines. One of the large boys in the National City Lines, he also passed away. He had cancer. So Chester, within less than three years lost his son, his wife, and his brother, and that’s about all he had. I think he has a daughter living in Minneapolis. So we haven’t been ~ble to find out just where he’s living now. Last time he was living in Los Angeles, but he’s not making that his home. I · remember him telling me personally that he just couldn’t live in Marathon, Florida, anymore without ~ie. That he had no other interest down there. Woods: That’s too bad~ That’s too bade- He’s in his eighties now. Buhner: Yes. He was a very capable person;’ He’s an excellent Rate Man. That is. He managed the Central Freight Association, :rate man. That~association of tne Rate .Bureau. Very, very capable mart • …. ·-“”‘ Woods: “‘c_Didn’t· Ted Rogers pass .away shortly after -you took office? Buhner: I·would ·say about three or four years afterwa-rds. Somethinglike that. Buhner .go \ Woods: Do you know Mr. Ed Gogolin? Buhner: Yes. Woods: Well; I was with Ed a couple years ago. Buhner: Is that so. Woods: And,t oh we hit it off wonderful. Buhner: Ed’s 8 __ ,Vf:ri capable chap-. · Woods: Just like you and I we spent the whole day talkin~ and Ed was a great admirer of Ted. He knew Ted. You know he was·from the same neighbor od. And he told m~ things about Ted when he was a car salesman long before they ever dream’t of— an I the second presid.ent you’d probably He ‘s retired now •. ing beings you w~re < ‘ ow Mr. Gogolin. ‘. Buhner: Oh, Yeah. He’s just reti ed ·recently. He is one of the few that were :~_eft of the original ones when I . -. I was there twenty five years ago. In fact when I go to : an Executive Committee meeti g now, it’s -just not home to me anymore. ..1,..-‘–v–. been so f r away ‘from them now. Woods: No, there are o many new ~aces. I want to get back and ‘-see Ed before long,., down in, Harrisburg. Buhner: Sometimes I think I’ll turn.in ~ re$1gnation and get off of it ·entirely. I wanti to go through thi~ r l . .. year so~I can say I 1ve served fortf years~ ~ _ Woods: Yeah. Now how long were ~ou President? “‘• . ‘ . Buhner: President one year. · We{were restricted. From , f –:.· J . . -‘~ — pret?ident you ‘moved on into Chairman of th~_ Board. -· \ .. ~,j . ‘ . / “~ Jt .. ‘ \ ., . Buhner _.,.;:; Woods.: Ed, of· course we have all different branclie·s. < You’re telling here how the +~C regulated and everything. In the very early portiens of tr~cking, the best I can·L find is trucking probably started, .interstate trucking, out of ~ew York by the wealthy moving out· up into Connecticut, out of their Brownstones, because of overcrowding in the city. And they. didn’t want the railroads any- .” more to handle their nice furniture becwause they bus_ted- . it all up. · So the~ started looking for these dray wagons, and then they· started. looking for th,ese trucks that were ” l coming along and they’ found out that-they’d haul it up to Connecticu~, ~ixty mile or so,- and not wreck their furniture •. And many truck historians claim that this was ‘ … ‘ ~ the beginning of trucking. (interstate) Now, I don’t l.rnow, this can be argueq one way or the other. ‘But, what part· did these early-gypsies; these wildcatters, play in the . . . … ‘ . . · developing·of trll:cking from your. knowledge? ~ J :1 Buhner: rl’m.not too familiar “with whatfwe call, ‘Gypsie$_,~ J ·.but· I do that the individual operators, who. owr1ed· their ~ own tract.or played a very important part. · They. puj..led ~· – trailers for Common Carriers and that. They were -usually~· I – . vat C?f these .companies. Take the Roadway Express. i Ohe -.of. the. largest ones in the ~country. I. think tbey were’, at . -. . . ‘ – ·! . .. one time, almost_. all that type· of an .opt!ration.’ .-Arid of.· ·course then in the .1r pe~_;.s~asoJ’t t~~Y employeed t~, more . . – or less’ referred to· theJY.i a.s’ ‘gypsies. ‘ ·-· -. ‘ :–, Buhner One of the interesting objects tny;.· compSJ?.Y was involved :if was the early installation of’Cummin Is Diesel E~gine_s … in\ some of our regular truck tractors. The first two trucks that we had were Mack Diesels. · ‘:~;’hey were considered· . \ rather rugged piece~ of’ equipment, and· we. operated them primarily in Indiaria as the laws were t?o restrictive to ·~ . operate them in and through Kentucky, and Tennessee~·· W~ had learned a lot and had been informed about the ;cono]DY· of Di~~ls by the Western op~rator~, the. boys back in . ‘~ …. “i . ‘4. California, Oregon, and Washington. The fact· th~t I per-:· . . sonally and my brothers wer~ born and raised within .~houting distance or- where the Cummi~s I Diesel was’ manufactured .. ~ and knew some of tpe people connected l’lith the firm, we· lfil ~ ~ .. \ decided we’d at least give their Diesels a trial. ; ·So we installed .a .fo~ cylinder di~sel and six cy~inde~ ·,· .{‘: ‘ . •. ‘ r • diesel in two of the first· trucks we ever .. owned. ·But they turned out to be quite unsatis.fatory .for the simple reason, ·It ‘ • ‘. . “. ‘ . . ‘ . J that the cha,ssis in which they we”re · beipg operate;d was n.Ot1:· comparable to \he po.we r C?f tJ:l:e .diese ~ eng_ine! ·~ · The’ diesel, . <1} • • – • • ~ :- ‘$’ I ‘ r- • – ~–. – ~ • – – engine had as much power at .idl~n~. speed as “1 t had ~t .. ‘ ·’ “‘. traveling speed, and the problem t~e1 we had i’s with the “‘ -… . ·power of the e~gine we were const’antly tea.ring· out trans-· . -t . . ~- missions· a.p.d rear ends. So,; .we~_:rinally .decided that t)lat …,. . was a failure: and we place’d them on the mark~t and ·final.ly -‘> ‘ ‘0 ~ – , -~–. =:·~~( ~ sold ~he· diesel engines. and then said tha_t. we would nqt g3· —:’;: back· into the· ·dlesel ?perations. until. the ~~omp+_e-te. tru6’1c · ‘ ‘ > .~ .. ‘ .. . . , . . .. . ‘ ,; ·-t 93. – . . ·or ~1~ y~ars later. • , , I t _ ‘:’ · ·wo~ds’:· -· .. M;)~#Buhner, . . ‘ ~ . – ~ fo_r hi,story sake’ lets tie· down some – . – • ‘”” \ ~~ -t””” – – … ·of. tl)ese dates a.nq as to: why the’ ditesel~ No’!’l; ·on’ ~he ~ – . . ‘r ~’est ‘Coa.~t-? .you me~tione.d td me _ea:r;li~r that __ tbf diQe~el fl ‘ • ” • • .. was pion’eered on the· West Coast more than in the Middlew.est ‘ • ~ c. s.impl·y pecause they cou.ld ‘hi:LUl bigger loads ou.t .there. · I • \ • • .t.· . Heavier loads, .. and the· dies~l nas he.ld down a.-‘ little ~ore_. BuhDer: ;;; Th~·y had the power for .the m..ountains. ~ • · , __ . . . · Wo~ds :~a~··. . _-there ,_probubly Now I imagine, they-entered the p;cture out in,the e~rly thirties, or maytl~ late twenties • : Tile’ d-ie s:e 1 had been known fof.· a long time. ~ 1 # It haq been ·· inven~ed· years before. rt was just put into us-e. So, . -•would you say thp.t “‘·probably in· the l~te twenties ‘the diesel . ….. w~nt’ to work pn ~he ~est Coast; .was introduced out there. . ., . . ~ l Buhner: -. ,leah~ ·I .would say that. A f~irJ.y accurate pate. J ~ ~ ‘ -~ . Woods: Yeah. .And then,_ as you say_ ydu were- raised{ within \ • _,_ -‘f . ·shQtlting distance, for the listener’.s :i,nformation. the ~ .di~l- was made at Gol~bus,’ ·I~di~a_, (Cimnnin’s -Dies~·l) . ·’ qui t_e a little industria~ area, and of course Indiana was …. always the le~der_ i~· the automotive world in case people don’t know. ‘lt turned out more ca:rs actually than the great stat( of Michigan did. ·Butj now you purchased a.n”d~ put these- ., r ; ·• ” d;teseHr into ·-qse ma!nly pecause of your friendship witb . ..,. Cummin’s plant, isn’t that right? The people that· :r_:~_the Cummins. ~ ;:.._..:….,..;;,_;_ .. “· ·. , .. Buhner Buhner: Well, “‘ we hfld ‘a frfendship with them. _ – ‘ . ·- –· Wood’s: That had a bearing on it,· becau1;e you _:introduced the diesel and one of t)le very first to introduce the diesel’. Your company. Antl as you~say this was probably in-~be ·ear,ly 30s, wasn’t it? About 31, 32? A.–l Buhner: Yes, it was, because w~ installed them in.the first two trucks that we owned. Woods: So,~ ¥OU w~re really the.pioneer irr the middlewest. Buhn.er: It must have been ao0ut 32. ‘ Woods: ‘ . But, you discovered that because of its extreme power the torque of the engine tore up -the tr~smissions . and tb~ ·deferentials· and you had to have mpre weight and … the state of Indiana, a~.that time, certainly didn’t allow much w~ight, so that. was why you had to discontinue and go b~~k.to the combustion engine. ~ ~’ ” Buhner: . ~ Another reason wa~ that ‘f;h.e four cylinder diesel . . had entire1y too much vibration, for the chassis it was being run in·. Woods: they_ .w went through all this work anq reorgan:Lzed our eompany on …. a very sound safety basis, why we were able to bring our · insurance rate·s way down. In fact before we got out ‘of the business we were self.insured for a great many of our own loses, and we had set ·up our own. claim system~.· We .handled. our own claims and all that and it. was qu.i 1;e,>’renumeratiye./ · too. t . -!. ~ _. ,.. I ‘ :/. The America.rj Trucking Associations~ about that time,· ma~e,: / quite a -drive on safety a·s t_hey have Aorte :every sinc.e · th~n. One of the side lights to this who+e affair i·s .si’nce I had· ( . • I ~ • spearheaded the ‘safety movement a. g’reat deal;. the inuustry still didn’t-have any aonnection,)’lith the f!ationa.1 Safety l • – . – . – 7 .. . . Council, so I was elected· as the. first truck .operator to -~ . r· .. ·’ ·/. ‘· f j- ‘ ! Buhner serve on-~tlie National Safety Council. I served on 1;J)~1.:r Council foz; 13 years. .. Originally, in keeping records of that the National Safety com1cil charge) an acc-ident against a truck whenever ·twt-· vehic lea, . regardless if the vehicles ‘Wer~ pass.enger car or truck collided, the charge was always made against “(;he truck. So in the early days the truck had some unfavorable· – ‘ . ‘ .of.·\–• publicity. Because the r~·cfords were not kept correctly.· We were able to change this thing entirely around in the National Safety Council and ~oday the t:rucking industrY” is the second largest participant in the. National Safety Council, and is one of the real industries that is pushing r safety in all its phases. Wood$: Probably you would touch upon the entrance of the Westinghouse Airbrake which had a tremendous amount of . ~ safety added to trucks once they got the Westinghouse Air-· -~ brakes. Is_n ‘t that right? You’d say that. airbrakes had . ‘:I~~ .. a lot to do with it? ~ .~:–_ Buhner: . I 1m not familiar wi~h·that except,the fact that ,• when we moved into the airbrake our equipmen”(; became much . < I ~ -safer, a11d it didn’t tSke the. industry very long to real/ ize that the airbrake . was the ‘real brake, . And I suppo’:j . ·:· today there isn It_ a ·trUCk Operator nO.t USing airbra.keS • Woods: . Yes, its all airbrakes. Well, in those days, just to ren~erat~ a few things the breaking surface on-the truck whee~ was inadequate for the amount of· weight being · ‘ .. f .. . R … BuhnM< , hauled. the Vacu’\lm. The pld Vacuum brake ‘:Was, when – I ~::: . -~ it worked it was a ~good brake, ‘but it was so unreliablEi’ · .. . – __.. -c that many t~mes yoit c’ouldn ‘t depend on 1 t. Ant:Lthe mechan-· . ._- ‘ -. . . – ‘ ~ake certain~ly wasn lt ‘equipped .to· ~o tl’l~f,\joo. ?i’ stopping a loaded truck. ·.· Well, M,p,. Buhner, wbat ne.X:i., .. now?. How about insurance? T .aiwa.ys .. id.k~;- th~, Jlto·;;:· that Mr,, . . . . ··<~~ . , Tucker gav.e. He said ·that he WeJ.lt 1-J;, .. days_ one time witP, : .I • ,· -~~- ‘ 1 no insurance. and, operated ful~ ford! for lJ days, and he · . .. said he never slept. for 11 days. And I, imagine you can I appreciate his —- Buhner: ·Yes, he had a lot.of company. . . .. Woods: .. ., I believe a little”(red headed fellow from Tennessee, wasn’t ~t, that started Markel? Was~ t ·he the one that :more or less aided trucking., Markel.J!nsurance? Bulmer: It wasn.•_t Markel• It’wa.s an insurance company ., . . .. that s.pecialized in. truck ~nsurance. _.-…..,_ ~- ± think that they Were 1 ~one of the companies that cancelle_d_ us out·. Woods: I see, th,ere were several different truck insurance o·ompanie s • . Buhner: ·~Woods: Oh, yes • ‘ I ‘. But they were a little bit lea.ry to\start Up; . weren’t they? •J Buhner: t ~-· The successful -insurance companies in the· t:ru.cking – –~· ~ ‘ . end were the ones that the operators themselves organized and owned.· Woods: Themselves.· – ” ~ Buhner Buhner: They knew the pr.oblem. They knew what had to . .J1~· . r{f’ .. done. And the group that organized insurance ‘COmpaqt~’s r’ ·>····p··_:. then forced every opera.tor to pu~in ·a_ real safety. ~rogr~. And.if they didn’t comply wit~ th t they were not included. ~ ~ • \ .• I i.n the insurance. · And some/of t ose ins~r.ance companies ha~e made excellent ~money; and hav~ re~J~:ed the a;cident ‘ r·ate meterially ·for most of those oper~tors . that went into·. that. I ~~ _; This thing. was primarily started on,; -the West Coast. And some of my good personal friends wbre all involved in that plan, and since we didn’t operatd on the W~st Coast of course we were not ,eligi’b:te·. But, we learned from those· • <. people too. ·And they we:re probably fuore pioneers in that f respect than there w.e.re in the Mid-West, or the South, or even in the East. , ( -~ ·• Earlier on the tap~ I talked about how we est~blished the ca;>acity- of .a tr’:lcJt• This was during the days of the· Office . . of Defense Transportat~on •. And I mentioned- the name. of one man, wli.o ~was a very ~~p-a.ble operator and is today. a very “~’ \ … ~ ~ . ‘ .. capable ~operator. And h1:s name was Charley· Canmer. · He … , ‘”,. . .. ; /~ was·one of the-top men in the tank truck operation, an~ J ~ \ knew the business.. He .hailed···.’from Pennsylvania. And he- was ‘”1 · one of the men that helped· con~iderable in-establishing ., • ·?:·~ · the rules and regulation~ … -“\l.l’1Qer which, ~tpired trucks, ‘· ~ ·.-: – , … -.. ‘ ~ ‘ ‘:;..'”~,.. ope.rated during the w11f~t. It 1 s … our .group that .developed. the ;..f· .-:-: .· ~ . – ~,._ definftion of ·t)le .. Ji’~pacity .d’t a truck by relatin·g it to the . • .,..–. ·-:·_/’-~·-:: .- _F~ -:~-“‘ · .. ‘ j J. I’,· .. . – . ~- Buhner -“”. ~ -~— ·~ “”~. ·~ ~ J:_~;·. ‘· “:r< … -. capacity of the tires. Or:iginally, the regulation ·-that • • j. f’~ ·J-t- .. t .. \..: was ~~qt. o~t by the Office of Defense· Transportation said that the capacity of a ttuck is represented by the·number; by the carrying capacity o~ the number of tires that it has. Of course~ that mt~’t an open end, and if you had as many as 20 tires, why you would have a cap~city of …. around 80,000 pounds. I 1 d. say 10, 20 tires'” at least the … ~ _,,._ ten hundred by·twenties, :which were the way they were designated in those days. The.u.s. Bureau of Roads objected. to that portion of it and they highly insisted that we . ‘ . . \_/ could use their formula for providing w~ put a stopper on it at forti tho~sand pounds; In those days there were • very few tandem trailers for most of the trailers only had ‘ one axle and yqu had. one axle on the back of the truck, and ‘( ‘ then the front axle, so that mean’t ten tires would have a carrying capacity of about 45,000 pourids was used. However, where the state laws permitted different weights than that …. they also were recognized as being legal-•. What actually happened to ~his was· about 5 st~tes were permitted·to ~ring their. gross weight laws up to/40,000 poUl’}ds. The other capacfty of measU:rement that we’us~d was the. !~ • cub~cle density of ‘the box, that was on :the ~raiJ_er. We f said that a truck when it 1eft the pla~form !·should be; on ~ an outgoing truck should be loaded to one h~dred per cent i . ! . capacity, and on a return trip it was· to bel loaded to – seventy five p_er cent of capacity. . ‘ .. };”- < . . .,;,. . Buhner We knew that this was something that all truc’ks couldn’t comply with.· But it was amazing how many of the.truck lines were able to come pretty close to’fpllowtng that . ‘ formula. And coUrse that’s when the gypsy truck came iri ·. I pretty handy. In f.act this was more ·or less base·s on what the gypsy trucks did in those days. Even competitors· were hauling each other’s freight in order to get theJl’l loaded to a hundred per cent .capacity an_d· return with 75% capacity. I know that our company loaded many of our competitors and some gypsy trucks for the back ~aul, so in that way we got I a tremendous amount of efficiency out of the trucking lfnes. Woods: Now can we elaborate on this point a little bit? As a gypsy I used to load either way every once I could’ get on, you know. Buhner: Yeah. Woods: , And so I suppose that I was breaking the laws. . But ta me when I wildcatted” a load out of Chicago to the East Coast, that was it. And when I wildcatted a load back from the ·East Coast to Chicago that was a —•. It was no return I ‘ trip to me, it was just a trip. And I loaded both ways to the —, well, muc.h more than any capacity, you know. It~s . , .. – amazing in those days that we’re speaking of Mr. Bwmer, I don’t know if you·know or not, but today they have 40,000 pounds revenue·, YQU know, pay.’ load on a true~. a lot’, and ‘ . people wqu~dn’t believe the loads we hauled back in those -days with single· axle tractor and traiier,·and·my God we used f• • . ; \ Buhner io4 to put on 34, ·36,000 pounds and get it across, you know. And you would. know that, but the public probably ·wouldn’t. . ‘ _£. Of coJrse, the state troopers knew it too. Well, that’s very inter,sting to know that you complied ~i th th<;>se laws, an~ how they~fll. ·It’s stil~ -confusing today. I hear people say, ‘What do they mean; a two and ~ . a half ton truak? That things big en~ugh there to haul a house. What are they talking about a two and a half ton?• ~ .And they don’t know the ratio. Buhner: Well, the next thing I probably want to talk a little bit about is the part that the Americ~ Trucking Asf;lociations.and the Truc~ing Industry p~ayed·in the -build- .. ‘ ing of the 21,000 IIP.les .of super-highway~ that we have today. ‘ . In the early days . before we had these· m~. :rour lane hi~h-‘ ways one of the problems that the Public-::lJelation’ s platform. that the t·rucking :industry had, was. the problem of tail-ga~~ng. . ‘ ‘ Especially, if you were ‘in rol.tirtg.country’where’ you had . ~ . :”~,. v ~ : .. . ·. . ” .< . •· ‘.: • – hills and that. And with the two· lane highway quite-often ,… . . ( . traffic was ‘Qeing. blocked for quite some distance. bec~;use many trucks·were·Jlllcler powered’ &I}d cl:imb until they were – ‘\ . . . ‘ down into ·low· gear, and quite oft’en whe.ri yoU: ·came to a.hil,l of that t;pe, you had tq·. bring you’r passenger car down’ t~ ‘S or 10 mile an h.our, ·and just lteep d·:r;~ging until you -~· finally had a chance to p~ss. · .. Of course the industry did what they could to try to·train .,-:; -. ~ -;. . ·~ . ‘ ‘ • Jl;. . .;. r . ‘· . ”- .. ·’ / Buhner all ,their drivers to keep their vel’:licles a· certain distance. . . ~- apart so t~at people had a. chance to get: around. -But that w~sn’t really a real cure for it. That was just one way of·- getting some relief. ‘fods: ·Just a temporary. relief •. Mr. Bulmer, at th.is point, before we go on. Pardon,me. Could we_explain for”the list~ner what tail-gating ·is, so he’ 11 know what we~ are talking about? Buhner: Tail-gating is one truck following another one at a very, very close .d~stance. Woods: So close that no car could get in between. Buhner: ·so, it would be very,dif’fi<:ult for an automobile to pass. And sometimes ,·when ydu had 4 or 5 of those trucks – \ in front of’ you had quite, a lengtri· to. pass·. .r!J Woods: You had-them blocking the highwaY,. Bulmer: . You would· be blockii).g t.he~ _highway. . . . . Woods: hnother danger thing abO’Ilt d tail-gating ±s if one of those ~:ruck~ ·happ~ned to have ~'”em~r~ericy ~d -have: to throw on the brakes. ‘ ·The one tail-gating . ‘would go ;r’ight . . . . into,the rear of the truck, which happened more than_o~ce. ·Well, now that we 1v’e cleared up tail.;.gating •.. WhY let •·s ·go on. Buhner :· · T{l.e long term way to cure tail-gating was to operate on four lane highways. So, the industry through the . -~ America.p Trucking Associations then started getting various · ~- – ~ J!o ‘ j . .- -.. ,~ – people t?gethe~, and I attended some of those very first . – -~ .· ‘· ‘ . ” ~ . , .. _,fi ‘ .. – .. – Buhne-r. .<- . ‘ 1 &- ~ – … ‘-.. _, meetiilgs, and there. we taJ,ked’.about fqur l~ane A,i~hw~ys, •. f – ..,, <‘I • That we would hf!Ve. to. 1< get • into·~~ • .~e~l FOad. b.Uilding 1 ~ f_ : . – :~to~ram~- – – •’ • 9 – . . . ‘ . . . –~– -_ “i- -. . ·- And we ·talked to some Of the ‘tpp p~ople ··in industry; e~pec- . ially, .Ffrestone- ano.” Gooeye~~ ~ -an~ s'<:5me of th,e true~- m~~~ # ~ … ,& :. factures. .Firestone·.had been ~,.q~ite .. a le.a:de;·-.1:~ p·~omo~:i.ng·. ¥ . these highways, promotlng the· building .or .highw~ya.- . J:.: remem- • .. . ~ -. ~ %. -·~ -· ,, *~ ~- ber ·we even hired ‘·a ratper. prq!_ldn~pt~ .I .say we; the ·industry . ‘ • .. f{ ~ _. / ~ •. .hired a rather ,Prominen~ highway~e~gineer, who helped a great a & ~ deal in getting this whole program .J3tarted. ‘_·. . ·. – ~… . . .~~ And shortly after we pad.had a series of taese meeting$ . . ,#’ ‘ Goodyear ~ire R~bber Com~!IDY de,veloped a film .wl:lic~ tJ;ley ‘ then sent ail over the United States show·ing ‘tl:te ne·ed,. the··:-~ val~e of double:, or fou.r lane highways,. and what this countT,y needed w~sfthe ~our_ lane. h~ghways. They went back p ~ . to.the ·Autobahn in Germany and how Germany used the Autobahd ‘• so effectively • ._And theny the manufacture of the automobile which went high lots of tii.les’ and all that. ~And the truck- manufacturer, he just 107 ·~ .- . –. .;pfelt the opposite~ He felt s9mebodY. else ought to p~y it. ~e was the final man that really finally paid it. In xhe compromise the American Trueking Associations played a very important role, and their_compromise that they finally. o:ri”ered them, that’s why today ·you the taxation system for -~r- ‘ the building of the_ln,ooo mile highway system. —– —- Woods: Well, now the listener, Mr.· BW;mer·, when be goes • down the road and,..sees road construction, tjley .always have \ • • . • J a sign up, ‘Your tax money at work.’ Now he ~ows-.~hy that sign is there; however, it-•s still the-· truck operator, the t_ruck cqmpany that pays the .brunt of this. He pays :_ .-. ;.- I . – -• the taxes and has a charge ·up :the rat~ in ~Tder’ ·”fto ‘get h’is ·.\ – ”-“‘;)” \ ‘ .·>( -‘\’ ., ” ‘r ::\,; .\;{ One of the thin~s we still haven’t d-i’sd~s~~d \a-:s<:.th’~ pub1id~.:. ·;r,~:~·r~Z ‘” money back. ‘. – _”-, —.~~,_ ··: ‘~,/ 1-. 1 ~ ‘t tions of tariff and rate. a for the ‘illdu;:try .a-~£er.. th;; In:te\r- · · ‘ ~ –6!?~-.! . : \~ 0,.::~—–~s -~”:t~-f~~- -~ · ·_ . t ~~ ·c_·,. ~– =’J– …. state Commerce Commission had giveni a~tho:t’ity.,_t(l_ l”:egula.te _ ‘ ->” ~ \ ‘ l •• : .; ·.’ – \ r c. .~. •• ‘.·;~,, ,.,/. 1_ • the trucking industry. Up’to that·· ti~e· ft_.h~?·£~~R<p~~tty :=””> ‘ ~{ •l L • …;.~….. •/,_, ~ ,. – ? ‘:” much a ho~g-poog. Evei”!body published hls ·o’Wn rates,’ a.D:d where tney did business with a conne¢tfng lin~·~ma.ny tim~&- 0:: \_. ‘c_. \ Bulmer 108 …. ·-. there· wasn’t even a ~hrough rate pu)>lished~ It- was: just,. a matter’ of an agree_ment with the shipper, or “something. ‘ _ But when the regulation came in it became necessary 4for , the industry to publish tarif.fs, and-that became a tre- . 1 mundous job.· You can hardly imagine how many rates it. would take to publish a rate from one point in ~he United Rt~te~ ,. ,to every other point in United States.· So the indus~ry was pret~y well split into regions of sections for the pu~lication nf- rates. First of course, one had to have a classification, which rt ‘tlescribed the commod~ty and then more or less gave it a rating as to whether it was a first class, a second class, third, fourth, fifth,’ and ·sixth class. There all, each commodity. was claE!sified. ,That also ‘became a tremendous ~- . ilasi.- And there was quite a disagreement in the industry, – • _. fS” .-to start w~ tn, ·as to who w;uid publ~sh the class;tfication. Finally, it was realized that there was only one logical prganization to publish the classification and that was the American Trucking.Associations because they represented all ·:typ~s of trucks. Whether they were household goots -~ ~~ (!.~rrierf?, common carriers, contract ‘C”arriers, tank operators, ·and you name 1 em. So that, ~ finally were able to close · ( .! . I . t~at hole, and place ‘ the classifications in the hands of ‘the American Trucking Associations. – Then it became the task of publishing all the rates. Q.uit’e a number or states already had had intra·state published ·->:o. .. –; -·~ Buhner ‘ ‘ 109 ‘r’ates, so we alre8.dy had men in ·the industry that·lqlew consi.derable about rate making and that. My~ own personai – -· – experi.ence dates back primarily to the CFA territory. \ . Central .F’reight Association territory. Which included Wisconsin, Illinois, Indiana, Michigan, arid Ohio. At that time, I think, as I. recall, three states of this group were already publishing in~rastate tariffs. wa all gathered . ‘ in Chicago to try to work up an organization that would publish the interstate rates; both, within the territory and between various other .territories: the East, the South} the J, \ Rocky Mountains, and the far West. This was quite a task to get these various men in agreement c ~ on whats to be done and who wants to do it. Of course everybody was hoping their OWn state would be the domin- .. ating. factor. At the time, I personally wa:s the President of the Indiana Motor- Rate and Tariff Bureau, which was comparatively-new and I personally didn’t know too much about publishing tariffs, but we finally brought the thing to a head. And Mr. Ted·. Rogers, came in from Washington to Chairman the ·overall group meeting, ~d”thrQhgh that he – appointed what was called, ·’The Colii!ld:ttee of ~leven,’ and ~ · they were~the Committee· that finally organized the Central Motor Freight Bureau. They selected the men_and all that. The task of yhairman of the Commi tte·e · fell u,pon me at the ‘–· . ~-.. . ‘ ‘ … ti~e. Bu~.’ 1 were able t~en. to, work out and we selec~ed~, – Chester G. Moore·, of Illinois, to become the head’ of that Buhner 110 > tariff bureau. Chester was a very capable _person, and he had the ability to whip a lot of irregulars ~ntp line, and there were some real strong individuals too in th:i,s crowd. We then devided quite a few of the jobs .among some of the other men from the other states. I remember the man from In~iana was very much disappointe9 that he didn’t get to be the top man, out we gave him, I think, the third top man. We took the best men that we felt were the best men to continue. the publication of the – tariff bureaus. And that became a very, very strong organization, and today is one of the strongest tariff bureaus in the count~y, primary on account of the Mid-West being in an area·where there was a tremendous amount of freight. My experience was primarily in rate making was with the Cent!al Freight Association territory. Although -I was much less active in establishing the tariff bureaus – in the South, and the tariff bureau, I published.the rates between the Central Motor Freight Association and the Southern Motor Freight Association. Woods: ~r. Buhner, at this point ,lets give ’em an exampl~ of how much opposition there was by, as you sa:y, ‘The strong powers; that wanted to put in their own. If you don’t mind:this brings us back to our old friend, Jack Keeshin. I’m sure you remember, he stepped forward all at once. Now, correct_me if I am wrong. He stepped forward, at this time, with, ‘The Eleven States C~ference,’ ‘- of-. Buhner .. 111 .. that he had organized, and h~ got ,Danny Arnstien and the Wall Street combine that controlled 48 industries. -Tney put in millions and. they we.re going to riJ.ake their own~ rates, and. make the ATA and everyone· else ·bow down to their rates whether they liked· it or not. Do you’recalf \ that incident? Buhner: Every fella heard of it. I i . . Mr; Keeshin, of cou~se ‘ ” being a very strong individual, he also; — there were some others tnat were inclined to want to publish their own rates. And, as I recall, Mr. Keeshin, finally made the move to publish his own rates, but then he fmmd himself into real trouble and it didn’t take him ‘long to rescind that action. In the meantime it .cost him cofisiderable money to publish the rates, because thats an expensive thing. Woods: I believe it was two million dollars.they lost, or something, in trying to set up that rate. ~ Buhner: Why’other, who also-had a desire to publish their own rates, was that most all the truc:k,operators had become me~bers of the Bureau. So with that that · mean’t that they were able to.publish their own rates through the bureau so they could work in connection with other tru~k lines. In other words they were able to have i·~· . ~· a through rate that was. published. So -from Louisville to Milwaukee, we hauled the freight to Chicago and turned it over another truck line· and they delivered it in Milwaul{‘ee.’t “‘· … Buhner ,· But· our rate w’as a th~ough rate ·that had already been publis,hed all the way ~hrough. But, when Mr. Keeshin and others have tried it, and they were not mem’9ers of .the Bureau publication. thought th~ that we wo~ld also interch~~.with them. . . J . But, we saw that we were getting ourselves into a lot of tro~b’le; if’ we do that. ~~b we did’ll 1 t· give Jack Keeshin, and. others like him, any conc~rrence. So, his lipe, 11? Mr. ·Keeshin’s line, and others like his, lacked the through rates.· They did not have the through ratesystein. ·They attempted it, but it was rather crude. So, it didn’t take very. ~ong for those people to realize that they had better come ~n on the tariff. f Woods: ·Well, for rconvenience sake they· ha1 to disband their idea. You had the interline system worked out and they didn’t. Yeah. ‘ Buhn.er:, woods: I believe at this point, Mr. Buhner, there might be sbme listener sometime that may .be confused with~intTa- / ., state and interstate. What Mr. Buhner is speaking of here,, or we!re speaking of, is intrastate is-shipments }’lithfn the state. And interstate means cross country. Through the diffe·rent states. So whenever you hear intr(st~te you ‘:1:.1 know,·”iinmediately, that that’s points within the state. And. wlie.never’··you hear interstate that 1 s ·referred to as· the ·–; long~ha.Ql, or cross country. That goes Coast to Coast,· if ·, ‘ .\. \ . ‘ ‘ ; ‘.., ‘i. t_.t\ <~ .. – • • ‘··to.. ‘ ~·. :. ·._ q:._ ‘~ ~ -~-~- ._ , j ‘ Buhner 113·· you want to. Buhner: We~l, that just about finishes up the story on rate making. I Woods: Well, lets just take a little bre_ak, and·then discuss.something else. Woods: Mr. Buhner, driver. training ls quite a major thing ‘ today. There’s scpools popped up now all over United States, and Driver training they’ve discovered as you 1 vemen dis- ‘ covered early, that it has a great bearing on trucking. You had some of that experien~e. Would you mind telling the listeners about your problems with driver.s in the early days? Buhner: In the e·arlier days, when we hired drivers, most of them were acquaintances of ours and we had nothing to gage· a good driver by •… So, thats how we just got .a ho<;>gpoog of men trying to drive trucks and the couldnit do it efficiently, until we put in a real good, safety program. Then we had ·a/~her rigid t~st.., that any applicant would have to make before he became eligible to become a driver. During the World War days when man power..was quite scarce, and we were still growing; adding personnel to our company and also hiring-additional drivers. We sometimes had to scre~n as many as 75 men in order to find one good driver out of the group. Later on ~hen manpower became a little bit ~ore plentiful, we used to have to w~ed out- about 20. men out of about every 21 .applicants. In fact we had a · : .. “‘ 1; :· . :. ~y!i~· ,, .. Buhner rule of thumb we would find about one man out o.f ev_ery 25 . ··· that we considered” to pe a capable truck driver. ‘:But ~hen 1 you take a piece of equipment, even in those days, a J);j[e~e of equipment with a trailer, was a minimum of 25,000 dollars •. · Then it depended a gr~at deal upon the cargo that_you were ~ carrying. If you were carrying a truck load of wh~skei which we moved a lot .of here out of the city·of Louisville., . ‘ We quite often’had a cargo going up to 50,000 doll~rs. · .So, it was quite ~ responsibility on the truck operating company to see that they had the proper personnel tbat could handle that piece of equipment. A ·number of wrecks in those days with that type of equipment and that kind of cargo crould easily have wiped out a company. Woods: It did wipe companies. Buhner: And many of them were wiped out. Woods: Just for open discussion here, Mr. Buhner, you . knew Ben Spector very well I’m sure. Buhner: Sure_. Woods: Didn-‘t he,—multiple wrecks, at the end, was_ what Ben had to leave-the company for? I believe they cancelled ‘ – ‘his insurance. He put through this fast relay system to the East Coast. Arid he just. Ben, ;y-o:u know, had- a belief that you could just take anyone and put behind a wheel. And ‘ . he did. And he·:rQund out that it was just constant wrecks’. ·-_.::, And I 1m sure if- you paid much attention to his life, -or· ··’-~-· . – ‘ ‘ heard such, that it was this very thing that destroyed ~en. ;.. ‘;• .. Buhner __..,;., Buhner: I knew Ben, but I wasn’t very f”amiliar with opera..tions. ·, Well, in the early days he’d just go.out on)the street corner, he’d ·have a loaded truck there, and s.top “· aj/,uy and say, ‘How’ed you like ‘to go to-New York?’ Yeah. ·This was one of his great downfalls. But, I know he had a· constant number of w:recks· when he got .th~s: Whites and ~ . those Freuhaufs· and went on that fast relay. Just mul~iple. It was unbelievable. Four- a day, and thing like that. Well, you know, that no insurance company is gonna stand \ for that. ,. So, they cancelled him_ out. · Well, today, Ed, . ·· -~~Y have schools now cropping up all over the country. • “t. And this is a little different than in my day when you got b~hind a steering wheel and another guy told you how to shift, and you tore up a few gear boxes til you l~arned. But I believe don’t you? That this is a good thing that they’re teaching these ,.—a mari long before he goes on the highway,.they teach him how to back. a trailer. S~ot·a trailer~·~p’ !)th.er words. How they ·.te~ch h:l.m the gear box,f ·• and., the tachometer. How the truck operates, and .he gets.- quite a schooling I understand •. 1: 1m ·to go interview one. I . of these schools in the next ·month •. I 1m ‘suppos,ed too; But ., thats quite an advancement, and that too would come under ~he safety program. Buhner: I think one o:( the things that has done a lot to up grade the, truck driver is· the establishment of the -•. Buhner’ .. Truck Rodeo, which is now being held pr~ctically.in almost — every state association. Woods: The ATAs encouraged that, didn’t they? Buh\’lf3r: It was the ATA who qriginally developed it I think, but the credit goes to John Laurenc.e, who at thatf ‘ . time was’General Manager. He worked out the program on it, and ~he me~hod and it was he that, who really promoted the thing. It’s a very interestirtg thing to the top truck drivers, and of course-that filters on down through the· entire fleet. But if you ever have a chance to go to one of.these _annual championships, it’s very interesting to . see how :proud these boys are. They compete in that. First I . they have to win the state and then they go to the national. This last year we had the National here in Louisviile. ” And to me it is reallX_ a feeling of satisfaction to see what has been accomplished~ in the way of training drive·rs ~ and make them :pealize their responsibiii ties •. And th~~ – courage that they have now. The proud. It is not only the driv-er himself is proud of his posit:l,on, ·but his ;family,_ back in the crowd. Normally, his family is ~itting right there •. Woods: Oh, yeah. Right there in the grandstands. Buhner: And it has done a great aeal to upgrade the.driver. ;,Woods: Also, Ed, it’s done a great deal to the truck ., manufact1.1re ~oo·, to have his truck in th.erer as one that . they use. For the listener we 1 d iike to explain .a Truck · R’odeo is just as·the words emphasis’. It 1 s.a Rodeo, like I . ., -I ! ‘ Buhner they used to have, and still do-have national cowboys, where they go out and ride broncs_and things, and what . ‘they do here in a Truck Rodeo’; they bring in these drivers’ I that’s won tpeir championships ~n. each state as an outstanding driver. Now, they’ll have different contests. r Spotting trailers. Backing trailers within a certain area. equ riving within traffic. Maneuvering of their Mr. Buhner has probably been on boards of the e Rodeos·more than I have ever seen them and he knows more ~bout their different requirements that these drivers have t show their skill. Lately”‘ they’re being to get •rv recognition. You’ll see in advertising. They had you -last years Champ • …,_ I believe he was from Louisville here. They had him .spotting a tanker truck,:in a very close quarter. ·And I believe Exxon, or one of the big ga~. – companies used that on TV as an advertisement and it drew ·a great deal of attention to ,:the trucking· industry. That a man could handle one of these trucks. I know, just on this subject, Ed, if you-don’t mind; you know, in California they used double bottoms long before we were around here. And it used to be quite an interesting thing to watch. They’ed always·have a driver in ~ I termina;,l. The fella that brought in the double bottom . \ on the road could never handle it right, and they always had an old spotter around the terminal that he -~would take over that double bottom and instead of breakin~ +-· .. ‘· Buhner 118 __ ·- :.it up and then~ JllOving the \wo trailers, he. woultt .spot ~that_ back trailer where he wante.d it while :It· was ·still hooked · “‘ to the ‘other trailer, which was quite a feat. We used .to watch these men do this. But proper ·control :-&.ld skili’ at the wheel has a. The trucking industry is vecy aware tpat . < . this· is, —- after all we have to o;ffeT is service,· and . F that’s where it come from, ~—proper control at th~ Buhner: Yeah, it is almost uncannY: to see some._of men operate a big rig. Being able to spot I • n~rrow. A very narrow space with probably two inches, clearance on each side. But, they’ll do it. And they’ll do it day in and day out. It’s uncanny, the skill some of these men have. If you don’t think it requires skill get in one .~d try to spot it yourself. ·Woods: I know. I went to ~pector back.right after the war, and_ you know spot-ti_ng; that is,· for the listeners · view,· spotting means putting a trailer in where you want it and taking it out. And right aft~r the war I went to Spector. And spotting had developed you know. It used •! to be nothing •. In other words ·it wasn’t a’.field. Everyone·· got his truck up to the dock s,,ome, l'(ay he could. · If he t·ore off two or three doors, WhY it was alright. But, I went to• Spector Motor right after· the war and spotting }lad started -•·• out and I wanted to be a ‘Spot,ter. And I did .become a . – spotter. And as you say’ we got ~to–!there re could p}lt. ’em in two inches apart. Just parallel them right in there. ~ .. , .. · ·, Buhner One try. Not even·,~a:ve to~pull out. But it takes you months and mon~hs of constan’bly doing this· and knowing you; tractor,_ knowing· your’ trailer_·length before· you .. can do · 1 t. It’s not something that·’ s .learned overnight. It” s a· skill. So when you see .,these men .at these J,deos, aq · you know, they know what .they 1 re doing when they -get . “t, ~ . behind.that truck. Well, Mr. Buhner, it seems as if though ~e’ve covered about every subject. In summarizing here ·I would like ·ror the listerners to ~ow that ip Mr. Edward J. ~uhner, ,. . they have been ],istening to one of America’s true truck pioneers and not only pioneer in one ·field but in many fields. Beveloping of the industry from a terminal up to serving on boards that made major decisions; such as, roads, tariffs, and all that we’ve heard. Now, in thi~ room hete is a plaque from the Nat~onal. Safety Coun~il o;;_\t Motor Tran~portation Conference; •Hereby confe~s hon9raty “‘ life membership to Mr. Edward J. Bubner, on October 26, 1964. ‘ For recognition of his years of service of the~ Councils· Motor Transportation Program, as a’ member of the· Bo·ard of Directors from 1951 to 64. 1 ·.This plaque is … signed by the Preside_nt, Pile, the Vice President,’ and the Manager.. Now, this is quite an honor: And these < are ‘nt given· out· Just to anyone. You had to work to re.:.. ceive those. .. The next plaque is ·a member of the National. Safety Couneil -. ~\ .- “”‘ … – . .. •. . . ·, Buhner … –~ I ··* / .::–: .. -?– was given to Mr. Buhner. -·And then we ~av.e tpe Kentu,~ky Motor Transport Association, Hall of Honor. r_ 1The .Ke~-_ ·tucky Motor ~ransport ‘Association, proudly inscribes:i~ne:. f· . ‘ . – name of Mr. EdwaZ.d J’.- Buhner in the m~mber of a Hall f>f . ~ . ” / Honor. The Kentucky Industry’s highest award’ in recognition of his ~votion and distinquished service: to. the ,· ~ – r ,- Trucking Industry. President of the Annual Convention of the Kentucky M?tor Transport.Association, I9c.C.on”June- 5-, 1970. ‘ ‘.And the s’ea.l there,. . ·Buhner: .: _.That w_a~ the tf’i.rst one that was ever granted~· ‘ Woods: :And he.re is the ATP.,. •Ame.ric~ Tri!~k Associati’ons Foundation,·Incorporaied, presents,th}s ·tribute of appre-. ciation of Mr. Edward J. Buhne:r, Trustee, 1953· to 1960,,. . . For service to the Industry through ~eadership of t~e . . …. continu,ing program to inform tJ;e Americim pe.ople to ‘th~ · vital role ~·f trucks in the posterity, growth, d<lf~.nse~ and=”” well=”” be-ing=”” of=”” the=”” nation.’=”” i=”” all=”” these=”” are=”” awards=”” gi-ven=”” to=”” a=”” man=”” who=”” earne·d=”” ‘them=”” ..=”” as=”” !jlentioned=”” they=”” not=”” just=”” ~anded=”” out.to’anyone.=”” last,=”” but=”” certainly=”” not,least,=”” here=”” is=”” another=”” one.=”” ,·=”” ‘presentation=”” of·a=”” plaque=”” mr.·e=”” …=”” tr.=”” buhner,=”” in=”” recognition=”” for=”” outstanding=”” services=”” ‘as=”” an=”” .honorary·=”” past=”” presf<kn:t=”” ~-·,=”” .=”” ·.=”” this=”” was=”” given-by=”” indiana.motor’=”” truck=”” association=”” 1968.=”” go=”” over=”” bring=”” attention.of=”” ,,=”” listener=”” outstand:lrig=”” leader~hip=”” or=”” mr.=”” buhner.=”” ‘=”” ~-=”” [=”” hllhn~r=”” that=”” have=”” been=”” listening=”” someon~who~~as=”” ·,=”” ?-=”-;;~~ -=_;;. \; ~ Mnur:tce Tucker, and many others. \1 ” men=”” authority’=”” -=”” –“‘=”” te=”” 11.=”” you=”” history=”” american=”” trucking=”” industry.=”” continuing=”” on=”” with=”” buhner’s=”” inte-restip.g=”” very=”” .(,’~=”” {~~=”” historical=”” interview,=”” i’m=”” going=”” talk=”” about=”” comp~y\=”” can=”” reme~ber=”” .'””‘=”-·-:;,.” it=”” -it=”” •=”” ,.i·•=”” \=”” ~=”” .–=”” o’,=”” he=”” developed.=”” trailers=”” ·of=”” eb,uhner’s:=”” -._=”” -~–=”” –=”” .·=”” ~_,.~,=”” line=”” ;a.n=”” out=”” chicago=”” south=”” l~d.=”” ·=”” they·=”” _=”” “=”” “”t=”” “m=”” ‘»;_=”” were=”” aluminum=”” company=”” operating=”” ‘\=”” ‘””‘-=”” ,.\=”” l=”” under=”” nan\e=”” 1silver=”” fleet,’=”” asking=”” mr=”” •.=”” ··=”” _.,._=”” -:::=”” ‘\-=”” ‘~-;-~,=”” bulmer,=”” found=”” reason=”” w.as=”” named,=”” ‘silven:.’fleet·:=”” 1=”” because=”” most=”” so=”” said,=”” ‘why=”” paint=”” them,=”” clean=”” ’em,;=”” haq_,.a.=”” silver=”” shine=”” called=”” fl~r~t::;=”” -::-·=”” ……..=”” first=”” man-i=”” ever=”” interviewed=”” tha:t=”” ran=”” ~ruck=”” line,.should=”” we=”” say,=”” across=”” t~e=”” mason~dixon”=”” .:;-<-•=”” ••=”” ·-=”” ·line.=”” met=”” p,roblems=”” ~eep=”” soutl).=”” mo~t=”” truckers=”” never=”” north.=”” ins~ance,=”” when=”” days=”” tandem=”” trailer=”” came=”” in,=”” ‘the=”” .32=”” f’ooter,=”” dis-=”” ,=”” ·-·=”” covered=”” from=”” him=”” there=”” some=”” states=”” south·=”” “-‘•=”” ·’=”” wouldn’t=”” allow=”” tandem,=”” couldn’t=”” into=”” tha~=”” .-=”” .,=”” ~~=”” –j–=”” -~;=”” ~t:=”” –.=”” run=”” 30=”” foot=”” into.=”” cpicag’9’,=”” \~~=”” <k’=”” ,:-=”” ,.._.=”” .2=”” f’=”” ang=”” chicagoans=”” used=”” ‘what=”” doing=”” *p=”” f=”” running=”” big=”” long=”” box=”” cars=”” our=”” city?”=”” but;=”” course=”” today=”” 45=”” footer=”” rapidly=”” becoming=”” ;=”” standard=”” trailer.=”” mr_.=”” co~pany=”” at=”” peak=”” had=”” approxiametly=”” 15=”” terminals.=”” .p=”” -‘f~=”” ·i,=”” .,_=”” y’=”” buhner=”” small=”” nevertheless=”” h~=”” round’=”” numbers=”” practically=”” 600=”” employees.=”” and”‘-.i=”” believe=”” yard=”” equipment=”” a.ntl=”” pick=”” up=”” trucks=”” every-_=”” th~ng,=”” mentioned=”” other=”” day=”” 150=”” h~ghway=”” ~its=”” road.=”” so,=”” north,=”” fleet=”” large=”” company.=”” am=”” glad=”” you,=”” settled=”” many=”” ?ro~lems=”” state~f.k~ntucky,=”” tennessee,=”” virainia=”” plagued=”” time=”” got=”” those=”” ironed=”” way.=”” buhner:=”” ,when=”” started=”” business,=”” ~we=”” ~reeling=”” business=”” would=”” grow.=”” ·~jause=”” economics=”” truck~ng=”” such=”” attract=”” customers,=”” more=”” customers=”” faster=”” wouid=”” grow=”” woul~=”” get,=”” true.=”” earlier=”” had,many=”” handicaps=”” overcome.=”” gre.at=”” deal=”” being=”” various=”” restrictions=”” put=”” by=”” through=”” which=”” operated.=”” problems=”” labor!=”” unions=”” that.=”” miles=”” inferiqr=”” highways.=”” some·places=”” bridges=”” capable=”” carrying=”” loads,=”” even=”” smali=”” took=”” years=”” gradually=”” impr,ove=”” facilities=”” included=”” improvement=”” equipment,=”” engines,=”” personnel,=”” improvement’of=”” terminals,=”” uuhner=”” highways=”” operated=”” has=”” interesting=”” expe.rience=”” fop=”” me,=”” now.=”” practic.ally=”” completed=”” 40=”” the·=”” i’ve=”” seen=”” industry=”” start=”” beginning=”” like=”” ourselves=”” started,=”” it’s=”” gro’tlll=”” substantial=”” fact=”” knew=”” roads=”” built=”” add~d=”” great=”” economy=”” ~any=”” union.=”” example,=”” kentucky=”” restrictive=”” regulations,=”” v~ry=”” few=”” cities=”” towns=”” ~wnstate=”” area=”” any=”” industries.=”” remember=”” quite=”” governor=”” kentucky,=”” earl=”” clemens,=”” made=”” statement.=”” ‘well,=”” if=”” we’ll=”” open=”” iqto=”” state=”” encourage=”” industries=”” into’these=”” smaller=”” bringing=”” towns,=”” 123=”” cities,.we’ll=”” b’e=”” able=”” to·epcourage=”” building=”” lot=”” filling=”” stations,=”” restaurants,=”” service=”” garages,=”” will=”” be=”” along=”” highways.·=”” give=”” local=”” comn1unities=”” property=”” tax=”” taxa~ion=”” they’ll=”” lift=”” living=”” the_people=”” within=”” their=”” communities.’=”” lived=”” see.=”” now,=”” refer=”” primarily=”” familiar=”” it.=”” ~ma11·commun~ties=”” now=”” fine=”” manufacturing=”” facilities.=”” r=”” still=”” m~re=”” coming.=”” s=”” hardly=”” we’ek=”” media=”” doesn’t.=”” announce=”” installation=”” qf=”” plant=”” back=”” smallest=”” .commun~=”” ities=”” country.=”” therefore=”” opened=”” country=”” states.=”” also=”” helped=”” larger=”” cities.=”” ~i=”” th=”” :popu~=”” lation=”” trends,=”” growing=”” demanded.more=”” continue=”” demand=”” trucking.=”” my=”” opinion=”” become=”” efficient=”” than=”” today.=”” look=”” forward=”” better=”” safer=”” forwaratt~=”” considerable=”” equipment.=”” there’s=”” new=”” type=”” power=”” machines=”” produced=”” probably=”” find=”” way=”” one=”” things=”” last=”” years,=”” personally=”” able.=”” experience=”” except=”” beginning,=”” tremendous=”” in.communication.=”” possible=”” thousands=”” know=”” almost=”” instantly=”” wh~~e=”” every=”” located.=”” easy=”” trace=”” lost=”” shipments.=”” co~unications=”” between=”” terminals=”” talking=”” to.your=”” next=”” <=”” door=”” neighbor=”” telephone.=”” record=”” keeping.=”” costs=”” problem=”” keeping=”” records=”” many,=”” of.=”” shipment=”” re-.=”” quired=”” a.=”” bill=”” lading,=”” record.=”” immensely=”” improved=”” computer=”” system.=”” this.in=”” )=”” buhne=”” orjnion=”” greatest=”” strides=”” 1n=”” ten=”” years.=”” only=”” real=”” major=”” companies=”” take=”” advantage=”” it,=”” method=”” 1s=”” improved,=”” bound=”” tq=”” be,=”” lines=”” taking=”” same=”” thing.=”” pu.’blic,=”” think,=”” awar,e=”” what=”” means=”” employees=”” amount=”” people.=”” railroads=”” thought=”” people=”” 125=”” pay=”” role,=”” think=”” considered=”” million=”” half=”” employeed=”” railroads.=”” ha~=”” gone=”” beyond=”” united=”” year=”” regulate=”” during=”” war,=”” director=”” ‘for=”” hire’,=”” less=”” two=”” truck.s=”” ·or=”” al~=”” type.=”” don’t=”” suppose=”” vehicles=”” suppqse=”” ~n=”” neighborhood=”” 6=”” 7·million=”” intra=”” interstate=”” growth=”” stati-stics=”” prove=”” getting=”” percentage=”” ~f.=”” overall=”” fre,ight=”” movement.=”” con-tinue,=”” cause=”” “‘-.=”” manf\~.f’the=”” transportations=”” can•t=”” ·r=”” “~~=”” come=”” close=”” matchi,ng·;-=”” persdnally=”” foresee.=”” ,.=”” stable=”” ahe·ad=”” of·=”” -‘u~?.=”” {=”” ~.=”” number=”” our·better=”” recognized=”” by,=”” what·=”” might=”” c.all,=”” wall=”” street.=”” ‘·=”” ‘get=”” financies=”” weren=”” t=”” touch=”” ago.=”” ample=”” finances=”” buy=”” anhui~d=”” te~mir1~is,=”” “employee=”” personnel;=”” do=”” money=”” can.=”” you.=”” thing=”” stocks.=”” in’=”” early,=”” confidence=”” qui.te=”” ago=”” well,repaid=”” investments,=”” continue.=”” ups=”” downs=”” market,=”” basic=”” today~=”” agriculture=”” biggest=”” pretty=”” hard=”” visua~ize·what=”” happen=”” 30,=”” predict.that=”” time.=”” woods:=”” well,=”” want=”” thank=”” your=”” rather=”” thorough=”” interview.=”” ·for·=”” valuable=”” histor-ical=”” information=”” trucking~=”” inform=”” 72=”” old=”” -i=”” said=”” yesterday=”” lives=”” retirement=”” louisville,=”” exclusive=”” neighbor-=”” hoods.=”” believes=”” trucking,=”” revealed=”” to.me=”” -_=”” yenterday=”” keeps=”” bit=”” lti_s=”” moneyiin=”” invest•=”” ed=”” stock,=”” natural=”” gave=”” his=”” life=”” gamble=”” retirement.=”” sa.:fe=”” gamble,=”” believe.=”” constantly=”” moving=”” arourid=”” meet=”” friends=”” i’ll=”” tell=”” them=”” hello=”” them.=”” incidently,=”” tomorrow=”” buddies,=”” maurice=”” tucker,=”” o~=”” bend,=”” he’s=”” anxious=”” hear=”” you;=”” he(knows=”” i_’m=”” sure=”” listeners=”” listens=”” tape:=”” n·ew=”” york=”” times,=”” microfilming=”” corporation=”” america,=”” uni=”” versi=”” ti·es,=”” educational=”” institutions,=”” transportation=”” centers,=”” join=”” me=”” thanking=”” ·for=”” second=”” interview=”” october,=”” 1973=”” ~-ot:=”” __=”” sidelights=”” happened=”” us=”” othertruck=”” operators=”” to.=”” knoxvill;=”” tenne~see=”” louisville;=”” anything=”” mode!ate=”” _it=”” 12=”” hour=”” truck•to=”” get=”” there~=”” passenger=”” car=”” 9=”” run_.=”” myself,=”” sometimes=”” brother=”” company_would=”” leave=”” louisville=”” 4:00=”” o’clock=”” afternoon=”” drive=”” far=”” corbin,=”” kentucky,:where=”” ;-=”” ‘~.=”” •,=”” stay=”” overnight=”” then·=”” morning=”” got.=”” into·=”” knoxville=”” person=”” say=”” corbin·=”” is’·=”” firs:t=”” corbin=”” railroad=”” junctj,.on..=”” altd=”” apparently~a=”” roundhouse=”” whatever=”” th@y=”” have.=”” at-corbin,=”” kentucky.=”” called,=”” ‘a=”” town.’=”” ~t=”” tbat=”” particu;ar=”” ~~ntlemen=”” oper~ting=”” restaurant=”” ~d=”” specialized=”” ham.=”” everybody=”” down=”” highway=”” stopped=”” co~try=”” drivers=”” there.=”” boys=”” ‘f!,#~\=”” there,=”” choice=”” ~-~=”” places=”” ·the=”” manager,=”” owner=”” place=”” receptive=”” indus·try.=”” interested=”” ·guess=”” gentleman·was=”” famous=”” recent=”” ·he’s=”” nobody=”” else=”” colonel=”” sanders=”” famed=”” chickens.=”” finger=”” licking=”” good=”” chicken.=”” did=”” own=”” cooking=”” the’kitchen.=”” but,=”” showman.=”” i-n=”” days.=”” jovial=”” type.o~=”” ~hap=”” anu=”” al~~=”” pleasure=”” t~=”” stop=”” eat=”” him.=”” in~resting=”” i.=”” tl\,.:time=”” was-=”” city=”” passed=”” ordi’-=”” nance,=”” controlled,=”” ordinance=”” semi-trailer=”” tp=”” edge=”” hav·e=”” unload=”” mercthand.ise=”” maybe=”” three=”” smalier=”” _trucks,:=”” haul=”” toe=”” end=”” town=”” wasn’t=”” mile,=”” .~=”” then=”” reload=”” semi’s=”” on.=”” people’~n=”” community,=”” leas-t=”” officials=”” community=”” sort=”” harassing=”” automobile=”” drivers.=”” automobiles=”” since=”” al-l=”” ‘of=”” (}=”” sanders,=”” became=”” v_ery=”” perturbed=”” trying=”” city.=”” fathers=”” change=”” law=”” but’to=”” no=”” avail.=”” finally;=”” expense=”” erected=”” boards,=”” each=”” city,=”” ~,=”” ‘tourists=”” avoid=”” speed=”” traps=”” else.’=”” boards=”” r~ally=”” effect.=”” shortly=”” after=”” ~athers=”” wanted=”” ole=”” cagey=”” chap,=”” where=”” located=”” ~e=”” ground=”” definetly=”” his”control.=”” lease~r=”” whatever.=”” instance=”” purchased=”” refused=”” down.=”” ‘whenever=”” correct=”” laws=”” ~estrict~ve=”” orr=”” !=”” 11=”” down.’=”” fortunately,=”” won=”” hurting=”” businesses=”” town.=”” friendly=”” toward=”” industry,=”” course.=”” users=”” 130-=”” discription.=”” thing·=”” wa.s=”” ··-·=”” legislature·,,=”” t:oere=”” district=”” members=”” the~railroad=”” brotherhood~=”” .;-=”” revised=”” voted=”” legislature=”” both=”” f0r=”” passage=”” law.=”” course,=”” opposit~on=”” ‘•=”” barons=”” themselves.=”” -woods:=”” that’s=”” good.=”” ed,=”” ~_the=”” e_dge=”” made-=”” truck,=”” woul~et=”” yo~r=”” town·empty=”” town,=”” cartage=”” load=”” ,_=”” thr?ugh=”” trailer,=”” right?.=”” tne=”” appxoxim~te=”” s:tory.=”” yes.=”” entirely=”” empty_but=”” very,=”” ve’fy=”” lqad=”” truck~=”” :well=”” future=”” fried=”” \,=”” chicken=”” syndicate=”” was·=”” friendly_=”” _aided=”” aided=”” ·in=”” highw~s=”” ~s=”” part=”” understand=”” chur.ch’-=”” somewhere=”” near=”” .th~=”” church”=”” -~eighborhood=”” born=”” i’s=”” ·just=”” abou~=”” 5=”” ‘east=”” henryville,=”” ··indiana,=”” 20=”” north=”” ‘””–…=”” buhn=”” e=”” .131=”” church=”” memorial=”” mother=”” father.=”” nice=”” restaurateur=”” helping=”” too.=”” antidote=”” goes=”” le~islative=”” ,fights=”” ~he=”” st~te=”” transportatioh=”” agencies,=”” principally=”” rail–=”” roads.=”” having=”” baptism=”” legis-lative=”” work=”” indiana,=”” tha-:t=”” possibly=”” sta:tes=”” similar=”” soon=”” learned=”” differently.=”” instance,=”” .state=”” indiana=”” farm=”” bureau=”” active=”” favor=”” kentuck~=”” opposite.=”” interests=”” principally.the~farm=”” opposed=”” aligned=”” themselves=”” -ru~ther=”” related=”” boys.=”” vote=”” powerful=”” vote,=”” could=”” ~long=”” w~=”” gained=”” deal.=”” po~nted=”” ·to=”” how=”” affective=”” th.e=”” ofind,iana.=”” suggested=”” ip.to=”” publication=”” ,and=”” try=”” reach=”” average=”” farmer=”” little=”” oure.story.=”” engaged=”” advertising=”” firm=”” submitted=”” items=”” interest=”” 132=”” farmers.=”” wo~ked=”” ad=”” we.,,=”” ‘these=”” piggies=”” went=”” market=”” piggies,·over=”” here,=”” mark~t.in=”” tennessee~’=”” pointed=”” ’em=”” nruch=”” it.cost·t6=”” send=”” pigs=”” adjoining=”” state.=”” w~ll,=”” th~=”” artist=”” draw=”” picture=”” .and=”” appeared=”” magazine.·=”” reaction=”” was.=”” really=”” something=”” very1=”” very.=”” interesting.=”” mad=”” .•=”” ………=”” mad,=”” cartoon.=”” s’aid,=”” ‘that’s=”” ridiculing=”” people.’=”” ‘no,=”” we’re=”” all.=”” pointing=”” story=”” do,n=”” ‘t=”” realize.=”” followed=”” pictures=”” executive=”” committee=”” meeting=”” «=”” invited=”” explained=”” thoroughly=”” why=”” ad.=”” before=”” was-over=”” completely=”” turned=”” around=”” suppprters=”” broke=”” interest.=”” sepera-=”” ting=”” them.·=”” ed,·we=”” 1ve=”” loqbyists=”” trucking·,=”” they’re=”” getting-.a=”” political=”” science.=”” very.good.=”” kind=”” tricks=”” persuade=”” legislative=”” b.odies=”” !’still=”” laugh=”” al:t=”” interestitlg=”” _:-;=”” changing=”” indtana=”” somewhat=”” sad=”” note.-=”” billwas=”” p:r:esented=”” house=”” represemtative<s=”” ,mr.=”” doc=”” rhodes,=”” tlad=”” headed=”” fight,=”” sitting=”” up·in=”” balcony=”” waiting=”” .to=”” ‘.t=”” a~=”” seized.=”” heart=”” seizure,=”” at1d=”” died.=”” died=”” right=”” iegislative=”” hall=”” balcony.=”” name=”” harry=”” woods,=”” historian=”” collecting=”” material=”” ‘times=”” oral=”” prbgram=”” ‘?f=”” america.=”” once=”” again=”” friend,=”” louisville,·=”” president=”” associations.=”” ·and=”” dis-·=”” cussion=”” important=”” battle=”” in.the=”” early=”” 30s.=”” 1933=”” place,=”” not,=”” br.=”” buhner?=”” general=”” era.=”” well,.=”” 1931=”” session=”” introduced=”” carried=”” over.=”” stand=”” monumental=”” marker=”” birth=”” inters~ate=”” states;=”” -….=”” legally=”” wise.=”” leading=”” icc=”” motor=”” carrier=”” act=”” ‘c=”” 1935.=”” as·=”” many~=”” times·=”” ·geographically=”” key=”” grouped_:t.agether=”” 22=”” 23=”” top=”” lobbyists=”” haulers=”” crossing_=”” the.=”” indiana.=”” .mr.=”” and~mr.=”” maurice·=”” tuck~r,=”” played=”” part.=”” add=”” couple=”” names=”” of’men~=”” worked=”” himself=”” tucker.=”” buhner·:=”” c=”” tucker=”” sam=”” slusser,=”” myself=”” ‘f=”” our.chief=”” lobbyist=”” secretary=”” hadd~~·=”” c_=”” .c=”” h-a-d-d-e-n~=”” commission=”” 9-f=”” ipdiaila.-=”” :fact=”” later=”” chairman=”” commission.=”” four=”” ·men=”” lead=”” figl:’i:t=”” ag·ainst=”” tried=”” pass=”” ton=”” mileage=”” wo~l~=”” driven=”” business.=”” impossi9le=”” :for=”” operate=”” opposing=”” force~=”” resentative=”” itla.jority=”” effo.rts=”” senate,=”” recall=”” several=”” week=”” period=”” gather=”” forces=”” together.=”” quite·=”” includ-ing=”” merl=”” denny’,=”” albany,=”” ·several=”” ben,=”” th~se=”” (r=”” personally.=”” others=”” wh0se=”” don’t.=”” tecall=”” off=”” ~and.=”” ·but=”” point=”” test=”” position=”” :found=”” six=”” votes=”” beat=”” sen.t=”” -·=”” ovr!r=”” house.=”” particular=”” time,=”” ivan=”” morga.h,=”” m-o-r-g-a-~n,=”” morgan=”” packing=”” austin,=”” use,d=”” deliver=”” his·=”” canned=”” goods=”” middlewest=”” project.=”” the.time=”” cha.irrnan=”” republi~an=”” party=”” a:=”” ‘l.=”” man,=”” known=”” at.=”” ti~~.=”” ‘we=”” consulted=”” knowing=”” woula=”” voiding=”” proposed=”” legislature.=”” fac·t=”” personal=”” acquaintance=”” mine=”” voluntered=”” see=”” do.=”” votes,=”” block=”” convinced=”” tq·=”” saturday=”” ·asked=”” ~o=”” absence,=”” least=”” hiding=”” seen.=”” forces,=”” contacts,=”” spread=”” message=”” .,.=”” bo~s=”” were.not=”” tl;lere=”” guise=”” leave,=”” worked.=”” lobbyistall=”” went.”home.=”” about,=”” o=”” clock,=”” lieutenant=”” governor,=”” republican,=”” senate=”” bill.=”” told=”” period,=”” observed=”” railro~d=”” around.=”” ‘}:’here=”” wa~=”” vote.=”” ·-<·=”” senator’s=”” leary=”” atthat:time,=”” —=”” noticed=”” absent·.=”” :.._=”” 136=”” flnally=”” called.=”” down~=”” finally=”” tallied,=”” defeat=”” bi];l.=”” didn’t=”” appear,=”” against.=”” term,=”” ‘skates.’.=”” skates.=”” apparently=”” was.the=”” saved,us.=”” group=”” senator=”” gus=”” blenker,=”” winamac,=”” immediately=”” proceeded=”” clincher=”” record·=”” prohibited=”” opposition=”” more.=”” hair=”” raising=”” deal,=”” smoothly.=”” efforts=”” time-was=”” help=”” us.=”” students=”” may=”” following=”” tapes=”” others.=”” thoroughly,=”” minute=”” details,=”” ·mr.=”” must=”” speaking=”” tip=”” ·’*=”” -and=”” ·maurice=”” inter-=”” iluhner=”” whether=”” at.’=”” wonder=”” repeat~=”” of·,=”” you·=”” gentleme_n=”” s~,arted=”” bill..;•·=”” legislature,=”” brought=”” to-.=”” head=”” session.=”” manipulated=”” ftom=”” skill=”” men•=”” former=”” *=”” dpeaking=”” of,=”” slenker=”” ve!y=”” well.=”” lobbied=”” 7=”” oldest=”” legislator=”” therei=”” skill,=”” lobbying=”” technic,=”” should=”” stud,ents=”” college,=”” scienc-e=”” manipulate=”” through,=”” remember,=”” ag~in=”” repeat,=”” amalgamation=”” lobbyist?.=”” true?=”” many?=”” whole=”” ·it=”” ~ow=”” vceed.ed=”” dozen.=”” private=”” track=”” too=”” where,they=”” entertained=”” dinne:r’s=”” and-cocktail=”” par.ties=”” and’=”” force'”s.=”” contained=”” 138=”” fight=”” incidently=”” lobbyist.=”” ahead=”” and”‘was=”” :t;o=”” ·save-=”” neck.=”” right.=”” you—-=”” cents=”” mile=”” mi~e=”” per=”” truck?=”” vehicle.=”” 40,000=”” pound=”” class.=””> that might not seem like an awful lot of money, but in those days right after th~ depression 5 cents a·mile was a tremen- ‘ dous amount of money. Another thing, who tried to help us but they were too late to do much help at all was the Greyhound Bus Line. They sent one of their top Vice P~,f!;Sidents to enter into this battle and the mileage tax als~fpplied to the Bus Lines. The Bus Lines at that time, or the gentleman fro~ Gr~yhound at that time told us the taxes at that time would have run up between two and three’hundred thousand dollars a year fqr them, whi~~ey said made it almost impossible for them torun buses through the state. And of course he was highly elated after we had won, and l after that some of the boys including quite a few of\them really put on a c_elebration. Woods: Now to go in a little further so that a student or ‘ . Buhner a ) intencr might know, Mr. Buhner~” your very close fr;l,end, Mr. Tucker, and I _when we touched upon this subject he said that at that time With his headquarters in SouthBend -running into Chicago, he said that the ton mile tax they figured that in so many years they could build their own road from South Bend to Chicago, a distance I think of 81 miles to the border. And come out with their own road -at the time. At that day I don~ know I think it was 6000 dollars a half a mile or a_mile fo~ a one lane highway. Said they could have built their own road and they knew that.if this passed they ~ere ail out of business. And that brought me to the question I was going to ask you, should ·you men have failed and. the r.ai).road. Once more i.n bringing”up for students as to why we were in the state, this battle took place in the state of Indiana was because of it’s strategic geographic location to the interstate; especially, long-haulers, leaving Iowa to go to the east coast market. Atlantic Seaboard, Providence, Gloucester, Boston, you name it, “New Britian, New Haven, New York City, and on down into Baltimore for that matter and Washington,, D.c. They would have to go through Ind:tana. Now, Mr.· Buhner, when I spoke to an early American trucker that you know very well, Mr. Pop Brady, John J. Brady, Sr~ of Fort Dodge, Iowa, recently we di·scussed this and he along with us wildcatters mentioned that we were looking for boat —passage out of Chicago probably over to Bu;ffalo, New York / Buhner because we felt you ,might lose this battle and we couldn’t go through Indiana therefore we could by pass Indiana, Ohio, and Pennsylvania by taking a barge type boat out ~ Chicago and docking in Michigan and crossing into Buffalo and taking~ the water level route down to Albany and on into th~ East Coast. And for the student once more to show how important this was, this strategic geographic center. Indiana, as Mr. Buhner will agree, is one of the smallest states. Right. Buhner: Yes, that’s right. Woods: Among these states in area, it’s a small state. Yet, if the railroads could center in and stop the trucks from crossing that state to go to the East Coast they already had gone into the legislatures of Kentucky and Tennessee and they had everything very much in their favor there. If not a bill to stop, at least laws to harassf Buhner: You want to include Virginia. Woods: And Virginia. And so there they could~ topped trucks from going into the East Coast. They would have to / go down and· go through the Southern states which would have been economical — just a loss. Yvu couldn’t do .it. A matter of fact the listener must remember. that at this time .. even overloading we just barely made out going direct through ,_, Indiana. Had Mr •. Buhner, Mr. Tucker, and the men he mentioned along with· the famous legisl~tor 1 Slenker, and they lo-st this, I don’t believe it would ~ave destroyed trucking. Buhn~ r . wo.r. jnevltable and the war was coming up t1r: Buhner·in time pr1orlty by the government would have taken over but 1t would have certainly impeded_trucking for several ye~rs. Would it not? Buhner: No doubt about it. You see, Indlana was a—- well you mentioned·it casually but Indiana wasLalso a very important state from the standpoint of the North m.d ~ . South traffic. From Chicago and Detroit and all those . cities, cause a lot of that traffic out of Chicago came by way of Louisville, came by way C?f Evansville and by way of Cincinnati to get into the Southern States and even ” — …. ~~ into the states of we·st Virginia and all those. They were all blocked. Indiana, Kentuck,l, Tenness.ee, and V;lrginia were the keys to the railroads battle. Either by restrict- . ing the industry of weight la~s or taxing them beyond. Woods: Ton mile tax. Buhher: Tax them anywhere. Any type of a tax that would break them. Woods: They even threw in the length laws there too. Buhner: Oh, yeah. Woods: Now this brings us to another major poin~ in trucking that Mr. Buhner is very well versed on and that is how at a later date, at a time they arrived at we’ll· say a gross 40,000 pound w~ight, a tractor and trailer un~t. One thing you must remember the railr-oads were very smart men, were they not Mr. Buhner? Buhner Buhner: Oh, yes. They knew all the ~rick$. ‘ Woods: Yeah, they had had experience in lobbying and controlling legislation since back in the days of Drew, Fisk, and Gould with the Erie and Commodore Vanderbilt of the New York Central. They.have used all kinds of tricks of not only watering stocks but of control’l:i,ng legislatures to their advantage and they applied it all here and it is quite an honor to these men ‘from the middlewest, the small truckers, to rise up and defeat these men. But they were very smart because at this time in 1931 the trugking industry Mr. Buhner, was not yet hauling two per cent of the freigpt in AmerLca. In 1931 if my records are right they were.hauling one and about eight tenth per cent, almost two per cent. In 1933 ·when you defe·ated this bill we were two point plus, and yet at that time, at that day’ they realized and knew that this-percentage would grow enough and may destroy themin the future. And they were smart enough way back then to put the clamps on trucking if they could. Now this brings us to the very important subject that· Istarted to speak of, we 1 11 ·ask Mr. Buhner to· tell us about ·it;· the ten twenty tire and the 40,000 pound gross weight as how you rose us who drove in those days with a truck . . from 16 and 18 and 20,000 pound gross weight to 40,000 pounds. Would you please how at the Committee you gentlemen figured ,…. out the ten twenty tire at so much weight and how you figured out the weight law which was in direct violation of , Buhner the state laws that were already in affect? Buhner: During the war period. Early parts of the war ‘ period, 1942, I was asked to come t;Washington and become a member and take a position with the Office of Defense Transportation. (ODT) Then I .. come Section Chief for Hire Carriers. work one of the problems we had city of a truck. How you would descr a truck. We had to have that bee . · ‘capa- ” capacity of in our regulations we .al~ays had to refer to the capacity of a truck because we WB.l’l.ted trucks to carry their maximum capacity that they could because we-were in a war and we were trying to con- . . . serve-all the facilities. We had to conserve rubber, which was very critica~. Of course we had to conserve parts and also gasoline ~d all i(hose. Those were all critica:t,. So we wanted to. get the maximum use~ of a truck so we tried to describe ,the capacity of a truck. In those .da;~ . the power unit was principally referred to as a ton and a . . half, or “t(wo ton, two and a half, and I think about five. ton was probably the maximum capacity of the power vehicl~ in those days. “”·'< . . Woods: May we interrupt at this moment Mr. Ed to let the ” student know,_the listener, as to how confusing this was to the average layman. Here you saw a tractorthere, or a power unit; of a semi-truck, ,and they’ed say, 10h, that’s ·. ;,J· . –~, – . – ~-.- ·~·- \4 Buhner a two and a half ton truck.’ My God it looked like a locomotive to most ·people. And then you’d say, •Well , ~ that ‘·s a five ton truck, 1 · ‘That’s a two ton truck. 1 And that was·very confusing, was it not? Buhner: Yes. I think originally, Qefore the semi-trailer came into play, there were some sense to that sort of a designation to a truck because it mo!’e or less referred to the amount that you carry on it 1 s own back. But when you got to pulling a trailer it was entirely different situation. So that was unacceptable for our purposes. During the various conferences that we had we had agreed upon everything else except the capacity of a truck. As I recall, I was the one that suggested that we go to the carrying capacity of a truck being limited by the size .. tires that it would have on, because tires at that time were very very critical and we did not_want the truck operators to overload their tires b~cause that meant trouble. In the first place it was illegal in a number of states. So we th~n hit upon the idea that we would designate the cap.acity of a truck bY its tire carry~ng capacity •. That meant a1truck with small tires on, at that. time, I think they were 32 by 6s, and on up to ten hundreds, or eleven hundreds, even up ‘tp 24 inch tires, and 22 inch tires. But the standard tire at that time for vehic~es that operated with ttailers . . was about a ten hundred by twenty tire which as I recall had a carrying capacity of fo.rty five ‘hundred pounds per tire. Buhner So when you took a trailer with four- tires, and the power veh1cle \>f~th four tires on the pulling axle and· then two t1 res on the front axle of the truck, you had ten tires. – Ten tires times forty five hundred pounds gave you forty five thousand poundS as ~he actual carry~ng capacity. So the powers to be then in the Office of Defense Transportation accepted that suggestion and they issued a Federal . ” . . – ” 145 Register and it actually became law. At that·p~rticular time of course that was more than states of Kentucky and Virginia, and Tennessee, and maybe Texas and several other states allowed in carrying capacity in those. states permitted legally. But most of the other states in· the country, i’n the u.s. were all.within this. Were all legal under that sort of a situation. Woods: _Would you like to tell of the Commissioner. What· he said about it when you told him it was over most of these states that we had in mind? Buhner: We came down to him ·and we informed him of it and that was the problem. Woods: Commissioner Rodgers. Buhner: And I remember the Interstate Commerce Commissioner,. John L. Rodgers, said, ‘Well, why· don’t, we issue the order and ju”st see what happens? Maybe we can clear up some of these things.’ So the order was-issued, but before it was issued in that exact form the u.s. Bureau of Roads, asked __ us to put a maximum of forty thousand pounds for those states, __ .:_ .. – Buhner which worked pretty well within the formula because the front ax~e having a carrying capacity of nine thousand · poun?s by two tires on there couldn’t carry the nine . I • thousand pounds anyhow rjo we went along ~ith that i.it.u uaatio~:r_ So, of course,· things /eally broke loose for a day~W?·· · Telephone.c.all,s and everything else. But the Chairman~of ~ . the Commission said, ‘Well,, just. ride ·it out.’ And .consequently what happened, the states that were below that formula finally recognized it and that was the,first time that we actually broke the weight law~ in the state of ‘ Kentucky and Tennessee and possible -in another state or. so, and that was the b~inning of it. A,nd of course later on, ‘ . then having operating under that Federal law then for a number of years why then it wasn’t too much of a task. Woods: You set a precedent. Buhner: Because we had set a precedent.· But previous to that time the fact that I was from Kentucky and had ~ residence and had been operating rrry company in Kentucky ‘ we had been able to break the 18,000 pound law and finally had worked out ~ program with the Governor of Kentucky to step it up to .30,000 pounds, and then later t6 32,000 pounds. And that’s how we gradually broke through that “‘- thing. Then of c~>Urse when the Office of Defense Transportation when that law was then pulled off~he ~ooks·w~ we· had to go back to those old weight laws ag~in, but that’s when we did our battle in the Kentucky l~gislature, and we ” Buhnr:>r w~ r~ then ab1 e to in the Kentucky L~gis … lature to get up to the ODT standard. Woods: Now, to introduce another point· in ·the history of American int:”‘erstate trucking, the Diesel Engine. Mr. Buhner had been the founder of the Silver Flee’t Truck L! ne running from Chicago South to Louisville. How· far· South did you·serve, Mr. Buhner? Buhner: We op~ratea as far So~th ~s Birmingham, Alabama, Chattanooga, Tennessee, and at one~time tp Charlotte, North Carolona. Woods: And as with Mr. Pop, John-Brady, and many others the~iesel engine made its appearance along about 1931, 32, • it started coming on the road, did it not1 • Buhner: Yes·. Woods:· And of course, like the Wankle ~ngine of todayprobably, it was looked upon with much doubt •. I can well remember the r;torie~; well, it would blow up, it’ll • run away, • • the engine wil~ rlpi away. What they mean’t by> that, it wouldn’t hop out of the tractor and run dQwn tne road. -It meant that it would get reversed and·be sucking air and .. compressing air and would go so fast th~t it would blow ‘up ~ and kill everyone. The driver and everythj,.ng. I suppose _you heard those stories in those days. BUhner: Yeah. • ‘p And some of those were scare stories. Woods: Yeah• And they were’ ve-rY similar :to the automobile industry denouncing the steam engin~ by saying it blew up .. ·, Buhner ‘ and killed everyone. . But anyway I would ‘like. to ask you t the importance; and what you triou.ght of it, ~and whether you motorized with it’ and some of the things that were …. the advantages of the diesel engine .to the interstate r trucking industry that you exper.ienced. Buhner: Wel1, I suppose our company was·probably the . first -company operating from. Louisville into Chicago that used some diesel ~n~ines. I am talking now of the ·regular common carrier operation. Woods: About what year did ;you dieselize your ~quipment~ · Buhner: f’ ‘ Must have been around about 1934. Around t~ere sometime. The fact that I was born and raised within 20 miles of where the Cummins Diesel was made and th~ fact we knew Mr. Jessie Cuffimins. I think his ~irst name.’was Jessie. We knew him •. Naturally, we had an interest in .seeing if we . ; couldn’t develope or couldn’t use the diesel. We were in’:” terested in the pow~r that ‘it had. Of course we ·at times had to’fight pretty heavy snows going into and out of · Chi·c,ago. • In those days the roads we rep 1 t all paved betJteen Louisville and Chicago. Still quite a few old gravel roads . . – • and in those days they didn’t clear the roads you just;had •’ to plow through ’em. f And for a number of year13, for several’ ~~- . . years .then those big diesels were able ·to go ~hrough and . many times the Greyhound Bus would follow thre)ugh·on, some· T- -. of thos’e roads when our ctfesel trucks would open them up. We put diesel trl,lcks into.· the ord:j..nary truck t:hassis o:f ‘the .. . . . ‘ Huhne..r .- time, but we found out that that was quite unsatisfactorybecause the engine had too much power for the other, components of the truck. The transmission could be torn out and we always had trouble. Then the originai diesel was • a four cylinder, and we had one four cylinder and·one of . the big six cylinders.· The four cylinder engine pretty · well shook the truck apart. There was tremendous vibration in th’at. Bu·t there we-re s~Qie .adv.ant~eSo that we. had. That . ,~he diesels had. And some quite a few disadvantages. But we then finally concluded tnat we wouldn •t put anymore’· diesels in our gasoline type trucks, until it was a complete I unit engine·ered for a diesel engine. But there was one interesting thing that happened during this period that ~ – . ‘ shows you just what you could-do with a diesel engine and ” that was during the big flood of 1937, in-Louisville. We at that time had the one six cylinder diesel and one four cylinder diesel in operati_on. In fact that these diesles had practically no electrical equipmerrb on them; • that is _spark plugs and those things. ‘l’he f’act that the ‘ exhaust stack was up in the air instead of underneath ‘the truck, these diesel trucks were able to go tbrough water\ . ‘\ . . •.· .· much deeper than. almost any kind of vehicle that could be … .. – ‘ – ~ . ·~ ~:> had at that time. And these;wo ~i·esel trucks played a very important p~rt rescui’ people in the 1937 flood. The 1937 flood was ten feet deepe~. I·suppose I can say deeper –than any previous flood the city. ‘had. ever had. And of _.- ~ 0 • ‘:.-. (• Buhner course 10 feet above the w~rst flood~”;stage that- we had ever had why would· be quite a depth. In fact a.~most all of Louisville was unindated, ex·cept just here or there an ‘island or so. But in the rescue work we at that time had one 30 foot semi trailer and anQther one I think was around a 28 foot trailer that were being pulled by these diesels. The closest estimate that any of us could make. on the thing was that we probably rescued at least 2000′ people and brought them into safe living quarters during this flood. Our drivers at many times were driving with their feet hanging in water in the cab pO they could still work the brakes and that, but the engine was still running.~ The engine coUld run. So they were getting into places that you just couldn’t get anywhere except with boats. But boats could only. Small boats could only handle just a very few people. I was told that one of the trucks to the YWCA, that when our trailer_backedup there that they took out almost everybody out of the building, and that exceed~d somewhere ardund a hundred people that we hauled at one time. But when the score was all settled and . everything e1s.e it was determine-d that two babies were born on these trucks 0 in their rescue work and’two people died on our trucks while tney were bein~ rescued.’ In fact-the story is ·and. it ~s collaborated by newspaper articles that the two babies were born to a mother and she was ~ort of way in .. 150 .. f’ront E!nd of the truck. She hadn 1 t come out l)f the truck. r~veryb@dY else had left the truck. Sh,e didn’t come out. So the men went ln to get her and when they went in to p;et her they dlscovered that she had given birth to twins. Woods: Isn’t that something? Buhner: It’s right in here. Woods: It’s in that article. We. 5hould probably read · that article at the close and have it in the tape. People just can’t realize today just how deep this water can get. I was o~ten amazed when Jack·Brickhouse, the baseball announcer for the Chicago C’\.\~~, invariably when he came down to Pittsburgh to announce a game he would ask the cameramen to show on the TV screen a high water mark that they had put at the ball park which was 22 feet above the playing field, the ball diamond. And hesaid this was how high the water was at this ball park. Twenty two feet deep. Buhner: The fact that we could operate during ·it, we . . happen to be in one of the real high spots· in the city of Louisville. · Wef\11 had an is].>and wh~re our truck, terminal was located and it was used as one of the real rescue spots in this city of Louisville. .. Woods: I can remember coming doWI!_through here after it was over. Of course you know w.e always ran the Northern Route. We heard about this. I remember I made a t:rip’South one time. Not with a truck, but telephone poles that stood J >–~- Buhner pretty high above our head had been covered completely. They didn’t even p.rotude out, they were just covered underneath the water, the top of the pole. And it’s unbelievable. Yet, what always got me.Mr. Buhner~ I’ll never forget this fella telling us about it, he said right· after it was all over the people went right out on the farest_ point and built a house again. Whe~ they had a hard time saving them they went right out there and built a house. Well, I suppose they went by the safety~of what had happened once in my lifetime will never happen again. Well, this definitely proved the diesel engine. Now as . . for the power of the diesel compared to the combustion in i”wrse power, in service ability, we already got that where i~uld run through snow and water and things. Then the weight laws were in jeopardy again, were they not, because now we had a power unit that could handle much heavier wei~ht. And with advent of the Westinghouse ~ir Brakes, came on the trucks about this time, d::l.d they not, and then we were ready again t·o shove up that weight_ law. Buhner: One of the advantages that the diesel had ·it had , l almost as much power at a slow speed._ as it had at a.fast· speed. So, when you’were climbing a grade and that w~y the vehicle had tl)e ability to maintain its speed going up which was a great help to’ the other tourists ~ho were on the highways. Whereas, with the old gasoline engine when it got up to a pretty good sized grade they had to pull down . ;.;;: . •’; l . \ ) ‘ Ruhner . 153 1 nto low gear and of cour~e that would make a lot of people .. rather unhappy on thes-e single lane highways of those days. Woods: That’s right. Jacob’s Ladder and Leban~n Mountain and some of these steep hills in the East, Mr. Buhner, < especially on a Sunday, I 1d be going East trying to~et into. New York or Boston by Monday morning. Ari.d pulling these • long grades on a Sunday was terrible. I got so slow that you can,believe this, probably the listener of today wouldn’t, I used to get out a walk along the side of the truck because the cab was so hot from the motor~ And I’d have it rocked in double low gear and I’d walk along it, and I could walk .. faster than the tru~k, you know. Now, you can imagine ~he . pe.ople. The Sunday tourists that backed up behind us for blocks and blocks, and we’d ever so often have to pull off and let them go by and they 1 ed,wave and toot their horns f <# • and thank you, and then you 1 d go on; “‘ I notice’ another important item pere. Mr. Buhner, has given me ~o look at a Silver Fleet Motor Express~ Louisville, Chicago, Louisville, Knoxville, operating overnight ser~ice between those towns. Modern refr!l.gerated .semi-traile·r equipment. I would like for you to tell a~out this trailer. Refrigerated trailer. When you introduced it.· When you went into refrigeration, and I would also at this point just like for the listener to hear this. I spoke to Mr. Paul Beck of Sioux City, Iowa, and they built their own refrigerated trailers, Mr. Buhner, back in the early twenties and I – ~; .. Buhner was interested when he told me that he went up into D~ota “‘ and got, ‘upland grass.’ And I s~id, ‘What 1.s upland grass?’. ‘Well’, he said, 1 It was a grass that grew on the prairier· up there and we called it uplahd.grass but it had a characteristic o.f insulation. It had an ability about it to insulate and it was a finer grass and you cou~d pack it heaviex.’ And he said, ‘We built our own trailers and I we used four by fours and we put masoni t~ on each side cj which allowed four.inches in between and we packed that -with upland grass. Then when we put ice in the trail’er it held good.’ Now on the East Coast. Say up in Boston, the . ·- Gloucester district and that,·f’ish country, they put sawdust·-~ in between the walls of their trailers and watered it, and this kept it insulated. Now this trailer we ‘hav~<- here in this picture you. hauled refrigerated products; -can you tell me what was the insulation of thst? Buhner: That I am not sure of exc~ept that I do know it was a commercial insulation. Woods: Probably sowething they used in homes like. You did mention you hauled meat out of here to Chicago. Wasn’t that quite· unusual? For Chicago, at the time. we are speaking of, was the great meat center of the world. Of cours·e today it’s moved on to Omaha and Western; but how about that? Buhner: We thought it was unusual too. But we were in business to haul, so we just.hauled. And that didn 1 t last .. –· • Buhner very long. Probably a half a year or so. But this vehicle that you see here, the man beside it was the,first employe~ of our company. And afte.r this vehic~e had been r}lll a half a year or so the driver, not this man but one of the other drivers, fell asleep just South of Chicago at near Schneider (Indiana) and went off the side of the road and started a fire and burned. This happened during th~ night around about midnight and I remember the incident quite well because I got a telephone call. I got out Qf bed and decided to drive to the place and see just what it was all about. My wife went along and we got there about daybr~ak, or shortly after daybreak. .By that time practicalll all the meat had been carried away because it was roast beef. All the neighbors and whoever helped themselves to roast beef. Woods: Yeah, it was already cooked. Buhner: So, by the time we got there we didn’t salvage one piece of roast beef. Then the vehicle was taken into Chicago for repairs. The Mack Truck •. For history again, the manager of Mack Truck in Chicago at tha~ time was_ Mr. Bl~ck, who later became president of the White Motor T:M,ick . Company. Woods: That is an oddity. As we have mentioned, Mr. Buhner, !’las the second president of the ATAs, and he ~erved. from October· 47 to October 4S. And then he moved on, as the. policy is, to Chairman of the Board, and technically he ·’ Buhner was the. first officially elected Chairman of the Board, as Mr. Ted V. Rogers, was the honorary Chairman. ofl the·· Board. Buhner: For life. Woods: .. For Ana. as we’ve noticed in. his ·story to this point t say i~there was a political pla~form to any of these men, the policy of Mr.· Buhner, was that of safety. You dedicated your year to finding safety measures in the trucking industry. And this has been brought out •to a certain degree in the safety of the ten twenty tire. Didn’t want to overload it, and yet he wanted to _raise the weights of trucks so they figured out f·our thousand five hundred pounds per tire., which was safe for a ten twenty. So we might sum it up to s_ay that he was dedicated to the safety of the industry. Buhner: ·our company had had it’s problems in the growing period, and one.of the real problems that we had was’to . I get proper insurance coverage; both for cargo and for our own equ~pment, and also for public liability and that. We found that· the real problem that we had was getting back to the driver·. To have an efficient and safe driver 1 on our truck. So my brother and I, we hire~ a safety director in’ our fleet at that time arid through his knowledge he was .able to contact the Pennsylvania State College, who at that time were doing quite a bit of work on safety. And ‘that’s where we first learned how to cope with safety. And in a . Burmcr ‘ 157 very nhort period we were winning various -safety awards• In fact the three previous years before I became president we had retired the Trailmobile Safety Award; which was the first one given by the AmericanTrucking Association, and ., ‘ by winning it ,three years in a row we retired that safety .. ,. . and it’s in our possession, that safety award. Naturally, quite a. few other pJ:!ople were interested in how we had accomplished that and so we were called upon by quite a number of places by various people to tell ’em how we had done it and what we had done. So that was about the time I was nominated to become president of the ATA. At that time we had quite a problem with the public because there ‘ was quite· a few wrecks and that on the highway-. A lot more accidents than there. should have been •. And I decided that probably one·of the t9ings that- I should delve into would be safety, so I made it my principal camp~ign to get on tpe safety trail; And I also worked with the Pennsylvania State. College, and various other colleges who were beginning to put in courses ( . on the selection of drivers and training ~rivers. I made 1 quite a number of app~arances before some of these univer,;. si ties and before groups of truck operators and advise.d them how to go about and what to do and advised most of them to get themselves a safety director. And then not just put the safety director to work, but to work with the safety director. And say that safety would have to start -.-.;: ~. ·, Buhner with ~he top and go all the way doWn through the organization and then make a·follow up. Follow up ev~n every· minor accident tJ. make everybody realize that the top . management had to be in safety and let most of the detail work be done by a·safety director but.get behind him • . At that particular time in the area that I was acquainted with which was pretty much -the middlewest and middlesouth … . 158 there were very, very few·safety dir.ectors in the business, very few.· Today I don’t think there is a truck line.of any size at all that doesn’t have a safety director. And they’re regarded as one of the key men in every organization to’day. The well know,n rodeo. Truck Rodeo, as_it is call~d, was developed ~uring th~s period and the father of that was John Laurence, of th@ ATA who at that time was General Manager of the ATA. He developed the system and through ATA they promoted the Rodeo, which now is even recognized I know we had one to test that the Pennsylvania school up there taught us hew to determine the reactions of drivers. Their eyes was another very important thing. And strangest thing we had quite a 1 number of drivers that thought t1nrir \ eyes were perfect. And when we finally got them through I the test, which took a little while to make them realize, and then after they had worn glasses for a while they even thanked-us for cause it helped them to save— helped.to protect their lives and all that. Woods: ·rn 1945 Mr. Ted Rogers, the president for the American Trucking Association asked a Committee be formed on National and State organizations. It was formed and Mr. Ed Buhner was made the chairman of it. Now,.Itm going to ask Mr. Buhner to t~ll us its purpose; what it accomplished, and his chairmanship of this organization. Buhner: When this committee was formed some work·had been-~ . f Buhner done in the studying the American Trucking Associations to qevelope a more firm program as to what ~he p~rpose of the Association was. It’s ideals. How it should be organized, and, all that. Some organization had been hifed ‘to do some of that’ work but they not being familiar with the real ·background of trucking and what-. brought it about· and all those things they came up with a report that was in some respects even laughable because they didn’t have any conception at all of what the real problem was·. Having, that sort of report before the group. Before the executive conunittee. It was determined that probably the people that eould do the best job in setting up and stu?-ying ATA 1 s organization structure and that would be members of the executive conunittee and the ind~stry, and that was why this committee came into existence. Mr. Ray Atherton became secretary, who at that time was also in the management position ~ith ATA and he’ gathered most of the or a lot of the information and at ieast wrote the report. Ray had the ability to write something so everybody would understand what he had written. Very excellent~· And he knew a great deal about the inside organization of the ATA. Having been with the Interstate Commerce Commission and knew quite a bit abou~ the background of trucking and he was a very, very capable man. Both he arid myself had come through the ODT, Office of Defense Transportation. I had only been there ‘seven months and he was there Buhner 167 for· three or four years. So he was very, very qualified in helping on the study and he had charge of the field· force of ATA, and naturally all the general managers of va.rlous state associations. He worked with all them. And the result was that we had to have a lot of.information and get their ideas. So when I accepted the membership I accepted it on the basis that we would have an open committee, and that hoth myself and Mr. Atherton would be permitted to call in anybody we wanted to into the committee and get their ideas. We then. set a sort of a hearings, regular type of hearings, and we worked with, I imagine, better than 200 men that actually appeared at these various meeting9. Give us their ideas and all that. And we then tackled one subject after another and we finally would up, I think, I recall right now, withsix ‘ different reports. And these reports were filed ~ver a period of two years, and we checked them as we went along. Checked them with the executive committee. Those reports that had been finished. And then when the whole thing was completed it was then formally accepted. Some of the things that we did, the major things that we accomplished was first because it was known that Mr: Ted Rogers did not want to continue as President of ATA, he had served 14 years and even a year or so before that he had . stated that he was going to retire,_ the end of 14 years •’ And that was one of the reasons he was very much interested ” · Buhner • personally in having this report made. At -the· time there … were quite a number of states had ~arious number of trucki ing associations. Some of them had as many as almost ten~ And they were just scattered, and there was no real resemblance of organization. So we got into that subject and we found and recommended that .. the best organization would be for each state to have one association. And of course there were other people that appeared before the committee that said well let the state have as many organizations as they wanted, but we rejected that idea, because what was happening then was quite a few of them was fighting each other in the state legislature. I can remember quite well that ~en in the state of Kentucky a whole group of operators·, who at that time was considered the ~arger operators I suppose because they operated larger equipment, and the down-state truck operators, who were operating ton and a half Fords and Chevrolets, they were opposed to · that crowd and we were defea_ting ourselves in the state legislatures. ~-i So we proposed that we have only one ~ssociation in each state. At the time we had three states where it was’ rather impractical to accomplish that. And, -that wa~ Illinois, and New York, and California. So we recognized those three states and we said that we had one association in each~tate with the exception of those three states and we would be hopef~,l that over a period of years they would solve their differences and become one. It took us most ten years before we finally reached that position that we now only have one state organization~ See, ATA is con,;_ trolled by the state organization, and it is not from the top down; it’s from the bottom up. Another reason that we had for wanting one state organization and this might be a little ticklish in making this statement, but it was a very true orie. And that is, iri the legislative fights, in appearing before the ~egislat~re,· . I· . we had quite a few politicians who wanted more or less·to have their best boy friends working in the s,tate as.sociation·s and under certain conditions they were hoping they could control the association, and all that. I well recall .. • I . – one state ~ssociation where the top officers of the state L-……..,..~ insisted that a certain employee, who happened to be a f very personal friend of his, that he be made the state manager and that the state manager, who was in Florida at ‘ the time, that he be released and put their man in. Of course, his objective was to get control of the association. Some of the men who,were not famil~ar with the work th~ we did on our committee were not cognizant of one of the facts that we wanted to accomplish, and we did acc·omplish, and that was the fact that the state association didn’t have t9 bow to those type of men. Of course, in this state ‘ association there were quite a number of men on thei·r local · …_ ~· directors that they were willing to yield. But when they .. were told that if they yielded and turned their associp.t~on. ~ .At·!-k f;:. “~ Buhner over to this political person, that that’s when they ‘ would lose recognition of ATA. And if the idea, this pol~tical person had any idea ma.n·.1d any that he was going to control the trucking industry in that state ~ rough the association he was very, very badly mistaken because we would immeqiately informed the whole organization. So we scotched that immediately. And the only that had to be done was tell that man what would happen.· That he didn’t have a chance, and pointed out to him the purpos~ of this organization. That was one of the major things that we dealt with. Another thing that we dealt with was the structure of the officers of the American Trucking Association and we tJ recommended that there be a chairman of the board, that 170 there be a president, and of course secretary and treasure, and we also elected fo’l.fr vice presidents. And they were ‘—- then the top officers of the ATA. ·But the .fact that a man was either first, second, third, or fourth.vice president didn’t mean that he would asqend ~o the presidency. And ‘ then we also elected to limited the pre~ide~cy to one year. The man was elected to president, he would t~en move up to Chairman of the Board, and then move on his way. Then the . first vice president would normally exceed to the presidency. We did because tha’t;; gave a man a year’s time to p~epare . himself for the presidency. But, no formal recognition was ‘ given to second, third, and fourth vice pres:l,del).ts so they Buhner 171 could ascend up the latter •. We didn’t want that• Woods: Buhner: As the T)nions say, ‘Come up from the rank and fiie~: 1 And that has been in affect ever since then. We ‘!i studied the dues structure of the various states ~q we found out that it was such a complex problem that we couldn’t come up with any type of cross the board program for dues structure so we left_that item entirely up ·to the states, and showed them why it had to be done and all that. Of course, a.lot of the state managers they were very interested in wanting us to set up a schedule for them, but we left that strictly~n a voluntary basis for every state. Then we also set up an organization within the organizational.rank. A Board of Directors. How the ATA was to be organized. First we asked that each state’ elect a vice Ill.. president to the executive committee. So we had one’man from each,state. And then also we had the Conferences. We had various conferences. And each conference would elect ( one man who represented them on the executive committee. So then that we have an exe~utive committee. The beginning of it at least. We had 48 states at the time and then 48 vice presi.den’ts,’ and I think we had .. approxiametly ten conferences. I don’t know if I can mention them all right now but:· common carrie~, regular common carrier, contract carrier, cartage, household goods carriers, and several ‘\ .· . “· others. Minor ones; steel haulers, I believe, and several ~; .. Buhner minor ones and since then they have added a few more to it. So that gave us our basic· exec\ltive committee and 172 ‘they met approxiametly three times a year. Then we, at our annual meeting we permitted each state to send seven delegates from each state and they were actually the Board of Directors, but they only met once a year, and it more / or less gave them a·voice. So each state had the same amount of say so in the ATA. Then the. As the· Presidents retired, or Chairman of the Board, retired he then retained his position on the Executive Committee from then on out, — as long as he stayed within the industry. If he went out of the industry he would have-to drop. That_ was principally manner in which we set up the ATA structure. Of course we organized quite a number of other ) type of committees to handie other things. One of thB real problems that gave us q~ite a bit of concern was the various opinions among the different· conferences. The – , contract carriers against the pr~vate carriers, and against the irregular and the reg~alr carriers, and how_ to solve the differences of those di~ent o~ganizations. That- .. project was rather complex, but we did set up a formula for how it was to be done. And apparently that has out pretty well over the period of years. In fact abau· he only thing that has ever been changed in this whole organization structure that this committee set up, which is commonly spoken of as the, 1Buhner Committee ~eport,’ is we have < < .••• ! Buhnei 173 added a few more Vice Presidents. It was thought, at the . time, that a lot of the larger truck lines should have. a little more say so in the po~icies of ATA because they contributed a great deal to the financing of it. And so later on the Executive Committee then set up Vice Presidents at Large. And that started out I think with ten, in qrder I ‘to give better distribution, and stnce then I think it’s worked it up to” almost twenty. Of course, the industry is much larger today too than it was in that time. But outside of that change I don’t think there has· been any particular change made in the organization structure of ATA, and neither has the thing been ammended that I know of. I know about seven or eight years later another committee · was set up to go over this entire .report and recommend any changes that they wanted. Except for the adding a few more Vice Presidents, not one word was even changed in that entire Committee Report. Now there are quite a_few other things in ” ‘\ there that right off hand I don’t remember them. I do not· have a complete copy anymore of the report. But that was the basic structure and we were always very careful in this whole program to make it more or les·s~possible for. politics to entire into the selection of officers and that. And in fact it was a sort of an understood thing among the leaders of ATA at the time that ·not of the ATA to make it sort of a political campaign. And this ~as pretty w~ll scotched ~ right to begin with and I think the third or fourth president Buhner we }).ad a man they wanted to have himbecome President of ·• ATA. When the election was over with.. When, all was over with he didh’ t even carry . the vote of his own state. He.· had absolutely no·votes at all. The original men that L grew up with in ATA were men of pretty high c~aracter. They weren’t self~sh to the extent tnat everything was ‘ < done for their benefit. An~ their theory in organizing the ATA was for the benefit of the industry. And it has remained that as near as my knowledge is concerned except jthat I have not been too active in the last seven o~ eight~ years and not too familiar anymore with the inside working of the ATA. Although I stilLattend at least one executive co’mmittee meeting a year. This report·was started in ·1945 and I think we finished it up in 1946, and .it’s been the guiding light, or so called the, ‘bible,.’ of ATA organization structure since then •. · Woods: Extending· over a quarter of a century. Buhner: Yeah. Y;eah. Woods: You know everything changes. Even our Constitution of United Stat~s because of time difference. I think you sbould be congratulated. You and every member on·your committee. And would you mind if I read some of the names that were on your committee? On the Ed Buhner Committee? Mr. Buhner. r Buhne~1′ · I got partial of the file( still here. Mr. Crichton. J / . Buhner .I . Woodn: Mr. Crfchton, you say? Buhner: Mr. Crichton, was a very capable_ in,dividual. ·. Woods: He was from Tennessee. Buhner: ·Besil!ies being in the -trucking business, he had 175 a very rounded experience in industry because his father was the operator of very substantial coal mines in Pennsylvania and he was a graduate of one of the fine Eastern schools. And Mr. Ed Goglin was there. Mr. Fred Hufnagel, he represented the truck fleet of some oil company. .Mr. Weilbacher, who was a very capable individual and was one of·the pioneers of trucking from St. Louis. Was one of the presidents of Viking Motor Freight who have since then sold out to the Spector Lines. Don Smith, was from up in Mi~higan, from Saginaw. Oh yeah, Mrs. Willers, she was from South Dak9ta. She aritl her husband were in the livestock hauling business. Then a man very active at the , .. ~me was Mr. Charles Clark, whom represented Columbia . TernUana.ls I thfnk in St. Louis. They were primary cartage people. Although cartage pe9ple and con~ract haulers. George East~s, who was one of the top men of the West. Head of Lee and Eastes Common Carrier Freight Lines. Mr. Jack Cole., who later became President of the ATA. He was from Birmingham, Alabama. Mr. Eastes by the “‘fay wastreasurer·of ATA for quite a number of years~ ·P Woods: I believe you got most of the· names there Mr. Buhner. . ‘ ( i -~, • Buhner 176 Buhner: Some of the, men: Mr. ·Ben· Davids.on from Baltimore. · 4. — # . . . Mr. E’rnest Wheaton, who was a furniture hauler arid house- ‘. hold gooqs. hauler from Indianapolis. Mr. ·Fis~bach, ·who was a contracted carrier from Akron, ~Ohio. Most· of the men I .don’t remembe_r.. Mr. Joe Adelizzi from New York. Them a man, Mr. Van Vacter. I’m under the impress’ion .ne- was · · 1 from Oklahoma. Now ~here’s a whole list of men: ·Stan Mausey, Merchant Motor.Fre:i.ght, St. Paul, Minnesota, Roy Tompson from California, Manager of the T~ck Owners·Assoc~ation of California, Rossi Jone~, ~raffic manager of A.J. Hienz Company, Mr. Jack Roberts, who·was with P.B. Mutrfe and. big tank operators in Penpsylvapia. And.Ule Ulrich, who was ~anager of the Kentucky Motor Truck Association. Henry English, who’s·. ~ed £all Motor Freight out of Dallas. Woods: I just tape recorded Mr~ English a. couple of weeks ago. Buhner: Arthur McK~ever f’rom ” New York·City. A very capable gel)tleman. –~~1:1; ·A~ers, from Akers Motor Freight.. Woods: He eventually merged with Buddy Horton, didn’t he? Buhner: No, . he_ recently sold. out there abqut a _few years ago. Walter Mullady, Decatur Cartage, Chicago. ~ – . . . . Ernsthausen. John Ernsthauseri, he attended of Norwalk Ttmck Lines. Her~’s ‘ ‘ ~ Don Smith.again~ it was Consolidated Freight ‘l;.ines, Saginaw. .. .. – ‘ .. – \ We have Robert Wal~- of C(91ral ·Falls, Rpode Isiand, ana Minnie- Hartford Disp~tc~ _Hartford_, Conne-cticut. John Ruan, of Waterloo, Iowa, at that time; it’s now DesMoines,. :_ .{• e- <‘- ….. :_ •.· -. … -~ ‘~ Buhner … Iowa,. Ho.rry-Lelanq\tes,t from’Sal’t·.~~e dlty, U£ah •. A vci·y f’tne gentle-man. ‘Very fine g-~hi\eJP8:!1~· “”And’)l}arl·” ‘ . ‘ ‘ • ..;?_;·.. ~ -~ ” -, ”·t . -~ …, . – . . ~ .. . . I ” ‘”‘ . Buckingham Transportation from Coioj’~do_: Ancl’Ow.~ri Scott. -. …· I dbn ,·t remember him too “we11. This one .. here’, Mr’ •. Gallu:e of We~tern _Transport, Oakland, California·. , _ Woods: Werl our point there- was . t() b.ring out. it. was:.:~;\. iwide spread. . … Buhner: · Oh, yeah. We contact·ect every segment of the· ….. 4 indu,stry and got their .ideas. · Jus’t as bro~l:l a ·cove:rage ” • r””‘ .,. • , : as we could get. ‘f’hat 1 s why w~. had an open cbrtuni tte,.e· and we probabiy’ had bett.e.r than 200/-fuen _contributed t~ th~ts—- p·iece i Qf work. . ~ ” Woods: And that. became. known generall as. the Mr.. E.d ,. Buhner ·comffi;t ttee. Buhner: Woods: late you Buhner: f ‘ .. ,. Just.the Buhner Committee~ 9 • – \. ‘. ~ ~ \, . Buhner Committee. -~ WelJ again “‘!~ wish ~- _co:?tu:– 1 • on ·the .work you’ve giien tow_a:r_d t:rucki .g •. _ · ~ • ~ ,’ :-‘ ·. . J • • r • • ; This by· the· way .was a very interesting p:Lee$ .. of· -·- ~ ‘ . . ‘ . ‘ . . . . – . ;. .• ~ . ~ . ~ ~ work. And it taught me a lot. I .learned a lo~. ;r lef;’:rned. ~ -~ .’ • . • . t” probablY’ as much ~b5ut the entire bookings .~of the trucking. . -· . ~~ . . – ·,,··, • Q;:·. 1′ r ·;• Buhner Benjamin Franklin, and all of the founding fathers of America did in writing the constitution, or dclch .. aring ·the independence we might say, freedom. o_f America. ·However, we’re both old enough, and we’ve had enough legislative. experiences tc;> know that we can’t satisfy everyone. As t you know I travel quite a bit in gathering the pistory of American Interstate Trucking and naturally I meet. Now, the other day I was in Iowa and I waswith some truckers over there. They’re smaller truckers, and I noticed you mentioned in here that you went sort of on the dividing program that the bigger ones who put more money in and caused the ATA to operate had probably no more voice than the little fella, but yet he does have more voice because he’s paying more money. And so. I Now, you haven’t been with the ATA now for several years, have you? Buhner-: Been inactive. Woods: Do you. Have you heard, is this working out as the way you men seriously tried tp make it wdrk out? Buhner: Well, going back, you got to_remember when we did this work and the ATA was. organized and all through thos~ things, most of us were small truck operators -in comparison to what they are today. And even though we 178 were ···small ‘truck operators compare”d to” today;· tll.e’te were: :,. , .. ,,. ‘ . a lot of.. smaller-truck operators than we were. I don’t suppose in the early days in ATA that we had over twenty· trucks, or something like that. We were small, compared ~ I . ‘ Buhner 179 to other businesses. We were small. I remember in the atate of Kentucky here that practically the entire trucking lndustry was in Louisville, Kentucky, ___ cause there were two . – substanti ~1 co~on carriers here· at thatife and naturally .. we had to~~carry the load. The smaller true operator down ln the state he wasn’t interested. But ince the laws.· We were able to correct the laws and all that and a go,od strong organ:Lzation :Ln the trucking industry; ‘those fellas; a lot of those fellas have ri~w prospered and they’re now ,. coming up with a pretty ;good size truck operators and actually. ‘ ‘ . today some of the better; stronger truck lines are down state rather than in.the city of Louisville. And the ones tpat ‘• were in the city of Louisvi).le; take 1’or instance our compM,y, ~ are now owned by the Mason Dixon Line, which is a big company. And I can remember Mason Dixon Line in-the. legislative fights in Tennessee which I was somewhat involved in, that they were comparative large as far a~ Tennessee; but we were at .. that time even larger than they were~ But they’ve grown. \ They got young men. A couple of f:J.~e young·-sons that have v ~orne up in that business and.they have buil;t that business. And I see that happening down in the state here in Kentucky. Some Qf those When_ they come to a state· cc~mvent;ton I keep on meeting yo~g~r men. And they’re coming ~d they’re ¥;f; . building major truck, but of course it will’ take ,·them years to~et where the bigger operator is. ;Now; in the Common ,., C~rr~~rend of this business. Of course that is getting into ‘.,_ \ I / \ Buhner the hands of big business today and I don •·t think any of these fellas will ever get to that status, but trucking and the- industry and the states needs t>mall truck lines. They are very important. And the ~nterline carrying in. A big major truck line can’t a{!ord to operate in these smaller towns. They are much better off giving their freight and keeping these smaller linfts, which you might call, ‘feeder lines.’ Same thing is happening in the ‘ . bus lines today, as practically Greyhound you might say. What’s the other one? Woods: Trailways. Buhner: Trailways. But they’re.working with all the feeder lines. These smaller bus lines. t Woods: Well, airlines do it. And everything else. Buhner: Airlines. And there is some of those boys that 180 I’m afraid might be taking a little bit the wrong attitude. – . ‘ But you need strong organizations, and in order to havE! } . . strong organizations you need strong,companies to back them up. And it’s an evolution. The time that I spent with the Office of Defense transportation. ,We were there . . . . at that time there was supposed to be about two million trucks in the United States. That included every type of truck. Farm trucks and all of that. Today I ‘think we’re around ten million. Woods: More than likely, seventeen million. ‘ ,· . . ) .. ~ ‘·’_ .. , . …,.- . · …. ::.-. _/ Buhner 181 Hubner: ‘fhat’s it. And at that time tl;lere were no statistics. We didn’t know how many trucks’ there were or anything else, only what the automobile manufactures put out. This booklet, “”””‘ and we had to work from that. And when we got to dealing with the other organized industry, like the rail industry and all those; in order to hold our own, we had to talk. That’s the only thing we had was what we could- talk about. And so it was after that that we started in ATA and started develop~ng these various functions that the ATA is / now in. But, it’s been my belief that what· used to be the small truck operators have all grown under the umbrella of the organized industry. The fact that we stopp”ed all these various state associations from jumping up here and.’gumping up there, and so funneling all this thing through a rather strong organization that the ind~stry has been abie “to 8> grow now. I don 1 t think that they have outgrown that. I .. • don’t say that everything they do is correct. I don’t say -;J thl.t there shoUldn’t hB:ve to be- ch~LSE!~tllf’In fact I 1 ve always said that this Buhner Committee Report that it should be ff>wiewed at least every five years. Cause the .industry grows and what we did, well almost thirty years·ago, and ~-.-~.- • J ” . ‘- what we did thirty years e,gb may not apply today.. If 1 t does, why keep it; but, if it·hasn’t, make a change, ·.And a lot of these younger boys now cgJiling into the :Lndustry.i’ ·. ,, . ~hey haven’t any conception of the ·fights that we were in and what we had to do to keep this industry going. ~–·· ,-,_- ‘· -. ~ ‘ ,_ Buhner . 182. Woods: :I’hat ‘s one of the point_s I was hoping. you’d bring out. Buhner: I go go conventions and a lot of these boys are 25, 30 years old and get into the position of junior executive, but they haven’t,any id_ea of what we fellas had to –~ go through. Woods: History is so important and youth sometimes hesitates to read history until he has grown to old to have done anything about it. I.would~like to elaborate a little bit •. I ~ … \ hope, ~r. Buhner, th~t you will recognize my side of it and I hope you will allow me to make this statement without thinking I’m making the statement in a derogatory I do not believe th~t today the American Truck … the ATA as ‘\ITe know it, is _actually performing the job that it should be. I think it could do a little better. But, I believe they are going to pay for this if they don’t do something about it. But.I believe they are a little bit asl~ep. I believe they’re going on as you say the young men come•to~the convention and he doesn’t rea~ize •’ the· sw~~t, -and the. ~ork, and the hardship’ that t.~is was born in. I’ve always said trucking was born in poverty where railroads were born in wealth and public acceptance. Buhner: A lot of truth to that. Woods: And trucking was born in poverty and public rejection. And the sons today do not know this. And even those that’s come up since World· War Two forgot they’re past. If they were ·” .. ·t Huhncr drivers like me in the thirties, they have forgotten. 1’11 never.forget one man who’s very active in this field and he told me. He said, 1Well, Harry, the truck.ers today is not quite as sophisticated as we were. He forgot the thirties.’ I should change that he said, ‘The trucker today is more sophistic,ated than i.n our day. 1 He 1 s forgot the thirties. He is now not quite the fellow that stopped on the highway to help y::m and reach in his pocket to loan you money. Well, Mr. Buhne.r, as .you are one of the Founding Fathers. I believe you are one of two on the Executive ·Committee 183 of the American T~king Associations still lPft. I believe .,.. it’s Mr. Chet Moore of Marathon, Florida and you, is that not right, that is still on the Executive Committee. Now you have seen this thing along with other men your age .and older from the very beginning up to today. And this Bulmer Committee, where you as I mentioned very dedicatedly like the Founding Fathers of America, tried to put in little trap laws. Honest laws. And with your skill in the legislative, you were the man qUalified to do it to where no one could gain contro-l. ·No one could s·tep up ~d t~e over and make himself a permanent president. No one could for~ a click and get control and ·manipulate the A~~ to his own will. However, it has been attempted as you and I know. Do you believe that there is a. danger exists today in the·· youth that is now inheriting and coming up from the truck ;J.. “I Buhner 1 lines that were nothing that are now big, and their fathers made them big, and now their fathers· are in their sev~rittes,. well into retirement age and have to hand it over. In one case you know of the boy is going to be president of the ATA, and the head of the company his father started. Do you believe there is a danger that ex~s~s, or do you believe that these men, ~ven though they are of the long ‘na~r age ‘ and you and I are of the short hair age that they will ·” respect and see, ~d be willy enough to keep it going as you tried to plan out? Buhner: Well, I feel that there are· probably a lot of very fine. men that are coming up in the'< industrY:~··· _J\l)d if we have enough of ’em that have been through the hard knocks of business and know what it takes to make a business go we’ll still be able to ride the waves because there will still be rough days ahead in this industry, there always ,. I has been. We are subject to criticism of the general public. f . We’re using the highways that belong to the general public 1 and all t·hat, so we’ll be continuously faced with our oppo.;;. ~ sition and it’s entirely possible that railroads; expecially,- ,- ~he way it lo,oks ·at this point~ like the railroads in the ‘ East. Like the Pennsylvania system and all that. Many of those railroads are bankrupted~ and if.those big railroad companies like that are in a position where the government· \ . has to take them over, we’ll be faced with a new competition that we haven’t had in the past. And that is to have the ~ \ Buhner 185 managers from the railroads, or for the government railroads, that they will be writting the tickets, anq·they -· ; . have the power on the inside to do some of the_ things that ; would be very injurious to our free economy_ that we are . . . operating under·today. It’s entirely possible that we may have a couple of young boys that haye just come.in and who primarily inherited companies andwho don’t have the background o’n what it took to brfng this industry· up to where· it is. Those men I’m just a little somewhat re~uctant in predicting what might happen of ·that type, but I think they are way far in .the minority, and I believe we will have a lot of good men coming in to ta.ke over and continue the industry. · There’s one thing Of course in operating the modern business. There only modern technics. There are so many new improvements in having control, in controlling the operations and all that. M~n like myself, and men I came up, with haven’t any knowledge of those things. And 0 speaking of all they do, oh what. do they call ’em? The ·~ new methods of controlling. What do they· call.t}lese·new oli!i ~ machines? -~ _ Woods: Oh, you mean computers. Buhner: All these computers. and that.. A lot of these ~ ‘- . . . , Lanies of course w;l.ll be practic~lly. run b:r -eompl).ters·. ·:. ;:: I say that, of course, these c;;.puters will give,.’them , . the answers provid~d the right questions a.re ‘put into. ~h~ :-~ compl.fters ~ After all, -any industrY’, or any company, to be.’ ·.,. .. .\ . . t .-.. . -.,,, ·. “”:. J . .! .. . ‘ Buhner ‘ “· successf’ul they’ve got to work·. There is nothing that’s gotten anybody any :rarther than good h~rd work. The men that come up in this industry who have been successf’ul are . . the men that worked.· ~d they worked fi’ard. And there _is 186 a tendency when the business is f’inally successful and it’s own :reet that other things become a little more attractive than sitting in there managing the business every day. And as long as we don’t have too many o:r those type o:r men that put their own pleasures .ahead o:r the hard work thatis required to keep companies going why, we will probably be able to survive. o:r course a lot o:r us don’t know what’s ahead •. Projecting, or what might happen in the next ten or f’if’teen years ahead. That’s hard :ror anybody to project that. Woods: Well, you touched upon subject there that’s very possible. The railroads. Talk about us overloading back . i,n our day, the railroads are ,overloading ~he~e. f’reight cars almost half’ agaitl what there, supposed to crVrY· They are so government subsidized-that they don’t have ~o worry . *much about the laws cause the governments trying to get. ‘ th~ir money back. _ Tney let them do what they want. They’re c • ‘ ‘ f’l~ecii1g so .much money o:r:r the _top 0(‘ the industry by ~ ‘· . .. “i~ ‘feath~rbetlding executives to where’;, for instance when Penn- , . Central merged and they got. SU.PSidized f’or about the third f … 6’~·– ,…,._i#,.~-~ ~ • , … • ,· . .,{_ _.,l_ ; or fourth time.. Tney_ filed b~kruptcy: and went ~o Gong.r.ess. · .. The last time Congress subsi~diz~d, .:tpem t~e f’irst ~hing ·they ·’ •• -‘!”·. –~. ., ·.’ . ‘ -· < -~-.· Buhner 187 did was select a president and I thinkhe got a half a .\ millJon dollars a year salary. And then it went right in relation on down: first vice president, second and so. What I am trying to say is they cut themselves on take off of the company so much that they don’t have crews, they can’t afford crews to go out ~:~.nd maintain the road beds. So, they hit a curve and twenty cars turn over. And so, the government. It looks now as if though the government might rebel on the future subsidizes. And you’ve heard about these 48 industrialists haven’t you that has informed the government that if they will not subsidize Penn-Central again that they will take it over and they can make it run at a profit. Now, I don’t believe the government will allow them to take it over. I believe the government will do what it’s doing with Amtrak. Do you see now where Amtrak, they’re now come out with a bew one and they’re putting into effect. They’re now ~aking the test run. It’s from Chicago and New York down to ‘ Florida. For the tourists. Now this would affect the airlines. But here’s what they’re doing. They’re allowing you to· ride down on an express lirriited, right straight · through, non· stop, dining room and everything; bu~, your car goes -too. So, _where the ai-rlines,., you fly down and·, then go rent a car at 9: Hertz or something. Here they’re going to give you a service now wh~re you·can s1eep, aild. can eat in a dining room, and visit friends, and there are i· -.-. ··, .. ,,.-: -‘–> 1 . ~. ·•. Buhner many,people who would ridetrains if the ‘!;rains were serviceable. And now they got a bonus, they got their own car with them. They can driv~ it right off and thei ” got their own car while there. They don’t have to handle 188 a fifteen or sixteen hundred mile traffic from Chicago to Miami. So this will be~competitive, ~d what you’re saying and touched upon the subject, the government could take this over. They could poor the money into the tracks. They could eliminate the competition that they’!e now 1 bucking against and strip it down to where the~ got two or three main line flyers .in this country and they could give trucking some trouble you know. And it’s very possible ‘ this might happen becuase of need, if nothing else, just absolute need. Such as the natural assest to trucking was ~ that it was needed. Lets say that. And it could be that – this can.come up. Frankly speaking as a trucker I hope that the ATA always keeps going, and that it’s kept in good hands. Unselfish hands, and out of the hbds of those who would ·.use it through small clicks for their own will . ‘ power. HQwever, from.the evidence I have seen in the field, Mr. Buhnef, they’re_ going to have .to do something and do it quick. I think they’re waxing: in their own fat., we might say, . and -they .. don 1 t -know the danger that ‘s . creeping”. up em .. . . them from tlissatisfied-members that can’t compete_any longerc 4 ‘ . unde.r’their regulation laws and under their favoritisms; which there are favoritisms. · ·” .. v . Buhner Bulmer: Well, in.the modern years of running a business there is too many of them have —— I won’t say too many, —-many of ’em, —- of new men nave come into the business who after so long, they think they”re the complete power and the brains and the business itself, when possibly they don’t recognize that a lot of the men that ,are wroking under them are the ones that have been the real successfu1 and prominent ones. And I’ve always had a creed and·r know it’s worked out a numher of·times, and I’ve seen :t.t fail ~ in other companies, and that is my. creed has always been* that … if you ~ake good care of your business it will take care of you. 1rnd I d·on’t know of· any other creed that is probably· more true to life than that one, cause I 1ve seen those men ·- who didn’t take care of their business, who thought tbey· were everything, wno thought. that they should draw’ big .. salaries, and all that out of business, to see their business gradually go down. ~ ‘ . . ‘ . Where as the other man }’ThO worked at-his ‘o . .. /> • business, spent his lifet.me at his business, wo~ked and made the business produce; then he ;was·. :the beneficiary ~9~ it. After all, a corporation can’t pay ~:;+_g s.alarie~ to” people· ‘ – ·-·. ~– . unless.tl).e eorporat-ion lflakes -money. ,. Woodst The-niore you put in it the more security and the. ‘ . more you can take- out. You c_an,,t take it out if·you don•t·· put “it ±n. . : ‘ . “Buhner: ~ ThatJs right. — Woods: Mr. Buhner, I(m always confronted with questions.as ” . ‘t . ‘ · .. –~ .. .:. ‘ . – — ~ • Bulmer ‘ . ~ …. •’ ‘ ~ ~ .. 1. g~ iJ.r?~!l~! ,_-,·”T~~y sa¥; ‘Wba.t _s.tat·e: wis.:~tn~ .fj,t.~~~- :tl1,.1t;t( ‘ -..~\ •. l .. . • …. ~. ,.._ ~~~J.t~(~e:·_bi.~th ··to in~~st_~~e _truck~~~:· ~he –~ong{?a~~?J !Who .. , .. · … -. -~~-~ tr~ _rat~e_r-_,or_J.he· kner~c~ Truc~in~ ~~d~st~?~- ~a.Y.b_e, ~~ .. -~ c ~~ • r ! can c,o:pt’ribut~ .something as fo wpat .states beGaUS~. I … ; . ~ ,.. ~y ‘ ~ -. ” study” this -in the field so nn.i~h,. this ‘indUf?try. ·But, who~~- -1: .. __ • ~ ~- ~ . ~ ·a· . – . ~a.s. the~ father_, i~ quite a problem for ni_e to~ \lilswer …. It’ h …. ~ • . “: ._ . ~i. , a’most formidable questiort. At one :time, like Georg~ W~sh- • r • • • \ ~-_t • – • t · -li. irtgton is not questioned .a14t. all that he 1 s the Fat’heJ.Of . { Amefica;· . ~ . ~~e- United. States, Am~rica . •. ·. However, tpe. . ~ou~hs.~ ~ Tp my told meDthat~they’re • – 1 ~ surprise they •. -‘~ not’ sa’ sure that George WaJhington 1 s th~ather. ·of America: ,r· .. of that United ·States. That after all- when you study .. •• . . . \ . ~- . . ‘. . ‘.lnilital1’ he wasq!t t.he b,ePt General, he had men under him . : th~t was bettter :· he made bloopers here, and he did that; c ~f but, he came.out Eirld they won the war .• Well, th~ir answer~ .· that ‘is, •Well, from the time ‘the ..first shot was· fired by the fi!~t-·C~]Ani)-1, Engl~d d’idn 1 t· h.av~”a. chC,;ut . – they just didn’t-know it was all~ ~ We11,_I 1m confronted .. “‘- • • -… • .q, ,. . ~ with -who’s ~he, father o~: American trucking and I was, ..tt ~ .. .· first, . great ~o quo~e · right back in a hurry, · ‘Ted V. ·Rogers. The first president of the American Trucking Associations. The fiWI ~ho ref~ an’ ‘t~e il.ssociations. – WJ;o broUght it all under. one, head .and gav’e it the ump, he had the dr:tve,. ~”d.- to p.rove it ~e w~s presi~ent for fourteen ye~rs~f. :oneecutive- ye~r~. So therefore· he had to berpresident an’d he> I . . • :.~ ‘ c ~&~~,I had ‘to be the founder of American Trucking. Interstate,·-wa111 . . ‘ I ~ .. ..-. ~!.- ·’ .. Buhn~r . ‘ . ~: . ·t I ·\:_ Ji \. -· ‘;_, – ‘ .. – · .. . .. say .• .But as time goes· pn ‘I’m lead:tQbel;i~v:e like the youths. today ‘about George Washington we’ ll.say. Was he · < ‘ . . rea.~ly the· founder- of the American t’rucking >’industry?., ‘ . – -~.. ‘ – ~ ‘. or was .he what he was electe~ to. b·e,, .a. good speaker. _ . I’ve ~t~lked to· the man who w~otE_i his speeches. T·alked to ~he men whoes lived him. And he was the most dedicated man. · Let’s put it this· way,”‘ to give him ·all rights . . ~ . . and I believe you 1 11 agree; he·· kllled himself in forming ‘ this organization. He worked til be was ready to die. So you can~ t take away he was on~ ~f the grea:t, great . “‘ . ~ . leaders·. I wouid say he -was probably one of the’ greatest ·’ ‘ 9 ‘ ‘ 0: organizers the trucking. industry ·ha.s: ever enco’Uilte:red, _ and it 1 s a ve’ry good thing that they ·founq. ·him when they .· did. He org~ized it. So ma.yb~ he should have credit’ ‘ .. { • . .lJ -. l_ • – as being the Father of the Ainerican .trucking industry. f • But <howe~er, afterwards,=”” in=”” the=”” trucking=”” ;.tndustry,=”” ‘li.ke=”” our=”” governm(:mt’=”” ·in=”” coun~ry=”” when·.=”” it=”” was=”” founded,=”” .=”” “‘=”” ..=”” i’=”” there=”” wa$=”” so=”” much=”” to=”” be=”” done.=”” co~ress,=”” civil=”” r~ghts,=”” constitutional=”” rights.=”” somucli=”” done=”” that=”” youth=”” questlons=”” whether.george=”” *-shington=”” the.fa;ther=”” .·=”” ~-.=”” -of,=”” america.=”” i=”” question=”” now=”” whether=”” ted=”” v.=”” roger~=”” really=”” tbe=”” father=”” ofthe=”” american.interstate=”” illdustcy·~=”” keep=”” saying=”” inter~’tate,=”” mr.·=”” buhn~r,=”” because=”” cartage=”” forever.=”” i’m=”” going=”” ask=”” you.=”” would=”” ·=”” you=”” do=”” as=”” i·=”” previous’ly=”” did;=”” ‘.=”” -~.,’;ft.=”” questicm=”” about’=”” .it.,..,.=”” or=”” @=”” say,,=”” •ted=”” rogers.=”” no=”” ‘=”” you?=”” what=”” is=”” your=”” point.=”” 191=””> ” . “‘ .. .. 1 Buhner W1.11 you hesitate like I ·do t.oday, or do you believe that ,. Ted v. Rogers was the Father of the American Tr’:l~king {l -Industry? . Buhner!, My impression of Ted v. Rogers is that he 1 s the Father of the organized industry, .who organized the .t’ industry to protect itself. I am not very familiar-wi~h his life. as a truck operator. As far as the Father of· ~ :H:! tr\,lcking industry\ I•think ·tp..a:t•~’something qu~rte different than being the Father of the organization of the trucking industry. Now there were a lot of small truck organizations in the various states. Even some in the cities, and all’that. Th~y-were all jumping around and had no r~al direction or anybody at the top. And when trucking becrune interstate it mean’~ that a lot of the work to· develope the trucking industry had to be done on a a national effort and it was Ted~iogers I t~nk, without a doubt, that deserves to be knowri as the Father, if you want -.. to use ·that term, of the organized-trucki~g ipdustry who I really brought it together. ·He d~voted his life. I think > many times he carried the pay roll as much as”~ year and / the Association was qu:J,te indebted to him, and I often wondered sometimes if held ever get his money b_aclt’out • Fortunately, that all happened and things· c·ome out in good -, shape. But,. he is in my opinion, having·worked with him ~ _and all that, I thiOk he deserves the credit of being the ~ather of the Organized-Trucking Industry. \ \ \ • ,1 . …. _.·’= Buhner · “‘ Now as far as the Father’of the Industry, I think pro … bably there are more than just one Father of the industry· • • •. Because quite a number of them, and I suppose when you go 193 back to that most of those men that w~re Fathers of the ;_\ . . . . industry have passed on and gone to their heavenly reward. l .. And I’m sure· th~t I have nobody to recommend. There are a lot of peopie that I would c.onsider in that category, but I only know them from just th_is general area in which. ~ live. They 1 ed probablu be a .lot of th~m in the East, \ ” and probably a lot of them in the West. Arid a·lot of those ~en have passed on deserve the recognition of having been some piobeers ~f the business.’ Woods: Well·, Mr. Buhner, I’d like to inform you that, Mr. … John~. Brady, Sr. I was with him in Iowa a couple of weeks ago. He has the same view. ~He had a ·nice way of answering the question when I put it before him. •Well, he saig, I want to give Ted v. Rogers all the credit this man can.get in organi~i~ B~t, he said,”‘ Now wh~you come to say, ‘ – ‘the Father of the industry,’ now,. he said, that’s a little 1 ..\\ different answer to the question a.na;.there~s a lot of men that can qualify -for that acco7;d:ing.”:to::”my books. ‘ He said, ‘I -can’t because I ne;rer took too much part. I was running a big truck l+ne. But, ‘he said,’ I suppose you’re out to -(‘ find the Father, of Fathers,’ and he said, •so, that•~ why 11 you’re asking me the question.’ I said that 1 s right, Pop, · I’m trying to find the fathers •. And I said·· who wou·ld you ·. .• Buhner want to say, or who would you suggest. ¢ . ‘ l . I He says, ‘Please do. me the favor and don’t make me answer.’ He said, •i 194 ‘ ‘ ~·· wouldn’t know where But; he said, ‘many’ of them: to go.’ that you are taping now, Harry, I would consider Fathers if I want to answer• your question.’ Well, Ed, it 1 s getting back to the analogy again; George Washington,· the Father ‘:of America. The Father of our country. Yet, we turn around and we say the Founding Fathers. The·. Founding Fathers: Jeff~rson, Adams, Montoe, all of these men. I more or less take that route. I 111 give _George Washington credit to a great degree, but then the-rest I want to be known as Founding Fathers. I believe Ted v. t ~ … . Rogers ~id as George Washington. He won the battle of organizing. Now then, you founding fathers go to work. · ;: · …. _- And I agree with both you and Mr. Brady on that. Now’ :; it’s my point to find who are those founding fathe~:s./·.cNow .. – ~– . . –:.; ··-· I have a few in my own mind that I’ def.inatly ‘1:?f,~~g to. · insist go into my tape~?; and I am going to il’_l~.i.~~ that. they 1- .:;:.,· •’;.-_ be given much consideration in the publicat:i’otf’of- -these . _-. -~}- _, __ -,_–.’ . – ‘ ” . ;>{·~-~:.- .-· -:.- tipes by the Micro~ilmipg Corporation ~q:;;:the New York —~~-/~ ~:!-~ ~- .. -~~:- Times Oral’ Historty ‘program. That thei¢’~ni~n be given consi- .. , ,-L>!(– _,/=::-.. – -__ deration. , B-eca~s:· l feel that I:,;!/tif;rk_ed with them and I’ve listened~ to ~.heir· ·stories a.figtl}:Ve compared and l • — . ~~ – – -~-~:~–=£ ._.!r- —.-~~–;. – — – – . that I ;am qualified ts:>:,·~a.y;who some of these. Found- ·- . – . ..1/’~ -~- . . ( • : . thers are. At least. f’.~;lf. give their names and leave :{Y -.~ -it up for future historian${t() decide. I will name two.men . • :~_-‘} l \. i .. Buhner 195 ·right of.r that I derinetly say are rounding rathers. Any -~ man who ~fposed the Indiana Legi.slature 1931-33 ~ith the.· • •. … – I . consoliqated -railroad lobbyist force has to go down as one “‘ ~ of the rounding fathers to dereat’that unbelievable overc . whelming force and with such a small group, an:d to up and dereat~hem is unbelievable, so I would say, that Mr. \ Maurice T~c~er, o_r South Bend~ Inclif.na. Fo\mde’r ~d pre- . sent day treasurer, and e~ecutive vice president, I believe, of the Tucker Freight Lines, Incorporated; I would derinetly say he is one of the ” outstanding rounding ~athers of the- American trucking industry. Wo»ld you agre~ with me on that, Mr. Buhner~ -ft”‘_t • .. Buhner: I would think so. Maurice has been in the business· … longer than I ha¥e bee:n. and yeah, .he deserves that credit. Woods: And this might be a little embarras~ing to you, ~r. Buhner, but I would· say that you are· one of the founding .,. fa~hers of American trucking ind~str.r. Interstate-trucking . ” — ~ J’m speaking of and·I definetly feei that you deserve that . .. ‘ ~ title. You have appeared before legislatu·res •. You’ve been the head or committe~s. You’ve not only fought in one~ but t~o states that I know of. And you’ve tield high office in f’o~ing. the ATA; and I de:f~~etl; believe ;hou,ld be· considered one of t~e founding fathers of the American trucking industry. Will you accept that from me, Mr. Buhner? And I don 1t want·. you to be embarrassed, I definetly feel that you are one. 1- If __ yQU don’t answer I’ll continue.· You two at this date in -‘f ‘ ~- – .~-: ·. ; ,J ‘ ~· .. Buhner I my mind f}.re two men. . I’m certainly going to give Ted V~ . . Rogers his credit, but I definetly say-that when the ~ – . – founding fathers come along, I know two of them and I fe~l honored to have met ’em both, and as I say, ! 111 repeat •. t One ts Mr. Maurice Tucker, that Granq 10le ~an of. :J:ndiana, and I say the Grand 10le Man of the trucking industry>’ ” ‘” interstate·; -~d you, Mr.t~Buhner. .So I’ll let it drop at . . · ou can mill -that over in your mind as you wish. ” to ask you a qu~stion and ;f’d like your answer· . . ·on this think deal; d you can take time to think this over, but·I it now. As-you know I travel a_great example, I was down to see your old friend, , Henry Dodge the other day~ I was up to Fort days later. Eight hundred miles North to see -6 Then I was in New York a couple of ~ay,s _later -~ people then I was up ts~t Boston, so I ” :·z~t ~- a great deal and here’s what I’m bringing up. As . ‘ I got rough say, Indiana. And !’go through Ohio, and I ‘;, go th pugh these states· on these tollways, . and r· see. a ‘ resta ”rant here, the Jean Stratton Porter R!3staurant; ·~named in, her honor. A writer of Norhhern Indiana, who . . . wrot . ·. childrens { _stnrie s back Erni •. lyle ~est~urani.;, named ‘ .• : ‘ • ·-! . . ·. : . i from Indiana UQ.:~versity that ,. . . ,.· ‘: . -~ in the turn of ~he century. · ~ . after the famous journalist was killed the Middle East. Far east • :Ware ~.orrespondent. Those come to my mind off –hand. I .believ~ Ed, that in ord~r for trucking to have r ” • . -:, ; – J. · Buhner . – the recognition that we’re·trying to give it:through . . .t.his publication and through other writings you’ve got to have monuments to constantly be befo.re _,the ·public~· eye. ·That 1 s the way you have respect’e Tbat ‘s the way you develop culture. That’s the way you get’_ recognition • .1 It’s very hard for me as a hist.ori~, ·or aJ.ri te·r ,. for the trucking ~ridustcy to give public image to- , e highway – truck driver when he goes down the. road and crO\’lds people off_ the road while I 1m ~going .. around telling them what a good lmight of the road he is. But, if you have a moniunent up somewhere. A road side monument that said, ‘Here at this point;’ so and so ~appened. Or; 1 In this State legisl~tion took plac;e.• Or a restaurant named after a -. . Maurice Tucker, or–an Ed Buhner, or a’Pop Brady, or a·Ca:;r:l – . . _… .4 Ozee. · I believe this will give our industry recognition . I f’ and I’ve always advocated this but I~ve been laughed at most of the time. I 1 _ve noticed- that the r~roads. Even the old railroad lines.will have a plaque up. 1At this bridge a certain event ·happened-, ‘ and so many hundre~ were .of. • killed,_ or ~ wreck happened here, or at ~this tree somethinghappened. -I remember in Wyoming I got a kick _?ut-of the_- railroads in their public Felations. They had?a tree, which . – – they probably planted along the side of the road, and they said as the engineer came up over ·thi~ ~ill in t,his mountain that· it was so slow, and this was the -only tree for miles; that he and the fireman had a bucket and they filled it with . . I • , … – ::._ – -. I; r … •’ ‘• ; . ‘ .. ‘• ._ ‘8 .. .-.. <. .• . ‘ ‘· water and every day they watered the .tree and gave_ it life • These ar.e cultu~a~ements •. Monuments. Do you beii.eve that we should· attempt to have a, say a tollway restaur- ‘ . ant named art·er ;Mr. Buhner i.n Kentucky or a Mauri.ce Tucker in Indiana, or spmeone in Ohi~. ·no you believe that this is all fallacy, or do you believe that this ·would give cultural recognition to the trucking industry?~ Buhner: Well, the trouble·with that is, as I see it, the ones that you would probably-want ~o Fecognize are not . known by the younger men in the industry,. and I don’t know 198 whether it would h~ve much value to. it .or not. The younger men in the industry don’t know these old names. I have noticed that Mhen I am at the IMTA (Inddana Motor Truck ~ ‘ Association) convention and I am sitting ~t t~e head table ,. and when J:’m intz:oduced_hardly anybody in that crowd knqws me anymore. ) Woods: . ‘Y.eah. Well, wnat you 1 ~~ saying is like Mr·. Arthur “”‘ Keller, one of the pioneer State ~roopers in the state ~f Indiana. When-:t;hey formed I think they had 2·2 men, and· he < •• ~ ( ‘ was· one of. the first and he told me that he no longer goes . : ,. ·to tbe State Police convention in’ the state·cause no. one Kn, .• ‘ . . . . • . ‘: • ·. • ‘< • at the same.~time ·YC!U were buildin(S one -_.<, .: .t . ~< ~–· i.,· I £;,… – ‘· .’! . ~-t. start with that. As I rel~ted in the ‘previous -fertilizer manufacturing, ·and f.· \: f ,” r -~ • r· ~- ‘ ; .~ ‘~ .’ – ?.· \.t ‘t-. ·\’.,.: ‘;-, …….. “”>… : .. • • ta~e~.:;:niY b~C”}tgr?\ind~’fas actu~lly , • ·: . . • . ; . . I /. -‘, ·_ te I wa~ ·.stil:l quiiie. ‘a. young man “. • ~-1 tr~; . _,._. ·Bulmer ‘~205 and started to W?rk for my father when ~ was, a.l!I9ut~ 21 years.· .. ‘ I J ~ old. And we went through quite a’rew y.ears in which I learned the basic business. And then we came into the , .. World War Two period'(he mean’t World War·One period) I . and I was still too young t6 be drafted ~nto the· army. ~ Ju’st more or less finishing high school, and went to ‘the-,;.~ “” university a year or so, and then carne back and becamepermanently employed. T’te reason we ·went into the trucking business was because I pe~son~lly had_ sort of a fascinatio~ for the movement of cargo by truck. I visited a few places it where they were doing rather extensive trucking and at the • .I < v parti~ular time •. I was courting which is now present wife; .. who lived in Fort WaYne, Indiana. In this town was a c~~~;ct carrier th~t at tha~ time was hauling quit~ a bit of merchandise for the Essex Manufacturing Company. They · had,a group·of White trucks. And I had several confe:l-ences with this chap. I imagine probab;Ly more with the ·e-xcuse _ ·to get· to Fort Wayne than anyth~ng else at the time. But, I got quite interested with what you could do wi~h truck .. ·. ·. . . . .. transportatiop arter listening to his storie~. So, w~en the —~-~~ depression actual~y hit, as I related previously here, the , sale of fertilizer had dvrin4led to1a point to· where- there it·.· “- ” – (I • “””” wasn 1 t mucb of a business left anymore, and we had to find r ~ a knew way of marke~ing our fertilizer, and we theiJ. attempted to,·we really started deliyering fertilizer just in the ~ _neighborhood with trucks. ., Then we saw what we could do with , ,. . ~-~- . : . —~ ,_l- \ Buhner 206· it ahd we kept on building. an~oing out farthe.r,. and It~””~ farther rind delivering with truck. Instead of carloads, ;; .. ·. we “had a market of less than carload lots. And actually during the time that we moved into true~ deliyery·we in~ .~ ~ . . c:reased our business rather than suffering a: loss. And ‘t we. then continued truck~ng o:r· :fertilizer :for quite a number of years. Actually, until we finally sold the ferti~izer company. At that time we had a nice -little small :fleet of trucks doing· a lot of work for us. . They were all c·ompan~, owned. Company qrivers. And we had pretty well conquered the safety end of it. In :fact we drove :five years without a single chargeable accident. Woods: Mr. Buhner, would you care to name the years those were? … Buhner: This was in the years :from· about 1950 to 57, was· when we really ex~anded rather heavily in the fertilizer manufacturing plant, and the third one, so we had three manufacturing plants when the time we sold our :fertilizer business and we at that time had gone :froma real small· manufacturer until we were the second l~rget;ft ·distributor of :fertilizer· in the state of Indiana. So, it was always with some regrets that we ever sold that business.··· But there had been s9 many radical changes in recent years that !.- J ‘1. . . ” it’s doupt:f~l t~t we could have kept up with the industry.’ . .• ~~ (• . . Now to get back to how I got into this legislative work. Back in the years o:f about 1930, 31, 32 and 33, shortly before \ Buhner 207 the Motor cfarrier Act, our bu_siness was at a ‘very -low ‘ . ebb and we ·decided to look around and s~e what else we could do. I had two brothers in business with me. I ha:Q. two brothers_rather. And we decided we would try to establish a truck line. And one of the salesman informed us·at . the . time that there was an operation of hauling meat from Louisville to Chicago. and wanted to know if we were interested •. ,. Actuall(, starting the trucking business _was really the general intention that my tw~ brothers would that over and I would stay with the fertilizer industry, and keep on operating it. What apparently happened i.s · that we didn • t buy our first, ~hich was a ~ truck and we ~tarted operating to Chicago and we borrowed ohe truck from the .. fertilizer company and that gave us a daily operation between Louisville and Chicago. We had one truck going to Chicago each day and we had one truck coming back. In the earlier days we were able to p~ll a semi-trailer and a trailer, and we h~d one unit that we acquired later on th4t :~~;~—~ we used on our wo~k b~tween Louisville_ and Chicago and that was. powered by an Indiana truck. About the ‘time we started operating that. the Indiana legislature passed a.bill which prohibited the· use of the four wheel trailer, or any two trailers in a combination. And that was the first time that I personally became.aware of the legislative powers that would possibly control trucking. ·I knew several of the men in Indiana at that time and one of l ‘ ~· Buhner thorn being Maurice Tucker and a few other men. .One man being t-ierle Denny from New Albany,. Indiana. -. ‘ 0 f ~ourae that’s .pt ~p now ·for over a -period of yeats and we’re now up to the national standard inevecy·r~f,il)e:ct. . ‘ ‘About that time I moved into Loui~ville, Kentucky, wbe~e ” -~-· we had our principal operation and in the meantime we had bought out a small truck ·line operating from Louisv~l:le-to . . ~ Knoxville, Tennessee. As I reca·ll the ·man had· four t!1icks and·there was some very nice tonnage in Knoxville.’ The: .. · principal one being the Aluminum Corporation of America,, who had a very large plant just outside of the city of : . ( –:-:. Knoxville, and they immediately gave u~ arquite a bit of bus~~s. At that time when we moved into Ke~tucky the· Kentucky laws were still fairly liberal, but WE7.h.~n’t operated in Kentucky but about a year or so when the pow·ers /’:. 6f the opposition carne into the legislature and they really handed us -a package. And that was a, —- they revised’• the laws and cut us down to 18,000 pounds gross, and actu~lly :{-.: ·we. had beert·operating in Kentucky with about 45,000, .~o you. … • • ·~ <> fl can imagine.:wl}at that .did to :us and all the truck lilies· in the state o~Kent~cky. ·Woods: Now, may I interrupt at this point Mr.,Buhiier. Number·one I want to go back. Do you recall the name ot . ‘ . ,·( the trucking:company you bought that ran.out of here? ,> Buhner: I think the name was Williams Trucking, ,pe~ause it : :f was Mr. Williams that we b_gught it from and his s·Qn stayed ‘- t with us for quite .a number of years and worked wifth us. · Woods: And secondly when Mr. Buhner speaks of the opposi- . ~— -.:,. ~I i. ,~– … ·’-:_ .. · .. ·, Buhner 213 ·.’ tion he means npne. other than the railroads. Al1d third’iy! I’d like to elaborate just for a moment for the·listener on this 18,000 ‘pounds.· I imagine :that at this time you had trucks that weighed almost·that much didn’t you? Buhner: Oh,.~es. Woods: S0 this would mean the truck would ·run empty. It couldn’t haul anything, which was the.ideal goal. of legislation that the railroads were after. Buhner: Well the equipment that we had was outlawed immediately, so \’le used our pick· up trucks. What we normally considered our small pick-up trucks. T;o~elve and fourteen. I think fihally~we went to 14 foot boxes.. Then· finally we also were able to have the Trailmobil~ manufacture some complete aluminum trailers. But they were only 16 foot aluminum trailers. · ‘JJhey were small. And with them J and a light weight tract.or we were able to· haul up to f:i.lie tons of freight. Not .. more than five t.ons of freight. The · only reason we could exist is that, —about the only t~ing .. ~ …. ·’ we could haul was high rated freight. But that was the first attack of the railroads. We started exaritln~ng then_.just what .our position would be in Kentu_cky. And we found almost . · the same thing to start with in Kentucky that we had in Indiana. Kentucky did not have an association or anybod~ ‘ of any consequence to speak for the ind~stry. -The industry had no ·organization. ·Of cours.e, down state KentuckY there ~ere practically no operators and there were only two or / -. .• .· ‘ Bu.hner three. of-us in the city of Louisville. So we fellas were at the poin~ where we had to do the organizing and we sort of studied to see what our future was- 1n thetruqking industry. And whether we could co~tinue to operate South r. ‘ of the OhioRiver or not. Then when that law went into effect 1~ mean’t that immedi~ ately when_we hauled freight from Chicago or Nashville, or Knoxville, or Chattanooga, or any of thpse towns in the South, we_ brought it to Louisville in larger trailers then had to unload all of it and seperate it and put it in these small pick~up trucks and then go on South. And then we also found these pick-up truc~s were harrassed wherever they went. Of course it was very easy for us to uncover where our real problem. was and that was we didn’t have ~- .. fighting oiianization, 1or somebody representing us. So we got together and although I was nqt in the organiz~tion to es,tablish the new group it fell part my lot to get in on the legislative end of it. The railraods had no ·more than~passed this when the next session of the legislature they came with.another bill, the ton mile tax, and they try to do -al-most the same- thing -to us in Kentucky that Indiana. And they were successful~ They put a mileage tax. But, the· bill was ·so badly written and so badly administered that the follow~ng year we were able to have thing withdrawen from the books and from the . I _f I . -laws of the state of Kentucky. -~ti\lring this time it was ‘ ·’ . – -}..~ “‘ _, Buhner \ several years that we.operated under 18,000 pounds. ‘We “• had any.nilinber of problems. One”big problem was beingharassed by constables. .. ~. The state had a very old. systems·: . ‘ . ·’ of constables and they practically livedoff of mioor . -… … .. < . fractions of laws and all that,· and they were even tackling some of the tourist trade that was coming throJ.lgh there. Irritating an awful lot of people. I In o~: study of the _technic and thin~ that the railroad industry·was using, of course it was very easy for us to see their attack against trucking was by passing restrictive ~ . weight laws and loading heavy taxes on the industry. By • picking first· Indiana and Kentucky ~heir plan was, and it worked very successful, that they could st~p the through .traffic of Indiana, they. had a~complished quite a bit because Indiana was the crossroad the E’ast and West traf1’ic. Then they came into Kentucky and they,— by doing Kentucky they stopped the movement from the_ NortJi to the South,, or c into the South. Then they were in Tenn~ss.ee, and th~y stood very similar thing in Tennes~ee. .They restricted the laws in Virginia whic~ ·partially st9ppe~ the traffic from J the: East Coast down into <.teorgi-a and Fl_brida. They. put . ··:{ restrictive laws in the st~te of Alab~a. I think t~ey ~ere· around 20,000 pound_ gross. Then in th~ state of Texas t:t::tey· used· a different tatic-. In Texas the:r -p~ssed a lat th~·~e that would permit only ~ certain tonri~e to be hauled on a ··- truck unle~s it went· to a railroad stf).tion. If ·it went _to a •. .. .· Buhner ‘ . ·t ‘ .·. railroad station it was a· muc:h lesser tonn~e. somewhere in the record of probabiy·I I . aev:en ton or even less. It was·very, ‘l_ery res • So we had a general pattern .• And about the to defeat this pattern was to wor~ ‘Up some “‘ .as to just how we would progress. What we . We knew the answer was in. the legislature; a..\1\.l,,t,~t!i! else. And then we even had problems among’some·of ope’rators; especially’ the ones, down sta”te. truck the state of Kentueky, having being deprive trucking placed the smaller cities in the atate Jd.n a . – .- ~ — }– 0 <;_-. ~’ ,_ :~ • posi t;lon to not attract any: industries. Sq w~ .’,Pad practically·. no support from down state truck operator~.• ·. :Ai~ what suppo;r:-t . __ – .. -~~~~ -j~~-~ ·from the automobile dealers because all tll,ey Were able to .. /i~.-r -_;:-:: . . . sell at the ‘time was the· little truck. .·sirice·both Chevrolet ‘·’ _,.,; . · and Ford did not manufacture the bi.gger.i’t~h._:: :- ~ be unable to sell us operators the tn~ ~6f truck that we · requir.ed. . So th~y didn’t t have much ~Y’mpathy in our story. But w~_ kept plugging away and in the’ in:t~ri;m we had made ‘ -c~~:j ·:· .. -~-~~:;: ‘ _ .. >\ some I?r?gress and we finally got ~I,ie·~~ate of Kentuc}lzy through tlie efforts of the Govern6rJKlng· Johnson to help us • • t .-. -· ·; • . ~- · .. ·· . out to a certain· extent. And in con,ersations,_ I was in : · ,, … his. office with’ some o’ther men,· that ;he, was there thie time. ” on account of his call to usi He /balled us by phon~ and asked us to COl]le in, and he sai,d·’ that we could not pass the . : .. j I -. -~~ .. ·. . ‘ Buhner ~17 .. ~->i1> . bill that we~ would ‘1:ike- tq pass, ‘but he said, ‘!’iaybe, I …… got’ a little hope for y·ou.:·~ I have been talking t.o the . railroad interes_t and r tbink. I can get the· rai_lrqad interest to agree to some . . _ little telief, and then • / c – sort of trUck law to ., __ give us a· . ! . ·- . . . . he suggested as I, _recall 30 ·and ;: . \ – .. : ·- ,._- .# which wB._s 30,000 lb.- gross ;~d 30 foot ·length. So we ~- ii . . 30, talked th~ situation over a;hd I suggested to him; L said,· -~ ·_ . ‘ :· \1 1 f 6: – ~Governor, . is it possible ‘t!haJ; you c·ould give us 32, feet?’ J;. ?-‘+~. ‘ I There was S?me par-:~~ular vason for it at that time that .. _ we felt .32 feet. He· said, 0h, .I don 1 t’ thfnk. tpat ·that Is .·. . r . . . ‘ . ‘ 1 . unr~asonable, r ,and he sa”id$ ‘Let. me talk. to the boys about . ~: .. it S?d we.’ll &ee. I ‘If I ~;~n .get you· 32. feet,_ I 1 1:). do it.’ ,fc So a ·couple of days later ~e called me by telepho~e and he \.: said, ‘That’s agreeable witla me and itis agreeable with • them.’ So he then more or less ch~pioned this chartge in th_e truck laws of the state· of Kentucky’. Now, before that of course·weihad~very little influence ‘ . – . in the legislature, but at ·this legislature.we had ·at~least . . one influence -on eur s·.tde -that .ne_li>~d us-a gre·at -de;al ev§!n l ~ then and in future years_, arid that-was Yfe had the farm ·interests on our side. And originally when the-truck 18,000 -pounq bill . was passed and> wh~n « ~alyzed what was·· ~ ~ … . . pa.ppening and where t~power was to get a·bill through the congr~ss, through the ‘legisl’ature as fast_ as they did and wlth the overwhelming vote,”we come to. f.ind out that the farm interest },lad voted for that. And the farm interest ‘ … … .- . – . a -.! \~ ., … [ Buhner · ) at tt:,a.t time were about the strongest ).obJ?;/•in the Kentucky<~ ·,..,,\. : .-~-~~~ ~~- ‘,. __ .. ~- legis;tatu.re. And from my personal int~re~t ~xperierice~ in c’ _, . ~­ {– lndia.na I knew that the farm intere~t was ~ery ~much :in.’te~e:s:t- -,.r- · … < . ,. • ~: . . ~ . .. ‘ .~ .-~- ed in better truck law-s. In fact they: were very helpful to ::~'” ~'”- us in the Indiana le~lature- and we ·reasoned then that we “•1. …. ‘ would have to somehow or 1another l?reak the :rarm” cr·owa~ away· . from the r.ailroads-. Take that strike away from the- railroads_. :,-> ‘r So, we wen-t to work and we started a little_ advertising_· campaign in their publication. The f~rm publica~Xon. ~- ~d l . – ‘ I remember one of the first advertising we had in there was – a little story about, ‘these little pigs went to market in Kentucky, and these little pigs went to tnarket in Tennessee,• . . and how much cheaper it was to get them to market and a ter~nal in T~~nessee than it was in Kentu~ky. I think tne costs was,almost twice as much to. haul pigs to the KentuckY ‘ market as it was in the’adjoining state. — F ~- 7:.- ,.r /. This apparently irritated quite a number of -the faz:mers, this < ::~, • /_-, – ;<.· add did, and they said we_ were ridiculing the farmer~ .• We said, 1We have no intentions ofridiculing. We ju~twant to show you how ridiculous this is, why you should vote for restrictive when you’re hurting yourself. We don’t’undefst’and ….. .-../ it.• And we had quite a little c;;onference witn them~ “And – _. • ., .q;’ • \_ t~ey said, ‘Well, we’re going to have our executi_,:e’¢ommittee · .. _-, meeting next week and we want you to appear.• So our :~ssaciation secretary went there and appeared before them abd ~, ex.;.,;,,.- ” • – r -, • _,f~o~J· • ‘ ·~;-.:;, plained. the thipg very thouroughly and they imm~diately ~reed .,. t-}_ Buhner I .. that they would support truck bills. So we made one big accomplishment that we did_ by tha~ for our le~islative . . work that we took one o£ the political powers of the state away from t~e railroad interest. W~ broke up their playhouse, you might say·. So from that point we were do in~ a little b_it better job of operating trucks. We haul a little bit more pay load~d it got to be bit bette~· type of business. , could , a little 219 But we were st~ll. being harassed terrifically by a lot of – the constables. They had tricks of their own. Even went to the extent of sometimes kicking out the t~il light on a truck and then arresting us for having broken tail lights, arid all those things. So that was a real headache we had with them. So- then we started preparing ourselves for the next move of _trying to get the weight laws up in the state of Kentucky. About that time the war was on us and I had been recommended to some of the men in the Office of Transportation to come up there and help them with spme of their work. So, I accepte~ the position for a _period – I said I would stay six months and that was all. So, then I went on into Washington, and then I found myself in a rather enviable position which I didn’t realize would have the entire affect that it actually finally:. did have and that is wh~n we start~writing rules and regulations that trucks should operate we had in mi~d that we should get the maximum efficiency out of a truck. ·And that mean 1t that .we …… ./ – . “‘··· Buhner should load evfJry truck as near as cap~ci~y as 1We could. By that we were eliminating a lot of waste miles which saveu tremennous amount of gasoline but one of the. main objects that we saved was the use of rubber which was probably one of the most critical items we had in World War rwo. So ~hen we came across, which I have related, that we had the problem of determining what is the ~ 220 .. capacity of a truck, as I have related previously to this time.~ At_that time and earlier the capacity of a truck was re- ‘\ . ‘ ferred to ton and a half, two and a half, three and a half., and five tone trucks, arid that. Well that actually did not describe the capacity of a truck. From my experience, and I had done quite a bit of studying and working with • the tires ih tryirig to get our ti~ costs down in our_operation. We even had a man from the Goodyear Tire and Rubber ~ Company to come into’-Qur company and spent about 4 to 5 months in our company showing us how to get the maximwn use out of tires. He was_a real tire engineer, and r·learned from him. So, I made a propose to this-group that we use tha~~~rrying capacity of a tire as to the vehicle that would ·_;.–.- describe the capacity·of a truck. So we had~ten tires, an,d . at that time the ten hundred twenty was pretty well standard so if we had ten tires on a truck and trailer we would have ‘ · a carrying capacity of 45,000 pounds·. And that was just about the normal. And that any other vehicles having snia.ller – tires would be of less ‘ capacity. So, by proposing this to r – ·. Buhner the group the~group iminedtately accepted the whole idea~ and it was through them that we fina1ized the order and a’!’ter some manuvering back and forth~he Ur.S. Bureau· of Roads finally agreed to that form~la providing we woulq state that 40,000 pounds._j’iould be~/r suppose you’~d call it the minimum gross vehicle weighq. ~00 pounds. weight plus vehicle weight pretty well leveled out the actual c~rrying weight of the truck, because you had eight tires on the trailer axle and rear tractor axle combined and then there were two tfres on the front of the .. truck. But the two tires on the front of the truck could only carry about three. thous~d pounds anyhow. So actual!¥ it was very, very close to them, very maximUm, so we agr~ed to accept t9at. , And that then was ·written into the Federal Register-and became Federal Law. That immediately had a trem~ndous affect upon the state of Kentucky where we were operating because that mean •t that immediately all the vehicles we had in Kentucky, not all of ’em, but a gre.at many of the vehicles th~t we· operated up in Inqiana could . ·go all the way through to Kentucky~ We had a little problem . • here and there with license but the major thing was that we could.operate trucks through from the state of Indiana down into Kentucky. That also had a very big wholesome affect upon the states :of Tennessee $Ild Virginia, and l tht Alabama, and even . down in Texas. It halped a great deal over there, th~ outlaw ) \ . Buhner 222. that they had there. So, that just about tells the s.tory from the legislative angle that I was involved in from. Indiana, Kentuc·ky, and· going down. Incidently, Georgia was in this thing too. Georgia had restrictive trade $ft.. laws, and that helped them break up the stronghold that the railroads had on t}1ese various states. Now,’; I •·m· not . .. sure.about Louisiana, down there, butat least I’ve given enough state~ to indicate that that made a tremendous difference. And then after the war was over with and ·of course all tnese were recinded it became much easier to go into the states and then get the legis~ature to ~ change the laws. In the meantime, as I have stated somewhere in these tapes, in the state of Kentucky we.were always confronted with the opposition saying., •Well, the bridges. The bridges won’t hold it, and .. the roads won’t ‘ . hold it,’ and-all th~t. That was their general talking but they never came up with any statistics to prove any- … thing, but just talk. Talkin& and what used to·be their f power in the legislature. ‘j So, in order to offset some of their talk and all that, we employed a very: capable highway’ engineer. In fact he had been state highway.engineer of Kentucky and then later became chairman of the highway …_ commission of the state of Kentuc~. So he knew the situation in Kentucky. ring report for us. – So, he” and. l\is crew ma.det_quite an enginee- · . . And when he finally finish~d the re- . . ,. ~~- . /port and gave us. the report it shown that there were nine bridges in the state of·Keritucky that could not comply, or were rather dangerous for the weight,of trucks, and • I he made the comment; ‘That the sooner we get rid of these -~ nine bridges the state will be a whole lot better off.’ So, when we came down for the hearing, at that time, the railroads immediately confronted the committee that was ~ listening to all this; this railroad story that the high- ,. ways wouldn’t. carry it, and the bridges wouldn’t carry it, and all that. So, l moved to put the former state, highway commission on the stand with the engineering report and laid the entire report before the committee, and . ‘\ the committee was rather amazed and even to what the highway commissioner_, testified too. So it was no question there then as to, that a lot of the ·railroad’s opposition f~ 223 actually had no basic foundation to it at all. It was just . all plain talk~ And then of course, all the other work. That was just only par:t of the wor):t. But, all of.the other work that was done that when we came to the legislature that year we had ‘ pretty well organized the state po~itically. We had gone ~ out, and with the help of some men who knew their way around politically, and those men. had selected a lot of v . men to rUn in opposition in theprimary, against these men; ., ‘ especially, those men that were known to be on the railroad , payroll. That’s in the off season they were on the payroll and some were on a yearly retainer basil?• That when the· Buhner .- 4., . , • • I • . · ,._ . primary was over with1 .we. had defeated six of, tt?eir top men; Senators, .who;~a;i been in the,· senate. po, then we did a.lmbst the sam~ /thlng in the House. So, ‘wheJ;l we went to the legfslatu:f!d,w~’hap enough friendly .votes to pass ·.~·’ .~ q the truck bfll … t:hat· we had, and I· thirik that w9;s probably. one of the bigge-st shocks that the railroads ever got’ in . . •, .,_ . . this state·. SQ::ti that’s how we de~eated them in this. state. and got this :;;~-ta1t’e .going back to permit good ~r,sportation in the fs.tate of Kentucky. Woods: Mr.,9 auhner, may’ I go back over and question you . ‘ .. on a few of’these? . i . Buhner: Yes.· \ . ,, Woods: You covered some of truck history’s most vital pointS the’Xte pertaining to the history as tO Why it IS in ,operation today. Let’s go back now to the state of Indiana. f.• ~he famous 33 legis·lative battle. You, Glen Slenker, & ) i f . ,• I .,. Maurice ‘l;’ucker, Slosser, Morgan, these men; you fought there ,• ~ a bill at;m7d by ?2~or a-3 rai)road lobbyist poured into that· sta.i#e,. to take. the pocket boqk away from· the trucker ~ t ‘ 1.. ‘ ·,.t; on the 11~. , Thei~ aim there to destroy trucking . was th~ough . . ! tax. N~”f~ you left there and -C~e down’ into :{(entucky ar)d ‘ ‘. you wera;:G’o)ifronted with the same thing; anci plus that, – ~; t£e weight and length laws, and now through this legislation 0 ~f ; .. in Kentuc.ky :~du founded _the ·ten twenty tire. The Minimum f· ~ : ap.d ~1~ W:~i,~t laws; 45,000 pounds. Length up to 32 · · . feet. You .. Q.estroyed the railroads unproven but qtuch claimed l, 1 . . . \ Buhner ~- theory that these trucks made it dangerous for bridges and this and that. And whatJ:’m building up~to here; < with the passage of this in Kentucky affe~ting so ·many_ states North and South acted as ~-precedent, or we say ‘ this l~gislation in the state of Kentuqky acted as a Stare D~cisis c~se for tri:tcking throughout. the whole United States’. I don’t want to build this up more than it actually deserves but would you agree that through these all important measures here pretaining to trucking; such as, weight laws, ‘the ~ire, the length laws, the true ….. finding of the tonnage of a truck. Ton and a half, two . ton, three ton truck. Thedefining of that. The highway ~ and bridge constructions being proven mostly all fallacy from the railroad’s claim and putting facts before ·- a legislative body to vote on which ended up in voting in favor of the things you people proposed, you as a lobbyist representing trucking. This actually founded a Stare Decisis case for trucking to.be looked upon as acting as . ‘. a precedent in other states. ·Would you agree? Buhner: I think there. ·is some truth to that. Woods: Would you agree that there’s quite a bit of truth to it? I. ·J;_ ,_Jo:· Buhner: Yes, I ·-suppose. Yes,. I think it was the real turning point. ‘ Woods: If I might put a piece on this tape. A little’ bit of information that Mr. Buhner may be able to elaborate ‘ ‘· ,· H • on more than I did. This tire situation hal;f’·: never been · ‘. – .• ·I talked· upon too much among these tapes, yet1 ‘irven back in ~ . . ~ my day, I know we played with the eleven tw~n~~-two tire, ‘ ‘ and I suppose you h~ve. Buhner: Yes. Woods: And we found it just too big a tir~ … for highway ‘;<, ‘i running·on our J.:ong-hauls, you know, and it;Was too ex- .1 pensive for us to start with. Buhner: Yeah, we used quite a few of 1em,iand we found ·_ ~ : ‘ 226 one thing that was a hinderance to it. The· ·twenty ·two inch tire made the vehicle to high for most of the. shipping platforms. So we had to go down back to th~ twenty inch ” in order to -level off at the shipping platforms. .. Woods: I 1ve even seen it where those docks in the East. you might say they. just wouldn’t let us, if you had a tw~nty two inch tire on, they wouldn’t let you into their dock.because the men had to practically have an elevator to get the freight up o;ff of it. But, ·I ·would say that – this bit of legislation that we’re speaking.of here actuii’lly· is probably the ~ost important to the birth of the industry to’ make it really an industrY. It was· !the m!’->st iniporta:nt -_ -~- .; legislation ever passed. Still I’m going to ask you, wo,uld you agree with me? Buhner: ( Yes. I agree w~th you. But to the standpoint I ~-think as far as legislation just in Kentucky. That wa13 .· s’ Buhner · alright ·for the state of Kentucky and sort of a pattern • . -,.. But, when we were able to get the federal la.w through the Federal Register and able to bring_that up to 40,000 • pounds, we showed the legislators in the varrous states where they had these restrictive laws that the 40,000 < pounds was not doing·the damage·and that they needed that . ” ‘• in.order to not retard interstate commerce, and a lot of I people, ~hippers and all that, were getting a little bit. . ‘ .227 more satisfied and they started getting behind that. I think that was the real, in my opinion, the real~ning_ point is when we were able to get through the Office of Defense Transporta~ion the 40,000 pounds as a Federa) law. Woods:, Now, when you w~nt through the Office of·Defense Transportation, the ODT’ you did not have to go before ·_tat~on would accept it. Buhner: ·Yeah. – You see it was a war·measure. Woods : It was a war measure. Buhner: Yeah, and so as long as it was published with the Federal Register it became law. Woods: Well, Mr. Buhner, I would say thi.s is Stare Decisis. I would say that by going through the Office of Defense Transportation and putting this ove’r that this was tne final blow. You and Maurice Tucker and these men in the state of Indiana certainly backed up, or slowed the railroads, to show that you men were fighters. But, when you came down ·’ .. Buhner here and went ‘lhis far why then !believe from that tim~ .on you more or less had the railroads rea11y·as –no great thr.eat. There is always a threat. Buhner: .There was also one rather unusual situation in the state of-Kentucky~ The weight laws. The 18,000 pound weight law in the state .·of K:~ntucky did not apply to buses; yet buses had a gross of about 36.to 38,000 pounds. The buses. And they didn’t help us bec~use they’ 228\ ·. were completely out from under the law, and t~ey kept .away. But, they’somehow or another, in their manuvering, had been able to keep themselves out from under this law that the • railroads were not too anxious. There was one rather amusing thing.that happened at that time that! was personally involv·ed in after, I think, the 32,000 pound bill-was across the Kentucky River. A rather substantial bridge, \ and· that’s almost at the po~~t where the ,Kentucky River flows into ~he Ohio. The highway commissioner at the time permitted the trucks to operate up to 30,000 pounds; but· when it, come to this bridge he put.,.~a limit of ~0,000 pounds on this brid.ge ~ We were not permitted to cross that bridge with a load higher than that.. That was the rulii~g he put • out. So, we went over and chatted with the fellow and he listened to us and he ·said, ‘No, it 1’s 20,000 pounds. 1 I don •t know or never figured it our whether the little tolm – didn’t like trucks coming through the town, or whether he · ‘• . Buhner 1 229 had obligations to the ·railroad indu~try ,or not; but, ·he was very adamant. So, ‘when we- saw we -:couldh •t change · ,i, • his mind I said to him, ‘I. suppose YOU\ know h0\’1 much ·8:. bus weights don’t you?’ And he sal.d, )Oh; no·,’ and I ‘ . said, ‘Well, a bus weighs empty, just the ordinary ~ingle . ” axle bus empty will go about 36,000 poWJ.ds. Now when you load that you’ll be’somewhere around 38 to 40,000 poUnds.• .I . , And I said, ‘Now, if one of- those buses goes through th4s bridge and you said tqis bridge won’t hold that load, you’re going to be dead politically.’ He sort·of covered up, but he realized then how silly, and today they are crossing that same bridge with loads up to 65,000 pounds. But, those • are just some of the tliings we had to put up,with. Woods: Did he back ‘ off then? ran for politic-al office and· he was defeated. And I don’t think it was us. Woods: Wha~ did you have to do at that time? Reroute to go around that.bridge? Buhner: .I don’t know;what we did.· No, w~ couldn’t very. ·, well reroute. Oh, I know now, we went through Indian~. . . – Went to Cincinnati. This was on the Kent~~ side so we just crossed. So we just crossed from,Indiana and· went through Indiana and went through Charleston and ~p through ·that wrzy. It was ·a little bit farther, I think, around 25, 30 miles farther. Buhner Woods: You kn’ow. it amazing to. the listener as to the littl~ tricks these ·towns did to get.rid of Y?U~ It you don’t ~ mind my put~ing this in your tape, Mr. Buhner. I 1li never forget th~s little town •. Oh, I can’t recall its name. It was on: the·’ NE!W England. coast in Connecticut •. Al,l at once they come up·with a big sign out at both ends of the ,’ I • town, quite a ways oq.t, that all trailer trucks had to take a route around the town because they ?ad a low viad’l,lct in the town •. Well; it ·was sort of strange to· me because we’d ~ been gq~l)g, you know, threugh the different places. But, i for about ·three years we ~-hated this town because we had to run five miles ·o~t around country roads and everything to get around this town. And if I could see it on a map I could remember the town inunediately, but I can’t remember . sleepy from New York and you know how we drive night and day and’ it was ~sunny and I was sitting there half -asleep and half dozed and I went right on 1:nto the:_ toWn, you know, and never once give it a thougflt. And I was empty, Ed. ” • . 4 “\ That means my trailer was at least 6 to-8 inches higher than when loaded and I come up and I all at once reallY. come out of it when I was going d~~ to·go under.the viaduct and I thought, 10h, oh; there ·goes ‘trailer and all,’~ and to ·. my surprise I come right out the other side of it, yo~ know, never even touched~ So, I got out and traffic wasn’t much – ‘ .. : !3uhner . 2,31 – ‘ ·- and I backed that trailer up under it and I looked and .. ,jjt. ‘ – even at the. high poirit I…._cleared that, and. I,- had a pretty good sized van and Tr}Y traile’r c,leared that viaduct by .. about nine, ten inches. So I passed the word- and within a month every truck in the country was running through _th .. is -.. ‘ little totm. But, those were little(.points that these . ‘ . p – towns in order to driye you out, aft~r ·all, you ~id mak,e ·c noise a lot.and yQu 1d go thr?ugh there all-hours of the · night, and they didn’t like this • ‘ Did you have something r else ta ~dd here. ~ -BUlmer: I covered_the harassing py the constable and I . . probably should say that by the time we passed the main true~ law, the Governor of’ ~entucky, whi~h was Earl Clemens_, took upon himself’ to outlaw the old constable system. He ._ ______ :___.tG~~–‘tR:a-t~uot>e>n–Mms-e-±:1~-ana -he–.c-leared–that thing for us. And he :did -that’ notonly for us but he did for all , the othe.r people, .passenger cars and ·everything.· Woods: Let’s speak a little-bit on former Governor Earl Clemens. He proved out, to be ve.ry helpful to you did he- not? Buhner: Oh; yes.. Oh, yes. Wo.ods: And today he 1 s with tne tob~cco interests as a ! . … ~ lobbyist in Washington,- D.c., is that right? Buhner: Ye.s. Woods:’ . We·ought to b~~ng him back here and put up. a statue of him. Buhner: Y:es. ‘ – He’s a very, very fine gentlemen. . – ” .. · 232 / . \ (_ -~ vloods: He doesn’t live here anymore, he moved down.,~tlier~’ d td.n ‘t he. i1uhne r: ( He still has his ~arma here in Western Kentucky, a.ncl hP 1 s still somewhat of a political power here in :the [itate. But, he representsthe topacco industry up there. Woods: Do you have some more notes there? AuhnP..r: I think that’s ·about all. I think most of these. Did we talk about, I think mention. Yes. I know we men-.-. tioned Sam Niness in here. He’s the one that helped on the ho,ooo pounds cause it fit his organization just right. Woods: Sam, who?· Buhner: Sam Niness Woods: Well lets.- tt doesn’t hurt if it’s on there. – .. Bring it out. Be sure we get it. Buhner: Going back to the establishing the 4o,ooo pound· minimum, during the war. One of the gentlemen that supp~rted 1.t a great deal was Mr. Sru:rr Niness. N-i-n.;.e-s-s… ~o is still employed in ·the truck\usin~ss today; in fact, he’s president today of one of the large tank truok operators. And this thing was especially suitable to them because with ~~~-~,, . .. ._ a tank truck there’ is just so many pounds they can carry, . ‘ and they couldn’t. very well overload, and so it was aperfect answer for him, and he gave a great deal of support to this. And th-e other man that gave a great deal of support was “‘ just recently retired as the president of, the Firestone Tire and Rubber Company. He was in .. the . Office of Trans porta- . • . ·• \ Bulmer . tion with us boys and he more or less was looking after q,. • ~~ the rubber end. And when we propo~ed this method why he said, 1 I 1 11 know that we’ll support it, and I’ll make sure that the other major tire companies will,’. and he said, 1 I 1 lllet you ktlow in a day or two.’ And he·c_ame in ~~d said, 1Well, we’re very much in favor of that.’ So, we had a lot of support.on th~t thing. The president was’ Bob. I think I-‘ve got him in the tape there. I’m sure I have. Woods: Well, let me ask you one that is more modern. You know today us conscious minded individuals, we try to keep up with these Federal laws, yet. And I just wonder about these buses. If they’ve still got an in. If they’ve got an in with Amtrak or something. I was driving.-down from Chicago yesterday to you arid I’m trying te do 55 mile an hour on the road, which gets to be pretty hard to do with the traffic ~otng by you, and you get thinking, 1Gee, am I the only guy trying to live up to this law.\J But here come these Greyhounds. Boy, when -~ they pass you they’re doing 75. And they go right by and there’s state troopers sitting there in their’squad ca~s, and just looke at ’em, and you know, nothing is, said. So, I wonder if they are immune to the Federal 55 mile an hour ~ state highway law. But, they always did have preference. Always. – -. … .. • Buhner – Buhner: Yeah. Now, there’s one more item •. Woods: Good. ~ (, Buhner: In the passage of some of the.truck bills in later years as we’re going along. Of c9urse, we always had the problem of taxes. As to how much tax we were to pay and all that. And there was a period that there was apparently quite a bit of overloading going on on trucks. At least it was pretty hard to explain away. Woods: No, ‘No, Mr. Buhner, there never was. Never in the history of trucking. Buhner: So, finally I know we were criticized about it a great deal by some of those men. I think it was started in Indiana that they had this progressive tax law and so if ~ou got so many thousRnd pounds overload why I think the tax;tthe fine was up to fiye hW’l.dred dollars, or something iike that. So, when that law came up why we fellas pretty well supported that thing for the simple “”””‘ . reason that in those days there was a tremendous amount of I chiseling going on in freight rates. And then we had the shippers~ it wa~’t only in the truck op·era;tors, we had shippers that.· wo\ld load your truck and tell you they. had . ” twenty thou~a.nd pounds on it, and actually you had 40,000 ·<~ .. poW:’.Id~;.. The first thing you know you were going down the ~. highway with a dangerous vehicle. You were busting tires. You pad all those things. So, we pretty well· supported – -·-:– … f that thing. Expecially, the big overlo·aas ~ and I think that· , ,, Buhner has been pretty well cleaned up. In the meantime.of course a lot of those fellas have now l~rned to p~~-the proper amount of tires on a truck, and that helped on that thing too. And I know that a ‘ot of boys. in those ·days were pulling trailers with eight and a quarter tires on trying to haul 12 and 15 ton on ’em, and go· down the highw~y and bingo would go the tires. • Woods: Well, Mr. Buhner, I alwyas considered you and Mr. Maurice Tucker my close friends, but now I find out where it all lies. I’m going to go home and erase all these tapes and notify The New York Times. I wrote a whole book ·based on the overloads we h~pled from the Middlewes~ to the East. Buhner: We weren’t angels either. Woods: I know one fella put on a tape, he said, 1Well, when th~ IC Motor Carrier Act was passed, I had been runni~g — ‘ J all the roads yo1.,1. know.’ So, he said, 1 I went down there to get this grandf-ather permit, where they were just supposed to,hand it to me. ‘ He said, ‘I found out that they didn’t just hand it to you. So, lie said, ‘I soon lea-rned that if you could lie as ·good as the next guy,· ” and prod~ust a little evidence.’ So, he said, ‘I wnet back down there that time and I was the world 1 s greatest liar. 1 An~ he. said, . 1 I .· had fake evidence all over. 1 And he said, ‘It worked. I · came out with permits.• Buhner: .Yeah, there was a lot of that. .. , .f_ Buhner WoodB: What’s interesting·on the overloads is in the book 1 wrote, 1Third Morning Delivery, 1 I stressed that in a nense the·gypsies and wildcatters. WildcatterS wa.s·what they were called in the Middlewest, and the same man in the East was called a gypsy, you know. They became outlaws· by hauling overloads to pay ~~ir bills, because ~~ach trip had to pay. “‘ Buhner: Yeah. Woods: However, ;r contend that by. them doing this and being picked up every so often and this brought this attention all the time, in one way aide-d toprove that they had to have something done. That these men had to haul bigger loads. No#, I remember the state of Indiana, very early. 30. You•d remember this. We 1d come out of St. – Louis, or Chicago, or the Middlewest, if we wanted to ·we couYd n.aul almost anything at that time across Indiana as long as you went to the nearest JP and pay him twenty five dollars you could- go on across·the state. Did you know that. We’d be loaded way ?Ver and just gs to ’em, and right on across. Well later, I suppose through the finaglings of you and Mr. Tucker. I’m just kidding. ~hen it got to be, when you had your weig~t laws, then it got t~ pe a penny a poW1d over so much. Then it got to be after so many more, it was two cents a poW1d. Then finally it worked up. We· ·were alw~ys so over, we was working on the ten cents a poW1d rate. But it did play a part, in~ge:tting.- Buhner 237 Buliner: Stabilized. Woods: Stabilized. ,:Suhner: Stabilized and rate making too. Woods: Yes, it did. Buhner: A lot of the shippers were just chiseling the life out of the truck operators. They were about as much cause of the overload as the truck operator himself. Woods: Now, I know I used to leave the Middlewest. I wouldn’t go unless I was way overloaded and was getting so much a ton, or it j”.st didn’t pay me to make the run. The same on the return, I 1 d get this real heavy freight. Buhner: I remember very distinctly over in our yard one day, I walked by and I saw that trailer, and I looked at it and saw the tires down a little bit. I saw the axle I mean, the springs, and I said, ‘What’s on this truck. Has anybody weighed it. 1 And they said, 1No.’ _I said, 1 Suppose you take it over here to the scale and weigP,·’~ · ~” this truck.’ I said, ‘What’s it billed of. Let’s take a look at it.’ Here we opened it up and here was some green lumber, on this truck. And, I said, 10h, oh, I’ll bet that trucks way overloaded.’ Went ev~r there and scaled and I think the trailer WBJJ set. for a carrying cap~c·i ty ‘ .. of abbut ten or eleven ton: •. I think it -was,~ 24 ton, but the weigh bill said eleven ton. Woods: The one thing that amazes me tq_day is they alwa§-s , ‘ claimed that we tore up the ro!-ds with trucks, you know • . . -‘ . J .. ‘ Buhnr:! r ‘.t!” ‘ … And, I will f!,..O; along with that on the extent o.f the· frost “‘ law. There .was :..– there definet~y wer~_aprob1em there where conoret.a has .ffost on·it and it’s not fr.ozen solid : . ; . ~ – . . _you do tend tq break down; but I l!ke to bring out that a car will bre.f.lk down just as much when the road is in that shape. I reme:mber roads .that they used to say that we were -.i tearing down and I go through them now, Mr. Buhner, when I ! • go East, I go off the rpad and look, and the same road;?s are· still there and trucks going over. them just ~ike always _ . . And I don’t know how much maintenBnce, but—– r; / / Buhner: Well, 1 t ‘s been proven t_hat many a time/ a stretch of road that has been detached and hasn’t been .used at all – … for a year or so and is in worse shape than’ when used~ Woods: Yeah, it will break up irnmedi~tely from frost an~ that. Well, I bel:l,eve we have covered quite a bit accept the last one I want to ask you. You’ve gone through all kind of problem~ with truc~ing. Now, this modern time, v because of the government interference ,of fuel laws. Of fuel shortage. Trucking right now as you know are faced – ····~ . with major problems. Truckers are blocking the highways, claimii}g that the fued is too high, and- that tpere is no ‘;fuel shortage. That itt’s all a fake and that ~hey ve done this just to get more money out of them. And then the speed ::- laws. Now, I’d like to ask you one thing first, as· a very experienced truck_ operator. How about this speed? As a- —youngster, I found out if\ drov-e f~st I could run the hills. _· I :_! , Buhner Run way up on a hill before J had to shift. I actually got to New York faster. Now, how about this speed with /’ a truck. From your experience d.oefs a truck use more· fuel when i’>t( is loaded and running slower on a highway than it does when it is running a faster speed. Do you think that this lowering the speed limit sraves fuel? 239· Buhner: I 1m not so sure that it saves any large quanity of fuels. I think there probably is some savings, but I’m not so sure that it saves a gr.eat deal. I think that probably a good case could be made either way on this thing. I think it depends a great deal upon the terrain and where – you’re running too. Take out West where you’re bucking a strong headwind it’s bound to take a lot more power to move the freight and that’s when you start eating up your fuel. Woods: And the hills. If a truck approaches the bottom of a hill doing 55 mile an hour and the hill is a ratltler .long on~, he’s gonna have to shift down in low gear and crawl all the way up that hill, where if he can approach the bottom of the hill at a speed of 70 mile an hour he’s gonna +un a long ways up that hill before he has to— Buhner: That’s right. Woods’: Now, do you approve of these truckers doing what they did? Blocking the tollways. You had as big a problem as they hadand you didn’t block any tollways, or highways. Buhner: I don’t have too much sympathy. We were through.·· – ‘.-, -~, ,_- .. Buhner the World War, and we had problems that were mUch greater < ., than they are today. We had problems, of course, tires . ~ and fuel, and we had the problems of wearing’ out our equip~ ment with no replacements. Woods: No replacements. Those were~ poin hoping you would bring out. Wh~t I 1/ould like . \ I people to be reminded, and I’m sure~you wpuld; today can.still go in and buy new tires re ~hey want . , to buy ’em. new motor. T,hey can go get a new trailer. Trey can get a Wha:t their main complaA,nt is, is the slower . .. ~-‘ speed. Now, this they claim i.s/breaking· them~ Now you \ take a coast to coast truck line·; it 1 s taking them another day tomake the trip across, which under today’s high competitive can cost them. But, we were high competitive in our day, and time is ‘{ery essential: That’s the only thing I’ll put in their favor is tha.t they might have an._§…rguement on . ··: ··········~··-·- . the speed and on the time. But, beyond that I don’t believe ~ that they really have a legal or a good arguement to put up. Buhner:’ There might be obsolete cases, but it’s like everybody jumping on the band w·agon and of course you 1 11 find out that a lot of these trucks we’re speaking of here are being operated by private industries and these are · ·drivers that want to get home earlier and it’s more of a ‘ ‘ personal thing with ’em than it is the equipment eridof1it. And in coming down the hf~hway last .. night I noticed that. several of them. I was driving 55 mile. an hour which I < .. , Buhner 441 normaliy do t¥1Yhow as it’only takes me 5 Jllinutes longer < to get from my home town. In fact when night comes I don’t like\to drive over 55 mile an hour, and I noticed that quite a few of these private industries ~ere,in town just bawling the jack down the road. Of cour~e, those drivers were wanting to get home. I think that that•s·more or as much as it is as some of the other. Woods: You see we have two major factors here. You have a coast to coast ~ompany operation. The driver takes an extra day, it doesn’t bother him at all. He· gets extra v tlotel room. He gets extra feed. Food bill. He gets an extra day’s wages. But, the independent that owns his truck running back and forth, that bothers him. So, it’s a two way split. But, I still don’t feel — The only arguement I believe ~hey do have is the speed. Thats all. Buhner: In the convention this fall, in the middle of November there, the organized trucking industry, — most of those men were hopin~ that they could get 55 miles an hour. They said that we can live pretty well with 55 miles, b~t of course we’d like to have more, but we c~ live pretty I well with 55 miles an hour. ·Woods: We 11, it’s like one told me, he said, 1 If we i control of their money and nobody e~se could use any of the monies. There were no administrative c~sts agianst the foundation because the ATA did all the work ~d paid the cost of doing the work. So, the public relation work that the suppliers and contributors did was-entirely spent by them and by nobody else. · Woods: Has it been a success so far for, the reason it was founded? Would you say? Buhner: Personally, I would say it has been ap outstanding success. There was, to start with, quite a question — it I was questionable that the state association managers question the effects of it but,that was primarily s~mewhat on a selfish standpoint because they more or less took the position that_ a lot of that money should haye been given to the . state associations. That it deprived them. But, that did. not hold true because many of the state associations.that had their own publications still received quite a few advertisings and monies from these various prevailers. Another . -~-..~:; –‘l Burmer thing that make it successful was that this was an effort on the part of getting many of these companies to know eac~h other. ‘rhey all had. their own advertising firms that did their — and once a year one of the top officials of a particular company arid their top advertising company, they would gather at the expense of the ATA, they would gather . at some resort area for a period of 3 or 4 days. And at this annual meeting many of these people met each other for the first time, and it gave them a chance to talk~over and compare notes, and all that. , It also gave the trustees of the foundation an opportunity to tell ’em what our problems were and what we thought they ought to say; expecially, if we had any particular problem with the government or anything like that. We would suggest that they, more or less all of ’em, more or less tailor their particular add to that toward that problem, in their own way in which they solved. And quite often this was done and it was very, very affective: Furthermore, we learned· to start with that some of the advertising agencies that · I were working for. these various prevailers knew practicall_¥ _ __……—-cJ-… ~- ~ — ]- nothing about the trucking industry and quite often we·had to ask them to change their adds, because they gave the.,- . ‘ wrong impression simply·because they did not know the problem 0 and in that respect it. was extremely helpful~ The thing has grown almost from year to year and it is now become a pretty good power in support of the trucking industry. Most of you·; If I· ———— Bulmer people have already seen the adds. Take for instance, International Harvester, when they carry their add in one . … of those large publications, it is under their name and …. they advertise~their roduct·, and somewhere in there ‘ ‘ appear the signia of Foundation It is under the sponsorship of ATA Foundation. ~ In addition to ,this a number of these prevailers furnis.hed the industry ~th some very, very interesting work. Some ~t ‘ 253 of the”m hired the outstanding engineering firms and developed certain general ideas that the whole industry could u~e. And almost every year somebody is doing something along that line. The fact that I personally have not been too active in it, I am not just to familiar with the smaller details of all this, but I do know that the overall picture has been very, very successful. Woods: Well as public relations and research, it’s really I been very successful. You, Mr. Buhner, you were the longest serving director on the ATA, were you ·not? Didn 1t you serve 40 years. a·s a Director of the ATA? Bulmer: Let’s see, —- I.’m now in. my 42nd year as a member of the Executive Committee of the ATA. …. Woods: You’re still a member of i~? Buhner: Yes, Woods: Well then you still, — you·would by no doubt be the long~st.serving Director. Buhner: Well, Chester Moore and myself. Buhner 254 ‘ – ‘ Woods: ~~ts still on it too? Buhner: We are the only two left of the original men. And we were both on the ATA. Fo,undation Board except about two years a.go I was _taken off. because I 8.m not an operator ,anymore. And when we ·had· an annual meeting those men are always accomP,anied or usually by ~orne of the leading ‘truck. operators of the country, ·and then about·2 or 3 years ago about 4 or 5 of us dropped off the ATA FoUQdation because we’re pretty much on the retired end of it now. Woods: Now, usually when the word foundation comes up;~ “‘ such ‘as, the Henry Ford FOUJldation, and different founda- , . ~ – ~/ tions throughout the country, people look’ at lt. open mindedly as an organization that has so much money that they_ contribute to founding of buildings, school_s, J:listorical societies, and they dona~e mo11eY to any movement_ ,_ that,they feel is worthy within the organization that they are founded from. Now, has the ATA.a~ yet to your knowledge ever, — has it reached that stage of wealth to . . where it contributes to start a building for we’lJ/Say a historical society or for a college. Has ~t reached that stage yet. · Buhner: No. No, in fact the ATA. has be_en very careful not to get themselves involved, in any other functions.· Woods: One other little important thing I’d like just to verify you qring it out so peop],e will know in the future_. – It’s not a coverup for income tax. ( ( ‘ ‘ * Buhner · Buhner: No, it’s an entirely different type of fund. Woods: It’s a real foundation. . Buhner: I’ve wondered if the word foundation was the real applicable word to-use, but it was used. Woods: It actually is perforrrdng as a public relations. ._ Buhner: That’s right. The fact that· each company who … put money into this fund that th~y spend their own money. Woods: That was still their money even though they put it in. Buhner: That is their money and all to the ATA that’s put in is out o~ the~r advertising, I mean out of their advertising budget, and so much is put in and that supports the ,ATA Foundation. ‘ . Woods: Yeah. Well, then .. }n reality. In actual <;lefining, of what we ould define as a foundation. It really· is not a foundation. It’s a public relation organization under the name of foundation. Buhner: Yeah, I suppose you could classify that. Woods: But, it is doing the good job of-advertising and ~t the same time it is sanctioning certain movements; such ~ as, you mention~d a component part or something may be foapporved by the ATA Foundation in their advertising, . .. Buhner: For instance, one of the things they helped develope was the great road building program that we have ,. in- this countr;y. Th~was a project that affected everybody._ Woods: And they sponsored that. Buhner ‘256 Bulmer: And they were the pe-ople that got behind that~ Got ·the whole group, — we had, — one source got the whole group behind -that thing. And General Motors and Ford and all those big companies all~ behind that,so it b~cam~.a reality. · Woods: Well, we can say it’s a public relation organization that’s caPrying the title of Foundation and doing a pretty good job of it. Buhn!fr: Yeah. And the same time they are advert.ising their own produ.ct, and we encourage them to ad~ertise their/ own produc-t. because they are always saying .something about the ttu~king industry; how.import~t the trucking industry is to th~m for”their product. Woods: Now, Mr. Walter Carey, who is now . 4 what would. . his title be the President of the ATA Foundation, or General .. . Manager, or? Buhner: I s~ppose, lets see, —- he’s Chairman. Woods: Now, ¥0U were probably there, could you tell me how it came about that he was the one selected to be the -……,__Chairman. I suppose he was apppinted when it was started. · Buhner: Yes. , By the trustees. They select~d their own Chairman~ time. And it was beeause he lived in Detroit. Woods: Oh, yeah, you did mention that. Bu.hner: And many of ~he people that were in this Founda- — tion had their general .. offices there. Buhner Woods: And b~ings he wa~ a Director. He does have the ‘Car transport industry? Buhne’r: Yeah. Woods: And he’s done a very fine job I believe. Buhner: Yep. According to the records I have the Founda- ‘ . tion ·was started in 1953, and it’s now a little over 20 I years. Woods: Going on 22 years. Buhner: Yeah. Woods: Mr. Buhner, I would like to ask you a questi~n that I have been asked many times. ·wcy is it that the ATA – which formely used the Democratic method of every year an – election for a president who served one year and carri~d out his platform, ,and in lieu of that they choose to have today a salaried president serving an indefinite term to represent t.hem, and in place of the President they h~ve. a new Chairman of the Board election every year. A new Chairman of the Board. Could. you elaborate on that a little bit and explain why the ATA choose that. We have touched upon this subject qefore Mr. Buhner, but if you don’t mind I would like to go into it a little further • . Buhner: About the onlY. thing I could say on that respect was that was sold to the Executive Committe·~ by some of the members who felt that the official spqkesman for the ATA should be the J:lresident and that he wvuld he much more –affective if he was a more or less·a_semi-permanent president ·’ . ‘ Buhner rather than a new man elected evecy year. This ofcourse was about the only change that has ever been made in, the oo called, 1Buhner Committee ·Report,’ who always–in iha:t – Committee f_elt that the President should be elected from the industry and only serve for one year. The new method I don’t think has as yet· proven itself and quite a few· people, I think,- are still c;loubtful as to whether that was – the right move or not. I happened to be there “fhen the « thing was changed and I personally took no part in it because at that time I was not a ~ck operator anymore even though I was a member of th~ Executive Committee. Of course the report of the Buhner Committee, which I headed at the time felt that ·the other method was much better and probably a little more democratic. But, .on the hand ·it has given th~ permanent president probably a little·more prestige· on Capital ~ill and that. Woods: Well, I will agree with you to this extent,_or with the, not with you. You ,.as- th~ ~an ‘!ihO · ,d:\.d so much work they even named-the Buhner Report of the· work you di:d -on it. I will- say far”‘ as lobbying goes I c·an 8~~– where ~:me :.m\to be pe;-~ent president, probably if he s~rved permane,ntli foP20 years .. w . _would be a great advantage because· in one year’s time no- . man on Capit~l Hill is goin& t() be known as a lobbyists. He’s not going to get to the first door, but at the same time- ‘I understand the ATA does have it 1 s own’lobbyist, and there- -,. . ‘ .. ,. Buhner fore it wouldn’t be, that important for the 1 ATA to ·have . ,· a president who has.the same name year after year after year. A permanent lobbyist is sufficient. .. –~-· Now an<;>~he; one ~~d like, to ask you·. We do-have a Mr.. . · -“-…/ .. Bill Odlin, who is the chief ed·i tor ot Transport Topics whiCQ I’m sure we.’ll both agree is the lar~est circulation or which is the bible· circulation to .the trucking world’ · you might say~ or at least ·it is to the Common Carrier. Now, you have a chief edi’tor th~re, and you have a permanent president there;,· and you _have a permanent director of the ATA Foundation; np~, for an~9utside-r to llbok at” this .whole pi~tutre,·1;he moment we d;iscontinu,.e, the democra- ” 7 • • . . . . tic co~ tee, or· the democratic£ pri~cipal which ~ t~e IP … – Bubne7 Repor~ to,have a ne”{ president elected every year, to be backed by ,his l~bby~st: :and everything. . Now, you j have a three. man power that could actually ~~ontrol ·tb,e ATA.,”- “. Has tnat ever been ?rought~to any one’s attention? You have; the president. permanent. ‘ You have the· chief editor· ~ permanent, you have. ·the head· of the Foundation, Mr •. ·walte:r:·carey_, permanent •. Did it ever occur to anyone that . . these three men could gain control of the AT.A and the ~TA . . Foundation and have controL qf the· whole thing. or’ d5 you • 121.·0 . . ‘ t!” . ‘ believe there is a:ny reason· ;for them to have this f’ear, or. that it might happen iri ‘the ~ture? Bubner: Well; I haven ‘.t· b~en in any sessions in the last …, couple ·or years to speak of and this whole thing is compara- -~ Buhner t1ve new to me and I ‘m;·not ,too farniliar of a-ll t}1.e . – I ~- . – – . ‘ramifi-cations that went;into·i’t. I’ve neverheard a dis- – . ! . cusBion of what you 1 re· talking about in that .respect. I suppose some people Juld ~hink. that way and -~orne can •t.· – —.. ‘ fJ Woods: Well, take a comple~e -outsider, who’ never knew_· D..nything about ft and say he “sta-rts’ looking at this f’rom a distance might say, ‘Weil, this isn’t vecy democratic~ -_. .. Here we })ave a head of a Foundatiol1~ the head of-‘thenews media, apd ·the head of. the organization !iS president and a11 three of them are not up for elections, and tl)ey are permanent, and even though these men founded all this in good faith and belief that it was for the best, for future some unscrupulous persons could get in charge·and these three men could control, and t.hat ‘s’ the only reason I brought it out. _Howev~r,·I believe you answered it very well when you said -that you brought -it out for the purpose – that one mart should represent for quite sometime and it would give a better n~e to the organization; everyone in ~he industry . would get to know this . one man. Now, in~ ~ ‘ order to offset that you do though have a new· Chairman of . . ~ . . the Board elected every year, is that right_? Buhner: Yes. Of course, originally, under the old set up we had~fl,Chairman of the Board, and then had the Presi~ent– and then_the Vice President. There were three men that started. They started as a Vice President. When they were e elected fi:rst Vice President they knew then that i.f they .. ‘ t .. ,’ Buhner behav:ed themselves they would become Pr,esident. And then .~ from, P~~sident they would step in to being Chairman of tne .. f Board ol So, .Actually, it was a three year period. So the m~ who \’la:S elected President had ·a year or so of semi tr~~r:~g .as t,. Vice Presid~r.t ~ Vice ~reside~e had to serve . And in order to become a on. quite a number of committ- < ees:, so he was pretty well trainetl al:ready or at·least knew what it was all about, and it wasn’t a political deal at all. Woods: And you weren’t putting in an inexperienced man. ., He was qualified. BQ~er: So, he had a period of three years that he worked through. To o·rigirlally start with >-suppose I ·was about the only man th~t. never .was a first~ice president. Well, you took over in the early days. Buhner: Yeah, I was the first President after Ted Rogers, and so I stepped immediately into the Presidency, and then stepped into the Chairman of the Board. And the man·that. followed me as President was Mr. Buddy Horton, a.nd unfortunately Buddy was not ip very good nealth when, he was President, so then the Chairinan.ok·the Board h$-d to carry on p;retty well . – ~ ~ . ~ . that position. But, I found out :t;rom·my own personal exp~r­ ) . ience that stepping ipto the. Pre-sid~n9y that at th~ end.· of ~ one year I got so that I knew what· was going on. Woods: Yeah> about the time you left office. · – ~uhner: Yeah. So, of tourse, that however was pretty we11· .· ..– .. V. . .. -. Buhner corrected the following year because the Vice President · ca._me on. Woods: Well, whatever outsiders may think of this in . looking at it, it does have its merits and it. does have advantages. Now; today~ understand it. Now, for inst~ce, Mr. Sam Raitzin, Maurice Tucker’s son i~law, and Mr. Harold s. Shertz’s son, ·Robert_H. Shertze, whom yo~ and I both know, ~d now the president day Chairman of the Board Mr. and Mrs. Winship’s son,.is the Chairman of the Board. Now, next year Mr. Robert H. Shertz, would have become Chairman of the Board. He was serving. And then I understand Mr. Sam Raitzin, showed me a letter here a month or so ago when I was in South Bend, where he is second Vice President, or Chairman, or Second Governor, or so they call it, he Hould in two years be slated to . become Chairman of the Board. Buhner: Not necessarily. Woods: No. Buhner: No. The second, third·, and fourth Presidents have no· particular rank at all. It. is only the first Vice President. Now, it’s happened. Several times now it 1s happened t~at the firs~ V~ce President did not wish to, . and asked pot to step ir_>.to the Presidency. That’s happened . as I recall twice now. ·Mr. Harold Shertz, is one of them b’ecause he was, I think, loaded down. Woods:- Well, se 1 s the President of Rollins, and also the I Buhner ·. 263 lawyer, I understand. Buhner: Well, besides that he’s the Pres±d~nt of the Repl.:lblican Party of the State of Pennsylvania. An(j he asked ‘ ‘ f that his name be withheld. So he stepped out of the first Vice Presidency and was just elected as one of the .ordinary •. · A man by the name of Schuster is first Vice President and he will then step into the Presidency. I mean.-into the Chairman of the Board. Woods: I understand today that the pressure and competition is such that many men are doing like Mr. Robert Shertz. Of course, they’ve got reasons. Now; I know I spoke to Mr. Shertz, and he said that he would have to w.ithdraw from being Chairman of the Board because he has too much work. And he says to be Chairman of the Board you’re acting as the President used to and it takes so much of your time, and he said I can’t give it. Now, I do knowthat I spoke to Mr. Sam Rai’fzin and he said, •W~ll, if I ever do become·,’ he said, ‘I don’t know if I can handle it, or take it, because I’ve got too much work, and I can’t be traveling.• Well, I believe we’ve covered that whole picture quite well, and are you satisfied with the way it’s operating today? the ATA? :7 You as one of the Founders of ‘ Buhner: . Well, actually I’m not close enough to know. To really know. I’m not in position to criticize or commend it. Either one. ” . .. -~ – ‘~ ‘\- ‘!!-~ ~~~-~ -,. ~”.:: 0 -: L • ~ < – ,. • Buhner ~ . 2q4 . . . Woods: Well, you undoubtedly sit back with pride as to what you fellaa did found, and whatyou started. Do you not? Buhner: Yeah. It 1 s somewhat of a different organization.· or course, when I was Presi”dent we could just barely JJ).ake end·s meet, and if we took in enough money to pay all expenses we were doing a pretty good job. But tod~y why of course the ATA is a pretty wealthy organization. But, there is one item. It’s principal income is not from Transport Topics. Woods: It isn 1 t? Buhner: No.· I would say it was a ·minor part. Woods: I see. Buhner: The principal income is· from the truck operators who pay into. It is sort of a dues situation. It is not . a fixed dues situation, but a:. suggestive .::dues situation. And some of these companies pay 20; 30, 40, and 50,000 dollars a year into ATA. Because ATA does a lot of work – . for them that they would have to do themselves, if they didn’t have ATA, they would have to set up an organization~ . ··- . ·woods: Well, by putting that much in do th~y get away from some income tax? Buhner: Oh, yes. It is an expense.- But, of course,· it saves them a lot of money too. And they’ve always got a very capable bunch of men in ATA, who really know, who are experts on their p~rticular field. Like, they’ve got Buhner .. ‘experts on roads, tariffs, rates, and all those things. There’s experts on all those things. · There’s experts.- on legal things and then ·the ATA now has even built it’s own office on Capital Hill so to be much eloser t·o legislative work up there instead of chasing around town in taxi cabs all day long. And that is now seperately housed, although it is a very vital part of ATA. And it so happened that one of the boys that I brought into the industry is there. Woods: Mr. Buhner, you know finance is the major thing 265 to any industry and would you please relate the story you told me at the di~ table today, or at luncheon, about the financing of trucks? Buhner: Yes, this was quite an interesting day to me· at the time as to the final results of this meeting. The ATA Executive Committee had invited a number of — Several ~­ of the truck manufactures were asked to attend an ·executive committee meeting in which we woUid talk about the financing of trucks. I don’t remember just when this was but apparently- it was before I was even President of the ATA, so it must have been ~n the forties. At the time some of ·the truck companies were getting as much as three and four years financing on trucks but the general position for most of the truck operators was that m~o years should be the maximum for which you could finance a truck. So, in the general conversation and talking one of the manufacturers gave quite Buhner a apiel about financing–Of trucks and he said that trucks should not be financed for more than two years. We knew this man’s company and they were in at that ~ime were not too much in the over-road operation. They were primary in city pick-up and delivery operation and all that. So . \ he had actually not too much experience in heavy duty trucks; yet, they were a big name company. So, af~er he had gotten through with his spiel, one of the men from Californi_a, who were accustomed to longer terms an;I of ‘ / course they were using much heavier trucks, bigger trucks, than we were in the Midwest, or even in the East·. He had a picture of a truck with him and he walked over to thi~ ~66 gentleman and he said, 1Now, take a good look at this picture.• He said, ‘Then tell me how old you think th~s truck is.• The fella looked at it. Then he said, ‘How many years you think you’d finance this truck.’ The man said, ‘Well, it comes within the guide line of two years. The truck looks like it’s repainted and I doubt if Me could go more than one year on ~inance.’ Well, about that time.he became quite provoked with the gentleman and he said, ‘Well, you sure don 1 t know anything about trucking or truck financing.’ He said, ‘This truck th~t you’re looking at is six years – old but it’s been rebuilt and at one time it was financed over a. -period of five years and just last month I got it rebuilt and re.fi!l~~-~j’Cfo-~–s~~;ears, so you don’t know nothing about fina.hcing .. trucks. 1 ~ ” There were several of the . ~- .: ‘ Buhner other truck manufacturers were in listening-and yot.L.t10Uld hear chuckles all over the room, so subsequently about ·a year later this gentleman res~gned as the president of his trucking outfit. And that meeting I think had a lot to do with modern financing of trucks because at that time I know on our own company we were getting four years on heavy duty trucks and some of the boys out West, they were getting on big heavier duty trucks, they were getting six . years at that time principally by the Western banks. Of course trucking at that time was quite a bit a head of use in our part of the. country. Woods·: Yeah, you mean ·the West Coast. Buhner: We were still too much restricted by weight laws in. the state and_that whereas out West they were· hauling gross loads then perhaps to what they are today. But, that meeting I thought turned out to be a turning point·in truck financing. Woods: Where was that meeting, in Detroit? …. ‘ Buhner: No, that meeting was in Washington, D.C. Woods: Washington, D.c. • Buhner: I suppose there were 40 or 50 men in that meeting. Woods: Mr. Buhner, history has more or less• shown that prior to the passage by Congress of the ICC Motor Carrier Act of 1935, which will be looked upon as the actual birth of the American Interstate Trucking Industry, that Mr. Joe Eastman had called into Washington somewhere in the .neighbor- Uuhner hood of 20 men, who, these 20 men, will be looked upon when this history is all compiled as the Authors of the_ ICC Motor Carrier Act. I have spoken and interviewed and have recorded on tape from the Dean of American truck lawyers, Mr. Harold s. Shertz, or Esquire, of Phila- . . . delphia, who was the lawyer, whom the a.mmendments and the writing of this bill eventually ended in his hands, and 268 he was the one who looked this over and wrote it up to be presented before Congress. He was strong to stress to me that he was not one of the authors of 1he IC: Motor Carrier Act, but merely the lawyer that compilJd this in legal form ‘to be presented in the Senate. Now, I understand that you were qne of the men called in by Joe Eastman, who as I often recall was the he~d of the ICC at that time. What was Joe’s—- Buhner: Commissioner. ‘ Woods: Commissioner. So, I know you were called in so ‘ you are one of the Authors. of the Interstate Trucking, o:P. one of the !”ounding Fathers. I ~ould like for you to. tell .~ of yoU- experience there. About what part yqu played. How you we.re called in, and tell what you remember of it as being an Author.” Buhner: This meeting, Ted Rogers, was Chairmaning the meeting and there were some twenty, and possibly as many as thirty men?in there and we were meeting with Joseph Eastman, who hljl.d prepared a bill for our consideration anci to . ) ·’ Buhner discuss with us the pros and cons of the various items<.in there and· make any suggestions-that we thought that .would ‘ improve the bill. And so, it was quite a lengthy meeting and before it all overwith there had been some 50 changes make. Some of them were minor and some of them were major· and ~s of this moment I don’t recall just which was which but I do know that practically all those were final~y accepted by Congress, and Mr. Eastm~ accepted them. I happen to recall’ one’ litt·le item that· I got Mr. Eastman to correct ~ and that was then they talked about Public Convenience and Necessity, the way the bill was w~itten some bureaucrat could have very easily have inteTpreted it to mean that anytime we wanted to put on an additional truck we’d have to get )permission from the Commission, because — on the account of being an necessity. We would have to prove ft as be{ng a necessity. And I pointe_d that out to Mr. Eastman, and he said, ‘I.think that’s correa~ •. · Some bureaucraft could interpreted it.• ~d he .said, •We’ll correct that.• … :·And that’s ·my greatest rec~lle’ct~ of that meeting~ ca~e that me~_ting happened in about 1934 I think and I don 1 t recall many of the men being there. In fact my memory :i,sn•t that good. But, I am sure Maurice Tucker was there, a.ri · of course Ted Rogers wasthere, and some of·the ATA’Sta:f’f were there, and now who the other men were I would hesitate J to say because I-do know they were somewhere between 20 and 30 in the meeting room. And it was a very well attended v Buhner meet:t.np, and a very productive meeting. Woods: Where was it held, Mr. Buhner? Where were the meetings held? Buhner: I’m not sure if it was held in the Mayflower Hotel or not. At that time ATA did not have its own headquarters; of any sizer so it must have. been held in-one of the mediums aJ?.d nqrmally in those days we met at the Mayflower: Hotel, so ‘tha:t ‘s about all ·I can reme.mber of the meeting and of course from then on when the bill was finally passed why then we were all very active in the bill. Getting it and organizing the various tariff bureaus., and getting the thing whipped into shape, and then the big problem of Grandfather rights, and all that. We discussed all those things. And apparently the committee must have done a pretty good job at the time because there_were not too many ammendments made afterwards. The~e were always some proposed but considering the industry as big as it w~s .the new ammendments were’ minor compared to~what· the major one·s were. Woods: Yeah, just one major one I understand afterwards,. · had to do with freight forwarders. They were included afterwards •. Buhner: Yeah. Well, that was — the Freightforwarder . Bill was an entirely separate Bill. Entirely separate bill, · and there were quite a number of meetings-held between the freightforwarders and the truck operators. There were those· who favored Forwarders and those that did not favor them. ~, I …….. Buhner. Woods: ‘J” ‘ . Yeah, your old friend Mr •. Tucker gpt involved· in that deal. Bufuler: Yeah, he favored the freightforwarders at the time, so apparently he was doing quite a bit of business with them at the time. • .. Woods: Yeah, I know there were 2200 “of them and he finally went down to represent th$n.. Well, so you are definetly a Founding Father of the industry because those 271 f’ .-. who Ft in on that meeting were giving birth·to the industry. ~ Buhner: Yes, that is true. Woods: Mr. Buhner, the diesel engj,ne, I am sure we will all agree that it played one of the most major roles in advancing interstate trucking, the long~hauls. It proba~ly wouldn’t be here if it wasn’t for the advent of the diesel ·with its excessive power, and fuel con~umption cost at the time. You wer~ one. of the very_ early users of the diesel. · One of the pioneer diesel truckers. Did you, a,s I understand, in the famous flood here in Louisville, Kentucky in 1937, we once touched upon that, where the diesel that you used became quite helpful in rescue work because the stack went up and you didn’t have the exhaust pipes and the sparks plugs and therefor~ the diesel could “‘ r ‘ ‘ . go into higher water, or deeper water. Did you take to the diesel right away? Was it a great thing? Did you immediately say, ‘This is it,’ or how did you find the diesel when you f:t,rst started as a trucker? ., . ., … .. ‘ :,f .- …. _,. Buhner Uuhner: The early experience with the diesel was somewhat unsatisfactory because we had bought both’a four ” :· J. — cylinder and .a’aix cylinder diesel engine and had placea these in gasoline chassis, and so it was nqt a completely engineered piece of equipment.· And we found then that the, engine was too powerful for the transmissions, the rear axles and that and so although they were efficient in some ” respect they lacked being a.really a good vehicle. So we at the·time did not buy anymore diesel engines and convert gasoline ~o diesel. But, we took the position that if we used diesel engines we would want the vehicle completely built to a diesel engine. It would need to be engineered all the way through. Of course which happened several years ·later. ., But, another problem we had was that the weight laws were so restrictive_:]in. ~entucky and Tennessee and South that we could~t use the diesel in- those. We could use the 1iesel between Chicago and Louisville. But that mean’t we would have to unload all the trailers and reload it’ and put it on smaller rigs, and· so actually the economy:, the fuel eGonomy, was hardly enough to offset the other disadvantages.– that we had. So we stayed out of t}1at· diesel end.· Then a little bit later on in years Cummin 1 s came out with a • smaller diesel engine and we investe~ rather heavil~ at the ‘time in that engine. I think we bought 25 of them at the ~ime. Completely manufactured, and I_ am sure they were ill-·. Buhner ‘ stalled in Whites at the time. We operate~ these engines . for app:r:oximately for a 100 thousand ~miles and then the. ,< engine had to be completely· replaced. ·rn fact that f:’mail . diesel was never sud’.;essful and when it go-beyond a 100′ 000 ‘ ‘ . ~·miles we had to replace the~. But there is one thing about the Cummin 1 s .though; when things didn 1 t prov~ out for the 100,000. they gave us· 25 nef ~rigines. They gave us 25 new. ‘ engines, .and we got approximately· another 100,000 _miles off of those and we decided it would be fqolish to keep on using that type of ~ngine, and everi Cummin’s at the time found that that was not a s’;lecessful engine. In fact, I suppose·we were somewhat of an experimental company with . that engine, and in fact tnat we were pretty close to. their factory ariQ the~ had a good distributor and that. But, , there. ian 1 t any doubt at . all that_the.diesel engine has. -~ . . . . …….:- .. · really made over-the-road trttckingJ especially, since the \I’!:’; , weight laws have been adjusted sq they can be property used. And today it. ~s very doubt~ul that any truck operator would • have anything else but a diesel. Woods:· Yeah~T_don t imagine he could m~e out if he had an~thing else ~ut a dfesel. .4 Buhner: Woods: engine. Tqat 1s about right. .. Especially, with’~he m~enance of a combustion There is a new engine n~ some. predict wiil replace the diesel in trucks. No in pleasure car eng;lnes, ‘ but it l’lill be an engine’ for trucks. It 1 s called the, . ‘ . . ,[‘ ,-. __ ,. .L. 274 ‘~;tr>rll ng. 1 ( i . Have you heard of it yet·? I lhihncr: No. ,. Woo pre;>d1ct that the Sterling will ~~ably be ·the engine ‘ that wlll· replace·· thE!! Diesel. Of course_,. “that 1 s progress. ( ~ I • Now, w~e~ left this s~al,l 1+_ cyli~d,e~esel qf Cwiunin·’·s-· and even they themse’l ve s llow and it must have a set of rules that it abidqs by. Without these it will drift away and finally desolve. Today. with Mr. Buhner we are going to touch upon one of the most important things of this ~ine o,’~ization and that is a 1 Report known as the. Buhner Report, simply because Mr~ ‘ ·~J Edward J. Buhner, was at the head of the committee. And . “tt this Report has become,_ov~r the years, the Bible of the American Trucking Associations. Today, Mr. Buhner, has a copy of this historical document with him .and for the· potential~f its historical importance I am having Mr. Buhner, read the Buhner Report, though lt’s rather lengthy near 43, 45 pages, going to have him take his time and read the famous Buhner Report into tpe tape for us. Buhner: Before I read the Report, I think it would be well to explain a little as to what brought it about. The ATA Executive Committee some two years previous to the beginning of this Report had se>me•, professional management , organization to co~e into the organization, make a study < and then make a recommendation.to the Association as to wha~ they thought would be the proper method and. proper . way to proceed in ~etting up the American Trucking Assoc,i:ation~ •· I personally never saw this report. I never heard· of ~t, except that it had been made. But, there was a. conmli ttee . that listened to the report and they were very much dissatisfied with the repo~t. I don* t recall what items tha:t ‘ I . . Buhner 280. they didn’t like but it was apparent that the professional consultants knew very little, or had very little background of :the trucking industry. So apparently everything I heard at the time 1 t was a very poor report and the connni ttee did . not want the report even read to the entire executive committee, so therefore that portioh.was entirely scotched. The sub~ect later on came before the executive conunittee and they reasoned that we had me~ within the industry that knew the industry. Knew.the beginning of the ATA, and knew trucking’s various forms, and that there were enough men that if they.sit down ~d make a study of it, they could do a better job of developing the futur~ of the trqcking industry. They also had the background of some of the weaknesses of the original organi~ation. It’s got to be remembered that the ATA originally organized about 1933, and of course they had by-laws and all that BJ?.d.there had been some changes, but very few had-been made. And the American Truck- . . ing As~ociations had been growing in leaps andbounds, an~ during the l’Tar period a lot of weaknesSef? developed within the ATA association. I personally, of-course I had served as one of the members of the Office of Defense Transportation having as~~gned~ to .me all of the ove1~-tne-road trucks in .·- ;!’· . / •I!\ the Uni.ted States.; which at that time amounted to about ‘two million trucks that became_under my general supervislon,-or’ ~-, . • ..;; • ‘ A~ ” at -least in the de.partment which I headed· up. – It was here :/ .·-~ that I of c.ourae·learned of a lot of the.weaknesses in,the .!’ I’ Buhner American Trucking Association, and it also brought to my attention the many programs that the American Trucking Association had to develope. _One particular one that comes to my attention was that the American Trucking Associations had very little satistical information and I remember quite well that when we were 281 i~ntest with many of the other organizations we had ‘· practically no statistics to support our position so about the only thing we could do was just out talk the rest of the boys or out reason them. There were quite a number of bther things to be developed so the Executive Committee then on O~tpber nineteeth, nineteen forty four, had created a committee on National· and State Organizations and this Committee was created and Mr. Ted Rogers was authorized to appoint the Committee, and that was then the beginning of the entire report. · I will now read into the record the first report which was made and that was made to the entire Executive Committee in June of 1945. :The first part is~somew~at preli~ary to,the real r~port But it gives you the basic organization – of the Committee. I now read~ I:, .•. r (. – :..· .. ·:· . . ·/J .. ~ . ·. FIRST REPORT ANB RECOMMENDATIONS OF TilE ATA COMMITTEE ON NATIONAL AND STATE ORGANIZATION I June 20, 1945 To: ‘!’he Executive Committee of American Trucking Associations, Inc. The Executive Committee, on October 19, 1944, created the Committee on National and State Organization. A CQPY of the resolution that created the Committee and prescribed its duties is attached to this first report. The committee was appointed comprisE!£ 39 members selected by and from all classes of carriers. by President T•d V. Rodgers and it now him from all points of the United States The committee is an open committee and additional. members may be added as the work progresses. Nine members of the committee held’a· preliminary session at ATA headquarters in Washington on March 1, 1945, and at this meeting the committee reviewed its assignment and made plans for its future work and for its. own organization. The first meeting revealed that there was willingness·upon the part of every committee member to accept appointment to this committee and to devote himself faithfully to the large task assigned to it. It was app~rent to ev~ryon~ that the work that had been assigned to the comffii ttee \”as of such scope and nature that several years might be required before the job could be completed. This committee immediately asked.of the Executive Committee that the committee be given opportunity to meet with the various state association Presidents and secretaries, who had meetings scheduled during the period of March 23 to April 13 at six points in the country. The Executive Committee ·granted this request. The committee then was organized into sub-committees to attend these sectional conferences and we requested a full half day on the agenda of each of these meetings. The association secretaries and presidents were most willing to cooperate and through this medium we were able to get a very fine preliminary cross section view of the problems. The committee prepared a list of questions and these were sent to the state association secretaries and presidents in advance of these six meetings. Some of the managers and presidents, therefore, had a chance t-o discussthese questions with a great number of operators and in this manner ·we received the views of hundreds ·1 of carriers who were able to present their views either directly to the committee or indirectly through their association presidents and secretaries. The committee invited state association secretaries and presidents to present written statements to the committee before, at or after _the group meetings, and various. state association secretaries were assigned subjects on whi~h they were asked to prepare written discussions. These written discussionslwere specially interesting and they formed the first real Reprinted by courtesy of the American Trucking Associations, Inc. 1 282.’ -2- .2. m DcCkf;TOUll~ for our CO::L’:li’;;cce ~o;ork.’ ‘da c:sked thestJ secretaries to lJe as C::>.ndiJ. G.S they wished +.c “be. “‘ie n’~vised. theo that this COI’ll’Jittee \~P.S a f.ITn!!geoen.:s in cffoct •.ritl:in the industry’s ·o;rgani zntions. i.’e are su9!Ji tti1:,; to you tod~’ ce.rtain find.ir:gs ancl our recol!lr.lendP..tions based. u~or. tl:ese fi::din~s. C’hese first raco~ser.d.”tions deal only with cortetii: casic policies. ‘i’herc \•Jill “:Je lat.:r reports and recor-oendations ns ti:w T):l.SS(:s, 1mt your cc:.:..r.ittee has not hE,i s-.u’fici,ant time ~o denl vdth nll tt.e p:·o’.Jler:ls, T;:ce foJ.ll cc;.zi ttce me~ il\ C!ii::::<~;) on l·iay 9 a.!Fl 10 ancl .. l~eld rl very ir.’uorcsting n::l p!·ocluct.ive oeating_. ‘.:’he follo\~ing ~-IOl’e present’: E. J. ~uh:hl!’ 1 lo/ /”‘-;z~-1/ 1 . _ _,/ -~r,f’ ;/_rV~~ {..,-Y J. nub.ner ·i ;! .•. ·’ ~ J ·. ‘~ -“] – -.– ~ .,..,. ,, First Renort and Recornnendations of t:!:a Cor.T.Htet; ;;lJ;t:i_~’le.l anu Strcte Orvanizn.tion June 20, 1945 RELATIOlfSHIP BET1’/EEN ATA A.ND ru?ILI.tl.’TIID ~J’~!E ASSOCIATION~ The follo\ving questions on this subject were directed to association and conference presidents and managers: “(The present basic conception of the .industry’s organization.al set-17p is that of a national feder~tion of independent state asmociations. These independent state associations provide the goverrunent and control of the national organL:ettion through the election of its :Board of Directors, seven ATA directors’ being chosen by each state,) l, Is this the ~roper basis or best plan upon which to maintain an industry o~~~ization? 2. If .the present plan is not best, wha1 plEln should be recol!llllended?- 3. If the present basic plan is sound, is the governnent and control of the ntttion;U feder3.tion rcctually being provided by the state uni ts 11 ? The questions Here given a lot of corisidaratior. nnd a great deal of eli scussion developed, There were soiae very interestins written arguments on the subject and the prevailing opinion is that the”present ,basic orga..’1i zational set-up or the industry is sound, A m1r.lper of ·the state trucl: associations \vere for:::ed bc;fore the nationE!l association came into exlstence. Every sto.te associationts 8}..-oeri(:;nc:e has been that it r:rust h_qve sooe ne.t:\.ond COP..te>.Ct for its D8CJbe~s. It is not :possible for a state associ2.tion to- her.dle ne.tional probl.:ms o:1 an ind.ividual basis, therefore, it is necessary that; state associations co;;;bine c.nd. support orj3national organiz<‘\tion \’lhich they thtli:lselves control. T::e national organization, therefore, is in 9. sense a serve>r.t to tb.e state associe>.tions, as it should be; The state asso-::ia::.ions elect the directors t& for:::ulate the broad policy of tl:e nation<‘-1 as::;ccia.tion ar.d. the directors elect 8-‘1 executive.- con::J~ ttee to l!l!’.!1::t5C the affairs of the natio:1:.1.l 2ssoc iation in accordance with t!1” vii shtls of the Bv:.!.:'(l cf :Uirt:c tors. “—– ‘l’his is the sy.stJD under which the .A.r-ericl.tn Trucking .Associations, Inc. is noH ort;aJJized, i·le i~·el that the :present system is sound ami thut it shon~il bv con.tinued. .: 4. 285 n~-=-l \’I.e, therdore, recoo;!lend that thtJre be no ~h211ge in the basic orga:tiz.a- _ t:·ndationl tion of ATA. _.,:\T..\. IJOA.HD OF “DIREC’.:’ORS lie projected tho followin,.:: QUtHJtion: 11 If, in nctual pi·nctice, the ,;;overnnent and control of” ATA, throw;h the Donrd of Diroct’ors att’-l thq EX<.:CUtive Commi ttoe, does i-lot• 110\’1 rest in tht3 i ( ::!.:1”” ttG,;c,::ia’.ion~- :,:-.ld the,·cand~da~eg.are er..gagad in ·more thnn o·ne class or type of rpotor·t,ra.’1spc5rfation, ‘tb.eir eligibility shall be determined by the particulP.r cL.ss or_cor.ference .””rhich produces .the !’;rea test amount· of gross revenue; prorideq., that in the :case of private .. …..car’riers, the €F,oss “cost ~f ;rend,eri’pg highway t-rr;tnsport.ation service ‘ shall be ·used in lieu of gross revenue. 11 · “”‘ .. I I ‘[ou wili note that ‘.;he Ey-”La\Hl as t)1ey are now written d~/ not estQ.blinh c fixed tom of of~fice for .b:::.::.. Direc-tors, rJlr.l the lacY.: of this has ml1dO it difficult to ‘deternine just -who io n J2eD?or of the_ Jjoard of Directors· at any o-ne,. E;-ivt.Jn ti!ile. The present by-1a\1S pernit the appojntment of alternates, apparently” at any. timt:::, lL’ld this ~open privile£e huo to some extent nullified the . ~. effective control of’ A7JI. by’ tf_e af:f’ilirit~d otate as·socia~~ons, because ‘of . 5. 286 … ~- ( r -l– the tendency to nend t: …11in.formed o~n to L’leetings of tpe A’!:A ·Board of Director::. ~ !·lost of you are ncq~-J.nted. Hith the !~’-!thad uGed to seat many directors at our· na~iona.l co:we:1don. State as~ociution presiJents, · secrotarieG and. nana&ers w-ill car:rJ to the national· conventions blank cortificutes with 1-1hicl:. to certify ·Erectors. They will select ,directors at rttndom fr01:1 their r!lecbers Hila !:13Y _ ge at tend.in5 the naqonal convention. •i!These .men arlj then seated e.s C[Ualifiqd d..irector~ and.. it is ax:iomati~ that a f!:Teat r.JanY of ;these d..ireetors can have but very little knov/led_ge of Or intere3~ in the policies and operat~on of ATA. · This is a very-haphazard neans ~f selectins directors on the.part of .stz:de associations. If our,:pr~sent b{l.sic organizational policy is correct, they should select their directors in a oore res-ponsible manner. \•/e should ins~st UpO:b. a Sto{‘Of!g pQlicy’of maintaining proper co’ntrol in the state associ’ltions tbrou.§;h e. :ru~ r~res~ntative, active a..11d qualified group of directors. .. He ha’.:e stated lD.at it is rc.ther difficult to determine at any oil€l time who a-e th;; d..irec tors of ;.c::A. Perhaps,. for t.hi s ree..son, the ATA Directors hrcve not 2.ccep’ted tSeir · respons i bili ties ih com1ec tion \·lith J..:J:A as they should,. ‘:’odcy, it is rather clifficult to carry out a refcrend.um vote e.mong thE directors. In an o~g~1ization ttat has approxioately 350 directors, e.nd •.-ti th constant chanse in these directors due tp var’ying state elect~on procedures, it is desi:,able thn.t there be ef:ficio4t m;.chinery by vJhich; ” certain·uolicie~ C2!1 be nlaced befo:::-e the directors by mail for a referend..um vats. C’; sho'”f the neces~ity fa::- this we would like to point out to you a sikation tl:c.t existed_this p5.st ye~.:or(a very·ir.iportant issae in Vihich tHo stnte associatio’r:s too~ opiJ6·si te ·vieHs •. Each instru:ce concerned.. t,he “-re~;ulc.tio:l of air li!’!es i.n .intrastate tra.ffi~. :Each group Ofo.r as .!,.’::.;, :Jir~ctoi;S t’.I’C. CC!lCernetl. !•:ost Of you Ul~O a()Q.Uainted \-Jith OtllEr nationnJ. L’SSOCi:.!.tior:s. !h!JY carry 0)1 .r.:.:fere!!ili.l.’!’l votes’ among , their. director~ c.’ w;;;l~ as. t!!eir L’lt)?b.:P ~~-~-‘-, .• ‘=’~>is is ‘ab~uL:he only ‘”flY in \{h”lch n· lar~;e or.:;n!::.z~t1on em fun.ct1o:1·i- 1:. ;~.:~Jor pol1cy 1.s to- be made by thu icciustry ger.t:n!lly. ” ———~– 6. 287 .• “” ‘ . I • . ‘ . -. •, -.. …. .. … ,., . . .. .. . ~ .. _ .- “· • i t – _ : ) ,. …. . • .. . ·. .. . . :· . . j. • . . ·:·:.· . •.,. _ “‘-·-.} – { ‘ :..: • :’ ‘ ‘>;~~~~:~-~1 V·:,., ~h~ :f”.:r~ c~r.,meri d ·~ ,~ fol·~~ wt~~ · · . , . “;_ -~~.’J._I . . · o ·.’ ‘.,; : · ‘ ; . ‘ ·; , · ‘ ;.. • ; ‘· • ·~ . . • ·,’:'” . ‘<‘ . ) . ·:1 .. .·~ \ ·: ‘J’fw.t Arti,clo y, p~al:,’Ta~h fJ ne.~•t9 ]l’e.~ .;U ~h~ d-‘if~!Cto _F’s·; f>f Jhis _ :·nor :: t f or: , d cctotl ·- bJ, affihated associatlon~t. :;;hahl· b~ chosen ·±· h: l.” Glly .b{ t);o l’lepbo’rs ~f- .th!J 9.0rpo~\dh :;s 9Jnsti”tu1red. unP..er ‘~ ·.·.- .· }. : r~ic v VI1 a.·nd t!1oy ··-shoJL be ·alect ee.;·m1d ·c ettiff’ed .to _Amariean . Ti:ugk”:” :: I .· ~ I · V · . ‘ • – ;J ‘ , ” – ,- . “‘ r · • _ – -. • – __ -_: _ ” ‘- – – _ .;: ‘ – ·- _._ .-~ -. :- _ ~ i::,.; -A:; o-ci <11-.bcn r;, !nc ~ · •o·D: ·or ‘lie:;f:qr e AugusL 31 of,. e3:9h year . ( or te ~s ·’ ‘ . .. :· u~ c,f 1-1·c u bc. n{l tii~ s’ e:ij t~pb r _ :t &md -end in~- tli’e Yo llowing AtJ.;,oust 31 ~ . ‘.i1 lwre shall b..[:l· sev;,e n f .. ro9 or:s from oa.c.h. -~tate, federal,district-, :• o_r t e r r itDTJ, and· ‘of t·hi urn.’Q.er ~ h~re-· shall ‘qe i one,, a ,common · _ r · -‘-c;tl-rhr,,: one , L; c br: trac’t c~-ri,er; _ cme,, a locc>~ cartage opeTat~r ; . • 1 ~ :: _ ” QJ:d ~me, n r.> riv~te .carrier:· a1id ‘the other th,fee li!DY be select~d from : · . . ~rt:~· -conf~ e~1cu .:c-r ~ney ·be , t~ck o~t~a ·~r9:t rep ese :t ative~ . ~r :. ‘ · ~p oscntffxtiv es o.r o t her alli.:id: l.in es or~ busi~ess. .A..n aff1;\,1ated. ,., . •. · ~ O.f’ ~oci n.tion.may, nt t;1tl tirna: of ei ect1o’nofit s.b.’::ADi:c ctors~ – ··./ -e l t3c t a1t L:rQ,-nta .4-‘(A di:rec tors and; when · the ·iirec to-rs are absent· · T l~Ch nlt,;m::\tCSj ” i:( duly rt~ ed e.nd. 1JOS-S, 8SSing all the q_ualifiCC’.~. _ tions, of direc to!l ~ J:;,;ay .Se-rve ‘1n the ca:oacity of directors. u . , . – ‘· ‘ • . ~SCl . .i’T IV’E 00£-lMITTEE · . . . . . Our p;oc ding di~~ssion of t~e· Board of D·irectors indicates that the :Boar~ -· i s. e~~ ·s ible for ‘tho gen..i;,f;akpoJ.tcy ~f .I … T.”‘. • • r:phe 13oa.rd. of Diracto’l’$ ;elec-t’s { nn :S:xec\1tive Commit-t;.e’e at. _the na~t oual ~o::1vention, which committee is” to J carry- ou’t tlieir uolicies ~md ncmat;e, the . a.r’fairs of A’IA in ~~e interim ~ b.-:~w2en Boar~ me;tin g.s ~. ‘:i\,entf7 s:tx -:ice-p~es~~ent a.re .~o1~.eJ:~cted fro~ ta1r. ~e;e~r-_eglons e.nJ. t hlS r:lE:_9l’l.S tl’i.at .,_on~ Vl.C8-J? r~s1.dent. J,. S sup-p~S~ to rep1;e sen <“‘.bo ut an_ ave r~e of thJ;e8 ‘ or :o:ur state f.i. SSOC.J..ations 1n thf – c ~ • . • ~ I E~\.: C’i~i’Ve ‘Ccmmittee . · ‘· · · · · · ‘ ·• -. ‘ – t: – ,. – ” • _,. . ,.. . -· ·We findHhat there are ~ nUl!lber of st- te assocoii.1i!.tions·f>·Thich'” havenever be·en re-pr8s nted u:JO!”: the _;::::.ll. Ex€C\.1tive Co~itt ee. · ~le :’alse learned that in ~:· .• , pr !any· state associations have never hacl wi. <cd.-i’roct cont=”” ~c=”” t=”” ‘.”=”” ‘iiith=”” ._.a.’l’=”” •=”” .\,=”” i-nsofar=”” c;.s=”” re!jrase!’ltation=”” upon=”” its=”” cor..tro=”” llin~;e.i_ti-=”” is=”” c9pjterneq.,=”” ?..nd=”” t~:ere,=”” a=”” clef1nit_e=”” fe=”” e=”” ling=”” ar.w’ng=”” hi;=””>···g. rO’Q.l\ th.at ~h ~y hi.ve a,bso.}uJ~e}x ‘{: no VO?;ce 1.!1, the rnMc’-s ent of .ATA. ; This can very :(‘ev.d~ly -be unde.z:.stoo.d , ‘~,. \vhan• you consiC:er th<‘.tJ on the other h s nd, asso2i-:~tion should; have :a. cl~se cont?.ct \l’ith, nnd voice in, .t.ll. Inasmu6h-·as ,.the ma.’1~eiJ!3n ~­ r e sts ·i.n ‘the Exec~:j.ve Connittee , ea~ •ptate ‘ shotilii he.ve b. memb!3r dti · . ‘ ,. . -. . · .. ·’lt . – ~ Ex cutiv~· Cmmd tt.~<;. • This -..,rould be O.f pc.rticuh:.r b’enefi t to both ATA: the -state associ<ttioq,s.- ~=”” ·r=”” t=”” 1.vould.=”” help=”” .•=”” i:jaterially=”” f=”” n=”” sqj..iclifyin£-l=”” ~h~=”” ‘=”” ‘indus.t-:rj.=”” your;=”” comni=”” tee=”” c=”” oncluri:e=”” s=”” th-::l·refore,=”” r”ecor:uriend=”” the=”” p=”” •=”” ·–=”” ,,.=”” .,=”” ,=”” .=”” i=”” l=”” -.=”” “\,=”” !!at=”” tr.i~=”” situ”‘t=”” she1,1ld=”” be=”” corrected.=”” .and=”” \ie•=”” follohing=”” chu.’15=”” e=”” in=”” ·=”” ar:a=”” ey-l’aws=”” ~o=”” ~:~,=”” -·=”” .~.=”” -=”” -··-=”” ….=”” ..=”” <~i.l·ticle=”” ·i=”” ii=”” “qfficers’=”” ;=”” ·l’aragra:j?=””>l: · 4- no ‘vi ,rea,ds: 11 Vice-Presi.dents” …. Ret;ional. Each ·region. established ‘Under ·Arti’Cle ·vr shall bee r~r;Jse nted by t.~~ regional · .• . . . ~ , . ; ~ /. . – . -. . ·~ … ‘ ~ . •.’ -8- T : .• ‘ e lect’ed · b~the ann~al conterence ot di~eC::tor . •,•· . – . .~_.:_:.._ ~.~ . · . . ~rf:~~uage ~h.:ould be deloted ‘ . . r • . ‘ ‘ ”Vice-Pres1.den1;s ·- States! .. . ‘lbe mem~~ra of . ei.ch.:’assoi!;l!’ (· a1 fi,·liated with American jrtlcklng ‘isf:Joc~ationJt, l~c / ··s _R_e_c_o_mm– · repre·sen.ted ‘ by a vice-president chosen ~. (bY flll ~··t1~ . ·.· ;, l1 e ebda tion manfte~ determined by such assoc’iatton. . ln sta.~eiJ; (ttde~al·(d~~p ictfl or t’rri tortes containing mo~e· than . poe a~sociat ioni· fr i ~tllt'(t ~ · · ‘·’ with this corpor.atio~ t .he •. V·ice•preaident sha ll be . ct1(?S.en JlCC ~r ~-) . tng ~~ the.method·provided _ln Artic ~e ·· tor theA~l~etlon o:r <‘I””<j}’,. ,=”” ·=”” directors=”” under=”” such=”” circudujtances.=”” vice-presidents=”” chqse’d=”” cupder=”” the=”” teras=”” of=”” this=”” oaragraphr=”” sba=”” ll=”” :se~ve=”” one=”” year,=”” rq·,·~~ptem’b~r=”” ·.=”” 1=”” ~o·=”” august=”” -:t-1,=”” or=”” oth~r=”” spec=”” it=”” ic=”” .=”” a.mual=”” tera=”” .atl.=”” ·8c?&,.r9=”” o~=”” may·=”” establish,=”” ..=”” and=”” ·shalt=”” be=”” el~gidtle_tor=”” re:-electi(in\=”” ,.=”” ·,=”” ·.:=”” ;·=”” ~-=”” we=”” believe=”” would=”” expedient,=”” ~1’=”” pres~ntly=”” constituted·=”” e~~t:_utive=”” ·”=”” committee=”” should=”” decide=”” to=”” submit=”” above=”” ·prqposal=”” ‘to=”” tjle’,boarc:lof=”” …=”” .’=”” ‘=”” tor=”” thei~=”” approval,=”” that=”” they=”” advise=”” each=”” state=”” aesociatioli=”” ~~=”” proceed=”” ,to=”” selec_t.=”” nominee=”” would;=”” like·,=”” to,.=”” bav=”” ~eated=”” ~s,=”” aji,}’ji=”” •=”” •ta·=”” s~tate=”” ·vice-president.=”” much=”” time=”” ~e,’=”” saved=”” in=”” e:r:re~t=”” ing=”” “”thet,=”” r–=”” prop<=””>sed change if · it were possible to -seat vic~~pree~dents ~-edi,;•~ily upon approval of the suggest’ed'”‘ change in tbe ;·. By Lawa. If the Board reject the proposal then such selection would ~e· of no sigbificaace. c t . . – . CHARTERS ., . . . , . . Your commi tt”ee project’d the following qu~on~: •’ ~ “Should .a state· ~s~ocia t io”n, i 1which-‘!·.i.s atf . iliated. wi~h. the ” ATA:•i <:bold l . a franchise rig’ht in or troa ATA ‘f? · ·· · ·. ., • ·· i’ • H . If so, sh~uld. such a franchtse b’e ~~~~C lusiv~, ” { Je ~, ~llouid ‘ .. ~:· there be ·one affiliated associat~op, -: c>~~y ” in e~ch s~~te? ·t · ‘· a. ;;”>f’~ ·_r-:;_ • • . b. Upon what terms and. conditions should iranc titse ( c,-xclusive or otherwise) be granted to a state; ssocta~ion? :’ · _; … ‘·i . · ··; · .. · c·. Should such a “tranchise” be r~vocablt i’ ~~-IATA-·? · .,· .,. .,. ‘ ‘t ~ . ‘ ,…, . . • . . : ., ~ . . . . . . . ·. • ;, ·’ . ·! ‘ ·:•.’ ‘ d. It a· tranchi-se should be revoca.ble ,, w~a:t ~pout:~ a cause tor revo.cation and how and ‘-:by .· ho• suuu~.; \~:<: · We t’ind there are almost ·a• il&ny di.:fJ!e·reat:’,ty'”‘a of ste.t:e ·.,.., ….. “~~ li!:~!”” ….. 1 _.. \ as ‘there ·are states and .though a g~~at( aqy ·o,rgani.Zat · .. s1•1lar tunctions .. and ‘activ”-fti.ea, t ‘here at:e .. Df u.· ….. ,.u .. t b’ese tunc t ions • Some state. ‘as abc ia’t ions -_IdQ D(),t ‘ a or otber types of .s sociation looks -=:>af. each pi’oolern from i ts:. pwn poJnt of view an·d _in:.._~ _ th e li f;ht of its own :persoi_le.l intere st and .to . t!:’\t”s time there has beenver:t< – little effort to mes~1 th~ state as_poc.;iations l.n~b ” a more closely integrated· \vorlcing orga’1ization. 0 < ~- . The ATA has for a ptn:iod ·of years _tried: to ‘con’:fin’e its rec9grii tion to one association :n e?.:ch s1,-ate .and. this .apuronch !l’$ll;f’ been rather· satisfactory~ ·” ~{e now b&lieve ‘it is tine th ;_ .;,~•y ·. ,. . ‘ ; . . – ‘ . ~-· .: . . . – ~.: ‘ /- -, ~~\_;._ : – .OOICLE VII, fourth ‘?arc?..g?e.:ph, should be e.nionded ‘ty stibs’titufing · ‘:_’_’:1:_; <-h:·: f . . · · e. canna for the period after-the \vords . 111:::uch_ applicati,oh11 at tli’~ /2- ·~’p’_: Q;y,1,•,\” conclusion of. tl1e last sentence, and the addition of the v(ord-s, –:·t – “provided that P.fter _;_._ no charter or ‘atfi-lia.tion ~hall oe grarrt;ed to 8-“1Y annlice.nt which is doniciled in; ~’1Y sta:te in which ·-cine , more state assoc: i~tions holding . aifili’a.tion with ;!\meric.an .As soci~tions, I!lC., are donicilad.” . . · · ,. __ . .A.RTICG ·VII shquld be further nJ!H3nded by addi~g after ‘the Wzr:eiicl~d j-)£::7 ,fourth pa-regrf.>:Ph a ne\1 paragraph, as :follows:: “Any c-ha:rter,.c:.·of: c o.ffilie.tio·n, gr.?.!lted by .Arierican Truclting-Associa;tions, ,!ric:., to · ar.;~ state association shall be revocablft cist in certain .’- stat e s they be con tinuad as long as deoi rable but that in the future ·all ” ‘ state charters sh0uld be · 11 exclusi vo. 11 < • ‘ TYPE~ OF NEMllERSHIP . .. · Your committee maqe”iin analysis of ‘p.t\ sent ·state associations· and ·we flnd • that their meiilbel•sh’ip- requirements vary consiclerably. Sor1e states do. riot pen:1it privnte or <;>th:er classes of operators, ‘oth·ers perrnit :.,them [)ut more o·r less discourage their membdrship or do not ·actively -seelC the in,’ some pemit them but sive them PO voting rights. Sone assoclati.ons _have only – common carrier menbershtp. Such varied policies onl,y bring about_ conf\1-sion and there is ·a 6reat n9ed forunifon!lity in thls .respeet. We, ‘ the.refore, ·_: recoli’.mend that the }[r). By-Lm.,s be VJ:!ended c:.s follows: ,.. . Reco~­ endtttio! • Article vp – M·embership. ~dd. to parag~aph _4[!’ lut.!amb~r~hip in an:y asso’ci-e.tion affiliated with .Americ.:m Trucking · Associations, Inc., shall be o:per. to all classes and tYpes of motor carriers of property, ,.~i th fair ar….:! , a.C.e·quate representation and. voice for all in the affairs of the association. l-!aintenance of n state e.s~ocip.tion 1 s affiliation “‘i th Ar:!e ri’c~’l Trnclting ‘ – Associations, Inc., shc:tll depend upon a rea.’sonable shb\ving at _ all tines of contjhued active solicitation f6r ~enb~rship of ;li classes nr1d ty-pes of r~otor ‘carriers of ::;>roperty a..T’J.d fair and adequate representation and vciice for all such classes or types in ,the affairs of the association. Fron tine to tim9 tha Board of Directors or the Executive CoDI:littee· of American Trucking Associe.tions, Inc., r:w.y establish stand?..;rds of· organization and perfOI1!le.nce to be required •f nf:filiat~CJ. associations. II } l J, •· . REGION.U. CO:N:fi:R3:!!CES. . Your comi:li t-tee pro,1ected. the followi,ng question on this subject:_ •, ~– I “Should regior..al units or SU:b-s~ct\9ns o,f J..T.A… b~ included within its for~pl_ org~izatfonal ~et-up~~ ‘ The trucldnt; industr.r is ve1..Y ·large. Its· members are large, medium and. ” ·· , S!nall operators. There ar.e contract carriers, eommo~ carr-ie’rs, p:i-i,vilte _.; : ..;–: -‘· carriers, and associated iadustries. Nw.y state association oembers ·eveh , find it difficult to at tend peotings ,.,i thin their· own states an . .t’!. so’me state · associationn h p_ve E’Jijust~d thenselves within their ovm torr:i torics. to prov1de for sectio!1al J;!leetipgs . ::.~– When you consider the problem of time to at~end neetinss on r.. national ‘ bnsis you renlizo nn unavo-id.a’blo lir::it a tion n~on tl’:e P.ttendance at · • meeting s, espccit\lly ‘dhen prncticnlly ell of :·:~h r.ationaJ. meetings are : hQld in the astern pn.rt of the Unit ed_ Stp.tes. This is n.lnost )000 .mil~~ , from the Puci:fic Co~s t and the tim: a.-r:d cost r-equired for non ·t.o attend · the meetings 1d. inda ed quite a ~urdon. The sr. . …-~e reasoning certainly con be projoct~d to t\1l.p.ntts of. the, United Stitas • .t\’smallcarrie_r in __ · Virginia vtill- porho.l_)t. even find l t difficult to ·attend sessions in .. ·-.• · · . Washington, D.C. I • · I -‘ \. …. > -11- .. . • . . . -···-…; •.. . /,ta cl ot!:> not h .-.v(J tr:e c ont act \·lith the ind1.1ntr.r that it sho\xld ,ha\re ·and · . . th: h;du:.;trJ ~r ll nover suvport JS A in the /wny it shov..ld be sup’)J9>·ted, nll; J :\’J:A be brcugr:t c l osor,c to it-s nernbership • . \Ye .r ealize tha~ ATA ·~ ·-~ .. c r~.nnot. ;,upT)or t a trame:1C:ous · orc;311j, z4,tion with o·ffice.s lo c~ted ih .most of tl tu prl;1cipl tJ citi,~ _ ‘LLl t .?, r; re~1t don.l’can be do:Q’e,to br~~g ‘the •. ~ ·s.- . .. ind ust. r7 close r t ocetho r, Th e eleven· \·/ e§t ern stat:es hava p:t:oneerF3d in thi$, T’ l’ :;pee t ar.ll they l!ccve ],c~rn <l. ‘n.=”” gre=”” at=”” <leal=”” .=”” as=”” to=”” the=”” ve.lue=”” ‘of=”” area=”” con-:·=”” ..=”” furencos.=”” yo’lr=”” coi:l..’::li=”” t=”” tee=”” beli=”” e=”” \”89=”” that=”” ata=”” is=”” not=”” ready=”” establish,=”” itself=”” on=”” a·=”” rce=”” ional=”” ‘basis,=”” hitn=”” fori:ially=”” orgwi=”” zed=”” regio~~l=”” un1=”” t~=”” having=”” !!=”” a=”” i=”” el=”” pol’=”” s=”” oiln=”” ol=”” ,=”” l!tc=”” ••=”” but=”” your=”” cor.mi=”” does=”” feel=”” -industry=”” wo’\lld=”” ih=”” lef=”” it=”” n=”” p·cat=”” <l=”” eal=”” h=”” j~t.~’=”” w=”” .<-:n=”” brgught=”” cl-oser=”” its=”” .supporting:=”” inembersh=”” ip=”” thr.o}l;t;=”” frequent=”” or=”” sec=”” ti=”” nal.=”” rne:etings=”” and=”” corifore~ces.=”” ·=”” tkco;.~;;l–1=”” wo,=”” ther=”” efore,=”” reco!:’.nend1=”” \hat=”” stoif=”” o(=”” nrj~=”” f’-ga.piz~=”” encour?6.e=”” ~=”” ~nd=”” ….=”” _•.::=”” :1c1nt=”” 1=”” )or:sor=”” l’l~g=”” co.pferences=”” neet<lngsof=”” operators=”” wh.~=”” ever=”” mvl=”” jhene’r~r=”” directed=”” by=”” th’e=”” executive=”” corm::1ittee=”” of=”” ata,=”” reques.-tled=”” by-‘=”” r=”” egiorfal=”” group=”” operators.\’\=”” tt=”” •=”” ‘=”” …=”” .,=”” rel.ationsrtips=”” be’:v~.veen=”” th”e=”” i!ri.=”” co:nfew<inces=”” &’ill=”” .4.ta=”” lid=”” rel.:’~.tio=”” i-j=”” 3hl=”” j.1eh=”” £?:~r=”” ti{e=”” c0!’1f:c;rences=”” mid=”” -=”” -thb=”” ~~-;-fllrateds’j.=”” .aijf-::’=”” ssoc=”” ions=”” 1•=”” projected=”” t~e=”” following=”” questicns:=”” “·=”” “(at=”” present,=”” nimber=”” aff·iliated=”” state=”” ass’ocia.tic=”” ris=”” pi”ovide=”” for=”” conferences=”” -or=”” so-calle’d=”” “natural=”” divisions=”” 11=”” \vithin=”” which=”” various=”” types=”” ox-=”” -”·cltt.&sos=”” motor=”” carriers·=”” are=”” grouped=”” basic=”” reason=”” these=”” natural=”” divisi’ons=”” has.=”” be,en=”” defined=”” need=”” special=”” orgnnizatio~al=”” nachirtery=”” ti:ro.ugh=”” whftch=”” handie=”” (1)=”” r.1atters=”” ~rhich=”” .·\=”” affect=”” only=”” a-=”” sinsle.=”” type=”” clti=”” carriers·,=”” ?..nd=”” (2)=”” matters=”” ·i=”” ztvolv:i,ng=”” conflict=”” i!’lter.csts=”” ·of=”” ti·jo=”” more=”” :ty-pes=”” classes=”” notor=”” carriers.)=”” 1.=”” 2.=”” ;=”” “=”” t,=”” ~.=”” ‘-=”” if=”” th~=”” -prese:1t=”” should=”” be=”” .continue·d,=”” what=”” arrangeme!lts=”” oe=”” dade_=”” for.=”” handling=”” r;1atters=”” ~ffect=”” only,=”” ·a=”” singl’e=”” tyue=”” cla~s=”” carriers=”” involve=”” “interests=”” -of=”” t\j-;=”” l10re=”” ··ty::pes=”” ~la~ses=”” at,;=”” carriers•?=”” -‘=”” mer.iber.ship=”” in=”” en=”” .t.ta=”” conferene·e=”” l=”” mited=”” those=”” who=”” are·=”” jjembers=”” ,state=”” .associations=”” -,vhich=”” are_=”” affilia’ted=”” with=”” ata?’=”” ····-4=”” 3.=”” \·fuat=”” relati9nsliip=”” bot\veen=”” prop.er,=”” _and=”” ata.=”” cor.fer=”” nc€j=”” ~:f=”” ··~=”” ,,=”” 4.=”” 1·n1at=”” shci4~$~=”” relationship=”” bet\-1een=”” confer~nce=”” iil.:=”” ~.;:.’=”” ··,=”” 5·=”” ciffili,a=”” te;~rj.1~.p.=”” a~sociations=”” ?=”” ·o=”” ~,_-·:=”” _:::;.=”” ::=”” ~~;=”” :~-~=”” ,.=”” (the.=”” ba-~t~~~~=””> pa;r};icip<>.ticm a . the organized::· acti’ it es ·:· of ‘ tl\e trucking i . eat ioportanc ~ a:1cC . _.··, there aunears t·o · be stron;,; se ropriate . 11 Confereu.ge” or: othe~- :neans th;ough’ whi c}l. ation ·;c:a.l} be st:lm e~h’) ~_ \Vhat, specifically, ·should be done to provide for a.Ilq. ·secur e _:’ ~:;.. COI:lplete participation by private Carriers :in the affairs and -,::> … ,· activities .of J\TA. t~e affiliated. stp.te A ssociations, Pri’IJ’ate. Carrier co·nference ,of AT’A?) · · y . •. .. • ~ ‘ ”i ‘:::’ , . y .. ‘ ‘• . ·; .. -::;:, ·,··· – ~ . . .. \. .. ‘, .ro r uther diff i cul t to ·a!1S_w-er. · ·’:lr,er e \.iero UJil et ou~ _ obstacle s to the e4:pedi tious n olcing of any so~Uld ·decision.s· on the ~;,~.oove., -~ — _ qu estions, · therefor e , i t w::. ~ decided. thn.t nuch nor e investi gation. ii.1d ( -. _: study should ‘be nade before the coo.’Jit t-e e Rtter.rp’ts to forr.ntla.~e MY· reconnendatio~s on these natters. ,._,._ ‘:i’he che.irm.?.n of the cor.lf.’littee, fiov:ever, was instructed to direc-t a , .. co:::!IJunication to each of the· .h.T.A conferences. requesting considerable ,- . inforrtat ion for th E: use of the ccmni ttec and ~rout coEl!;li tte8 c:ir)oc.ts to’ deal with this proolem at _its nezt e~raJ. session: lllilvC8ERSHIP R.~S’rRICTimT .-, ‘ . t .. I.\ _\ ~ The follo-v~iP.g cp. stions were :!)rojc’cted on this subject: ,. ·_ ·. 11 (Presently, our o:rganizat ional structure provides for m~r.lb.ership in .i.;.TA· only throug.’l I:lG D”oership in an affiliated association. See ATA By-La\vs.) .. a. Should membersh:i,p in A’J!A be restri.cted to those who nre oe!::bers of one or nor ~· of the affiliated state .association ~? c. · – ·;, If r~enbershin in ATA s_hould not be_ .restricted to members of clfiliatcd· associ?tions, \vta,t ‘ systGm or” :9lM of ner~ber:sh;i.p pa.rticipation in A~J\ should, be ndopt-:;d7, . . I·,_’, • ·.::. c::> Should one raquirenent for affili e.tion Hith ATA be that an c?.pplicant state associatio!1 r,dmit tiLl types of ootor co.rricrs to menbership upo!1 ba’ses v:hich are ir, -E{C!.Uitable n..’1d pormi ssi VC of appropriate r c cqe;ni tio:: ,<‘_”ld ‘roiCO :·. for each type o;r.Cl(‘tSS? _,;,;· ·d. I{ all t;,rpe s and-.c.lasses of motor carriers Erhould not bei e.cc ‘cuted ~-s t!l ember’s of ‘ a state· D.ssocl.?.tion affiliated· with ATA, vha:t- type or types shou+d. be excluded 1 · __ ‘\ . c. . · ‘ If o.ny ty””e or tyr)es of f.10tor’ carriers ·i ~ho uld fhot be allowed rcry4osorit ;_t ion and “.;;ice ·in t be · affnirs of the state association, ~~f:\l t~ th e repr. esc:ntati ~n <‘-‘1d voic’c ac coried . n.’1y otherl ty:pe : <·: . . 7; ·- . ‘ . .. .. · … , or tynos, . ‘.·hi;ch ty-rJb, .ty-!>cs· or classes of c;_-,_rrit~rs · shoulQ.’ be _ -; ·.- _., – -· .. .._ ·- -· ,. 0 r e nt de t ed ‘– an.cl in \;•!-\at \{ay and to ‘llhRt ox ton t? . < ;i, , ‘ . -·· -~ . ,, • .. . If and “‘h en a det8l ni w.tion is r:w.d·o as to \·:hat ty:pc s or classes of n l3 r sons n.:1d ,firnz shouht o c adnitted to iJenbersnin in ~ state ~~soc it\tion nffi li e.te . · UT)on a :t’CL) ~!1a~:):.o sh_oHin g at ~ll time s thn.t the state association ·.· ‘ continues nctiv.e ly t o solicit i:loiriQcrshif.J;S frQl!! al,i app.rov’od -tyPeS or classos, affords a ll ctpprovsJ. clnss e s” or typos a pr,PpCr ·. ‘. degree of ~a,resc ntation and voica, e,n.d is tru-ly 11 respre se nt~tive 11 ·of nll cnrrit!rs of the.n pprovod ty-pes or clr.sses 11 ?- .• -1 .,. , .. :.: , , : ‘9 ‘ ‘ 1 -” . – . . . …… . ‘ i i ! ~:’- … .. . -‘ – ;·~::-~-~ C..· . ~ . ‘ ~ – 1 } – . , . -.-…… ‘.l ,, ·_.,, g :t ‘/c ry firrJ con’d .ctton en tr,o nn.rt o f ~ state a:ss ocia:ti~ns L ha t t h ·. r·~ :;!H;uJ. d be no riircc t t1 r~bc hip in .l~ A and,. under the present or

• … The pro blon of ffieobership in numerous state associ at ions by ‘ interstate ,: . . , o:9er::J.tor :c ho.s be0r.. e. perylexi:J.;; one. State association managers li.n.ye ·oe-en’ . qui tc in sistent t::at ‘truc-k op·arators in g_ the hi.gh,.,ays of their respecti ye · s tat ~s s:-:.o’-.lld .r,~ld menber.ships ir. their sta~\’) l:llHIOCi.atlons •. _ Their pCHl~ ticn1·’. · has n lot or’ r::ori t but therG a re aui t e e. nuober of obstacles that make such· ·a p~sition ‘-~o.ccc-pkcb le to the ti””.~ck ope rator. There iB t lie problem of · . d.ues, \’/k’li ch in mg,v· insta..’1ces reauircs the outlay of considera ble raol’iey • . :·· Thc!’\3 is t:-~e pro blen of! co!1flic tin.s ·poiicies beh1een ;state · as’!3QCiation~. •· There is a “‘)r00leLJ irt’ C.onnec ti~n Hitt~ the rel a tj_ve . efficiency· of· tho st~ to . . . association: ‘There are a·mmber of otl:u r obstucles t:1at have hindered the ~ .· ‘ developm nt of r.mltiple t’!er:~bersr.ips E>.nd. 111e ·kno,.; of’ ortTy a very {ew/placos;· where ,rleit;hborir.s stat e nssociations have \oJQrked out mel7lbersl;.ip J?P~icies’• . between t.henselveso. Sotle r ecor::nend cor.~plete dues ,reciprocity, j:lut ‘it-i ·s · . doubtful if thisis the n.nsw.er. · · • : . ‘• · · ~; · I .. < •· .. ; . – ._., .. – . · :. ;, .. _ … :, .:;-….-.;~–:-.~’ –~ -~ .;,..:. ··— . .·. ::…. _-,_, ‘·le r cco c;:nize the fact that 1~.:u~y state associuticns fe~l; .that tho ).lltimut~ · ain to be accor.r.9lished should ~e n er,1bership of CF,>.cry. .itite st~ite opero: tqr .. : · in the affiliated sthte association in each s t ate through· Which he · ‘ · operates; howev’e r, yo up cor’li!lit t ee rocoghize s thD.t· such ~ condi ~:ion · · · · cru~:not exist ur:til state o.ssociatio:ns operate so ‘”B.f:t’i’ciently , a.:o; to make ‘ this policy a ~ou:1d ·financial. ·inve stne~1t fo-r tb.e o?er;;~.~ors. . ,, . Reconn- 1· Therefore, it i “s reconr:wnded that, for the present, oembership in _; SOlJG addi tion;il ·studies and. :1avo requested all ,. state associp.tions and COnfOr.)nCes to give US SU.:!h info:rrJation C..S tho ‘ £>.t tnched ).et tor :indicates. We b.:;lieve .,.this infoiT.ic.tion is pe rtin~nt in · order to Clnalyz’e the -scope cf our ind,ustry. From this infome.tion vr€”will be nble ·to give you con sideraq’left8.tistie?.J:. inforr~~.tion. · · ‘ . ” . • ., / . / ~~· (j . :·;; – – . ,. ; i ., -“‘ · ‘ · – ;. ·: . ·, ., .; .. _ .. … l .. : .. ;’ To: ~ A.'{SRIC Al’T TnrJCKT:!.fG AS;30C lATI_O:HS• I NC, · 11.J.~~l~ Si.X’:Gh nth St . n . ·.L ‘ 1,a~hi n 6, D.’C .; .oc·tober 17. 1945 .- \ The Executive Commi ttee of American Trucking Associations, Inc. Subj ect: Second Renort of theATA Commlttee on na tional and Stat e O~@i ,?a. tio!l. ll<- – Thi s report carries with it no recm_nmendation~ for action ‘l)Y: the .)’ E_xocutivo Commi ttee ar..d is intende;ll or ‘because the ilirorovident theory that.’}. ·- 11 eve:r;body’s’tpusine ~ is nobody 1 s business” is allowed to operate. /: : L ~ . . ·.. :~:~. -: . . . · … Our as~ ci ation man?.gere seem anxious for the opern.tors who PRY t·h~;(~ .• . , . , bill~ to t .c\:.i.ce . e. more. P.,C ti V8 interest ih the affairs of tl:e organization$:/ end ‘ for the op,erators A:o consider the associntions P..S valuable’ adjUncts -to ;;.. : ·· or parts of – the, individual businesse f of. the !!!SP.’1bers. This is ?. sigrt ·of hc?.lth in our org?.hi zp_tions Ct-‘1d your Coi.lYJittee on National and State . , . · . . – Organization urges ;::~.11 : trucldng operc:tor~ to t?.ke this greater direct p·~ r~ <;;n~l~ i i nt ere St !n- their ctSSOC’iations cU1d. in the progrC~.OS” these aS SOC iations] firti . . . develop~ng. Such incrclt>.sed per:son?.l interest ~n the affairs of our OO.. ~ia7 · · tioris wi;ll give added assurance of our getting· the gre9.test possible.:.ff;f ·:;: _’ .·;:; ··:. · bene:(i ~ fro!:l them and of our getting for our r..ssociation money tpe ·’~~.niE:i ‘·: ‘ > ~ -…:.__. . kind of i·business return that \~e ex-oect frorri our inve-stments in our £1!ai/viciual ~ -~, bus i~e t ope~a~ion s. ~ ~ . , ; ~j:}f:l ~CD. ~·: / . .. Tl}~ ,CoP.’JUit.tee on Ne.tional and State Organizc\tio·n \·till co ntinu~ j.t 7:}_: · ·. ·~ S~uaie~~i th. re ere~~e to the indust:c:>r IS bill. for . C\SS?Ciation act~~f. }· at.d. -, \1/lll, f.J?OTn t1me to tlme, report to t:1e Rxe.cut1ve Com.l!llttee P.nd t}J. e;-~ ;L~~utr~ry upon th; s· importMt subject. x x x x x ~ x x ~ .· \ · 0 • . .• ,.JJ!l,_ t . ,· . a PRELiiUNAH.Y INQLJ’IRY: The Commi tt~e on Ne.tional ct.”ld .State Organization has. !ifl’O T!-G ORG~\NIZ.A’I’ION tM:en t h0 i!1itial stens’ tO\’/ard n, rather· searching· .. · .. :ii.TD AC·:riVITIES OF invest igatiqn _ into tho s-xi_s~ h {g orgn.ni zationai ·., ,. ‘l’RUCKING.,ASSOCI.ATIOlTS. features. a.”ld the _pres~.t fictivities 11 of our:; .: . r· . associations ~=’ · bot-li: C:e.t e ~.nd nati~ na):. ‘ ‘ . . J : – • ‘ , .. II> .. \ … (. • -~- ~ The Commi tte e hf.ls cclled upon th~ m!’:’-:’l’lagernent of ATA for certain detailed ‘ P.nd. ~)OC.lfic ·. inforinr-,tion relative to ‘ (a) J\T}. 1 s organization~ set:..up, · .(b)’.:’ .. tho ·ST>ecifi.c; ‘lic tivit·ies, carri ed o’n by ATA n..11d .ep.ch o,f its departments .• ·eJ1d. .· (c) rather deta~led repor:ts as to func t ion·s of ATA ~ta.ff. T!}embers ~ The ‘.’ .. .- .· ·: \ .. .. . . ·’ ·::- · . . ·–l – .·. •I •;- ; .., ‘. ‘.v’c;’ . . ·:;.: ‘. – -…. ~ : -· ! .. :-3- • Jn oral man r14e r ·of ATA i s p res e ntly nr>.k i ng_ th£{‘conplete check of wlll p r·ovitl c tht:l lnformnt 4:-em i·equost ed . ;. · .- · – – t! On Aug.l1st 20 , 1-9tt5 , the corrm i ttee r:iailed to each M-iiliate-d st~te .. ~-·F D.S90Ci nt i o,n H BUJ”Vey f orm re’quf4,s.t:tng i’nfomati;OU .R.p to the . assocfa;tiozits’ Ol’;:’;n.llL:n t iona l !l e t-up ;-md the activiti e s in which: it engQ.ged .. _ Thirty-~even ot n t o n r;s cicin t ion ma ac- ~rs responded P:’ld we are attachili to this ~· secon4. r.epor.t :·. r cca’?ituh\tion of the d nt.c\. obtained from . the se mc-.nage r:s;· It- is urged · th!’\~ · · :.io u lo ok ov er cHrcfully thi s swm!l nrJ on 11 0 !-ganization a,nd.. Actiyiti~s of St~t e ‘:.’ :rucking Aa~oci11tions 11 for we oelieve the.t it ‘v!ill reveal the need for a . • • !oT e n t er d e(:’r ee of’ br,_sic unif or mity in the .. organi zation.ai·, set-,;_p a.n..d act.ivi tiesof th_o state [~ nniznti ons w!’lich arc Units iri the ‘ nationt\1 federation. ‘;- · Hefc r e nce t o the summary will reveal tha_t no t\do .state ~ssociil,tions can be ea.id to b~ in unifor:ni ty gs to eligibility -for membe~ship, elec-ti:on ot ,. . .. – -. · “”: .. s e lection of officers, .voting !Jrivilc ge s of m:embers, control or supervision of fi:tencinl and o th er ·ELf fairs, or nctivi ties. · In some . respects several ; [t8socintions J!lay have simila rities, but it is believed/ that no two can be_.· sc-,.id t o be in · nll things similar and there are very wide differences among . ‘. tl:e!il in·rn<.’.J1Y r espects. · -. The Commit tee on Na•tionl’l.l pJld State Organization ‘ilas formed · no opinions 1 RS a result Of this ini ti t~J. inquiry into the organiz_a·tional set-up’ anc1. SCope · ‘of activities of our associations. \•fe clo, not e.X]_Ject to off.er any sucli’,- · ‘. — . opinio!1 until our stu(l.ies have beeri:: further progressed ancl the entire commit tee hAS had Oppo f’tuni ty to Consider carefully the r,esul ts Of those · studies rtnd to di 13CUSS the oatter in meetings Which are ‘to be held. It is believ~d, however, that in this second ren~~t ii” qhould be uointed out thA.t it :rrobably is losical ·to ass_Ul!le ‘that some deg~ee of basic tinlf~ rmity •Of orga._’1izationnl set-up n.nd activity’ is ibdicated for tf!e most SUCCessful . weldins of nu orous . state organiz~tion s int.o ._one · ri~tional federatio:r{ . I~ ; seems re?sonaole to ex-pect that a mor.e effective uniop._ ,.q_l1; … rerult •-.rhen. .. – 11 likes 11 e.ssociate themselves together th~ ,.,.ni be the ciisa ,.,hen units \·1i th -, \d e V!lriations of org&1ization it.’1d activi-ties attempt t6 _federate; SucJ::t VEl.!’ia: iorrs are bound to give. rise to tro~bleso’me -inconve nience s in c’onnec’tioh ;vi th p.dmini~trative cmd. no·licy coond.indtlon and .c’ollaboration nnd. if the , ; -.’ _: . diffe~ences are of su:fficiert latitude t-hky can seriously i’mpa:). r a.tt~mpt -‘ ~>· -_ – of the ‘:fe~eration to function ,vi th -cotpp’leta 0 terum·r0rk11 ‘ in the l:land?-ing: of . -·. – !:.c-.tters requiring efficie!1tly coordina ted e~!l play for best results, for :the;·_-· ::;-_ ·. I:1formal express tons of JTia<‘1Y nersons, inc lucling officerq, managej:-s~ ; and ._:’.: ind.ividuP.l members of our associatio:~s~h’3.ve indicated ·that there _is i::onsiderable – feeli~t=; tnat our ov_er-all orga.’1i za tional funct ianing would be irrip~oyed ‘~ if -the-.:: . ‘ :_” me:nbers of the fedm:;ation il!ould este..’bli sh certain 1lr:Jinirnum ste.ndnrd:S”‘of – · , .. _ — orgl’\..”‘li zation anc1 •ac ti ~t;y-, or p e rf,0rmance, for stn,te trucki~ g associations . . ‘• . – e> .. ffiliated with ATA·. 11 . ~uch rriinimu.’n sta.”1dard.s ,,-.rould. m t be · prescrih(3d by_ ATA .. ,· · or ‘by AT.-\. 1 s E:;:acutive COB!’!littee, but \•iOuld be’ develon~d by . the stat,e associa::;. · . tions theii1Selves a.11d. put · into effect by them thrOU2:h-: their repr es~n ativ,e s .: · . ups>n }.TA1 s Bo?.rd of Directors~ – · ‘.<;, ·: t”: ··· .; . • : :j • -,_~v: ~} ·~-~~ ~~ :-.~~~~’–~ – In ~ther ,.,orqs·, · the eBJr.esii.ons so far made to the COII’Iili ttee \ iri·’con-“Y .. · ·;.; “·.· nection with this subject see!’!! .t ·o fayor the estal:lisP.mf3nt Qf c!3rt aiti inl~ :;;, L~ . basic require_ments which the tlernbers of the fe(terFJ,tion \’IOUld. se.t ,U.p::Ers ·_. c’ . . ‘. . ,. ~-~ . ‘ } . -~ .. /.·: ~~;1;~ ~ ~ · -:· .’- – ., ‘ ·1·1: ‘3 . ‘ .\ … . ,’ -4- standards · which must be r.1et And maintained by · e ac h stnt;e orga.n-i z’ati’oh ~ which desires to ·beGOtle a meober of t~e foderntion or to · retatn sUCh . . . . . – I – . .. · . . meubership. The 3oard of Dire.ctors of _ATA ·,-rill e. for~long vot~ u:pon a proposal to restri’ct membership in ATA to one ..tfil iate . in ‘aa.cht;:s;tattf, . ,_ e·xcept that more ·would .be R.llowed \·1here they··now .exist. Tho~e ,.,.ho ·’ a(:!eJn : to favor the 11 minim”U.P standards 11 idea ‘auuarently b~1ieve . that .the desire of tl:e state associations to retain th,eir membe!Shlp in . the_ :(ede.ration ‘ ·_ .. \-rill assure·· their c or.:nlia.”1ca .with all reasonable minimum requiremerrts · \vhich trr’i members of the fed era tio~1 mi’ght . pre s9ri be for inclu.sior1 wi tO,lJ?., their group. · ; · ‘ . So far, we have received no suggestions that such minimum · standards ‘ .. should. go further than to assure that, (~) each f<.ffiliat~d association ‘ would accept and seek members from all th~ cl~.sses ·of/ operators or ‘firms ~ ‘ · which oth·er affiliates incl’ude .in their member·shi}), (b) there b~ · ·!3\lCh · . ·· ·_. _degree of’ Unifornity in org~izationetl set-‘:J.:p f\S . to insure the most ef:f-icieztt coordination . of effort in the handling of natione.l· ‘affc:drs, inc-luding · matters of nation?~ . aspect \.,rhich require specinc actions. by the indlyidual state associn.tions a.YJ.d wl:ich mey tlO\’f’ be d.elayed or handled less efficien,tl.y beC!’\,US8 of variations in state Or(Simizational n.rocedurea, (c) certain basic l· 11 activit-ies 11 — such as sa.fety, ·public rele.tions, membership recruitment, · .. · etc. — would be c’arried on by each membe:u of the federation, and (d) · provision would be made to assure that each ·uni’t or uart of the federfl,tion ~ould’ prO!!rptly and efficiently perform its part in Ww program. req9.irfng . ‘ the collaboration of aLe of the members of the federation — that is, that e§.ch ai’filiate \voulci be requirEd to pitch in end helu wi’th federation — RGtiviti’es and pr’ojects if it wis.he.s ~o ,continue to enjoy its Charter: in. the federatio-n. ;- -:-:— f i- As stated, the Colilmittee ori National . a..YJ.d ·state. Or~a.YJ.izat ion has formed no op1n1on on these matters~ 1te investigat{o~ ~long 1his lin~ is -con- · – · .tinuing e .. nd a later re;>ort \’lill ·convey our conclusi-ons~ What has: been , given here ~s off~r~d ~ ~~-er that :iou _mey ·1mow ~f (l_evelopme’nts t~us far j;_·._L · . … .. . c..nd may 1;Je 1n pos1 tlon to a.1scuss t~:.e se rnRtte~s w1th pt~er oper~~ors , and 41 ;. ~ · :’;;_ .. ;: with the officers and n:embers of ou:::- st-ate a ssociations. ·The c ·ol’!llifitt-ae -~J ; r.: . , · ·· will be glad to have the benefit of. e.:r>s construc.ti’l/e ·sugge.stiQ’lls in· con~ ;: ·-( · ; . -·~· · .. \ nee tion \-rith this impo~tan t subject .of ”Organi~e.ti onr and. _.\ctivt’~ies of _l’r\,lck-. · · ,’ ‘:: ·._~, :.f ing Associations. 11 .-, • · · • . ·-; · • · · · , · · •· ·I· : $;, . ‘ ,/” :· ·: . ;. > ‘Qi .-.; -· ; ‘, 4 ‘ / . • _ X X X X X X X _ ._, c .. • . .. , , ·· .. _- ::: ;- > ·- : _;; . OUll TRUCK – A sub.:..co ~~ ttee o~ t!:e Con:J~i tt~ ~ on ~r~ ~~? ~~ and. S~ate ~r~an~ z~::- ~\ · J\\ ~ ASSOC!ATIOU _ tion .::net. v11th·th!’J. t~ur,ty -:-slx ~t.ate asso cJ,a.hon mana.ger~ who d.~o~ ~”‘Q .. , M.t\Jf*GER3– ‘~er e ip Wa.shing t. oii for the~:r;: ‘ro1iluP.l confei~enc a ~n Se1i~mbc}f~ — .~~, -, __ :;.;:·’: \’te devoted the ufternoon of .September 19th .. to dlSC’\lSS.l.’Qn. ,.,,1th , ·. _ ·: ;- these manaE?;~rs. At other times vi rioun .sU::b-co:nmi tteeis of ;o\ir · · ·- :: . cornr!li tte·e have held regional meeti pgs with t!le Ilresicl.ents <‘.!!d _ tf!e ‘ nianagers”‘- · ‘ ·: of r!;!ost of the 13ta.·te nssoc i?.tiohs._L ‘ . . . · · . _ . . _ · · · . . . 8· ~ ‘·’ . . ·>.·-·. We are :Oost appr-eciative of the cooperation ,.,e .ha’Ve re_ceived.. :f”;-om ‘, the – · mHjori ty of the state association m.f.llle.gers • . Nany · c:oP,etrucUve. sugg~stion-w ·, , have. come from them Md. ,;,.~ a.re impresse\1 \·lith -the ,serious nnd ·businesslik’e·\ ·.. – , attitude vthich characterizes most- of those vi th \’l’h~ ,\’/e· .r…ave ·come4 iinto >’. ‘0 r . • • “I ‘ – ‘ • • -· • . • ~< • • . contact. ‘ f ·.· -·. &< . _ l(. . _ _ :-· ·-·- ~-…. . ~.-~ ;{: .. ,_: ‘•·, ‘” ( ·._. – r -‘ – – p f .- , i ” ._ . . ~- \-;11 1le we ;•_re n ot off’er ~ the o’b garvat”ion ns t hat :of t:he c_on~ii tte~,:~ .. • 1 .,., e do f en l ll~ t it is no t t oo e l?-r ly fo r h.s t.o make a lienerai:’c omment c: :- ; ‘ 11 :1 tc thu pl;:-~ d of the a 3soci nti_on m&nego r in oti.r ch~me of .: iz a:~lon : ‘.· L :- • ‘ .: • ” ‘ . \Vo 1)el 1eve bt ha t a/!.dlf!l?’f yo u .. e.nd_ evecy: othe-r truck o:perato_r¥yn-.1l,;-: U;JOn r ef l ee t i on, e_gr ce th3:~t e I:!atfe r of the “caJ.f,ber of the::mf’n:: ;W};i.o •A;r e onmloy ecl to m<‘-nag e pur as ociation ~ ·_ e .,.,o r thy of our r:lo_s,t.-f cat ‘et-iil r:—, ~ ‘.-. th oq r h t Md at ~Jnti n. As ou r i nvestigat ion p rogresses, we are m-o r~ – _ . [.ssociation program’s e.re· too vi tld: .. pl ~s:tng · nersonality, can · sten into Ol)_t~·of our· organ~zations and handl~ it \1_itij: g:r;eat …. .- ,. – – . – :· ,. __ – – .- – . . . .. . – – . -~ -:..- – -·-,:: – .. ·,n, — , __ – SUCCess fro::1 the· start ..- yet it seens :pro:Oab e that many of-·:Ue . .::ers seems to substf’_’1tiate both d;·his belief that we have’ rro:t been ~; { sufficiently cc..reful in our se1•ection: ,¢f uen and. a fur.the’l’ a.ss\llnp,tib ~i; -. . . nerh~ps.\”.ie_ h~ve.~ot. be~n P.S diligent s w,e ShOUlQ ~aVe 1)e1n in he:~,8._t~ef;~-~ -. ‘-‘ oL keen1.ng .w1th1n .. ou.r lndustr’J· t t ose ·men who h.ave menGured: up .. , : ~;_:·~-,·· :,:,, : ,. ,’ .>t· / – • – • …. ,! ,,• • • – ·- .~ •..: -:-;’, —: r_; — ._-_,__- .- – • .,”‘;_ – ~- :-~~– :·: ~· -; __ -· –: “”~ There is so much to -J;earn about our cornpiE;l:x; _anA high~Y : 9-ivers-~fied! ~ . industl”‘J. ·<“-‘1d .of th,e f!lul ti tudinous probler:Js “fh·ich beset’ .it, hebi:tu’se of’ b, e , · gree.t degree Qf fede:rel e.ncl state regulation and control and\ ecau.,se ~’-d’:f.- ~ its “nu.bliq’ utility11 nature c>.nu. -peculiar corsve.titive hof’lditi.ons, th8.t in·: _ I . – . ‘._ ‘ . j. — . -_-.. . -~ __ ,.-._ .. ~ . . our ju~–nent no nan Cp_n reach a point of real effici~:–.cy :in;<tl\e nl~~ement=”” c=”” -=”” _=”” ·=”” of=”” one=”” our=”” ‘a.ss:l=”” ciations=”” until=”” he=”” has=”” had.=”” several=”” years=”” aotu~=”” expe’rferice=”” .=”” ‘–=”” ‘=”” ..=”” ‘_=”” ··~·=”” .-=”” .,-;=”” -.=”” -.’=”” in=”” t!!:uck=”” essocie.t$cin=”” ·work.=”” real=”” e:mertness=”” cl.ealing-\vith:=”” n\ibli”g=”” _of_f=”” i=”” qi=”” als,=”” …=”” <~-r=”” handlin&:=”” cor.:plex=”” leg=”” is_lative=”” r~ble:ns.=”” ren’der~=”” ng=”” vaj:uab~=”” e=”” ‘s,eryiqiey:!:n’=”” :=”” -li.=”” “r)}~=”” co~ection=”” \vi=”” th=”” o-ur·=”” operating=”” pro.”clens=”” under=”” ‘cornplieated=”” ublic=”” r~gula_t=”” :1_on=”” ‘”‘lf=”” f:.=”” indus=”” try,=”” campo=”” sing=”” (liffetences=”” betwee~=”” \)i.u”=”” idmf_-=”” ypes_’_=”” ana·.:=”” se=”” <·-~::;:=”” -~=”” ,,=”” _·=”” ,=”” “=”” ,_=”” .:~\ltj!~~:~~i~=”” ~.=”” ·.=”” 0=”” ._=”” r.=”” ~=”” ;=”” ·’=”” ~#=”” —=”” -g-=”” ….=”” –·=”” _.=”” -··=”” .:_=”” :.-=”” •=”” \=”” 1.=”” .’-.-=”” __=”” .._rs·=”” ;:=”” -,,=”” :-‘·:.=”” operators=”” and=”” securing·=”” r;ealiy=”” qoonerative=”” e-nd=”” uj;~.ited=”” effort=”” foi~·=”” the=”” protection=”” promotion=”” entire=”” .•=”” tru.cld,=”” rig=”” inclustr.,.=”” c~n=”” q’qme=”” onq=”” “~:;=”” _,:·.=”” frolil=”” addition=”” nuch=”” actual=”” exparience=”” to=”” basic,=”” qu:alifica~to~~=”” which=”” must=”” be=”” h=”” ad=”” by=”” every=”” ffi¥=”” who=”” undert.alr.._e:j_-·tradq=”” ns~=”” oqintion=”” wo·rk.=”” •·=”” .,-.=”” .l’fi’=”” 1\=”” t=”” ••=”” 1p=”” !=”” ·_=”” –=”” \’then=”” \.,e=”” have=”” a=”” me.nagar=”” -who_=”” h~s=”” q1r=”” pp~r=”” basic=”” qualificati.oll!f·=”” .;=”” add_ed=”” them=”” expe!-ri~nce=”” :kn=”” fi=”” e).d.=”” _which=”” ma¥ei:i=”” jifili:=”” truck=”” assoclat’ioil=”” manager,=”” .we=”” shoulcl=”” no}.=”” carelessly=”” op=”” ‘u:.nthinking_);y.=”” allow=”” him=”” vba=”” drawn=”” n.\:tey=”” from=”” us.=”” do=”” s6=”” is=”” wanteful=”” 6f:·=”” o’u.r=”” -investment=”” his=”” training=”” md.=”” requ:l.res=”” \w=”” oake=”” addi~ional=”” heavy=”” fnves\ments=”” necessary=”” successor=”” for;=”” aswe=”” hci.’){~=”” j!l0″j.·n.ted=”” o\it,=”” _·we=”” cannot=”” readi.l.y=”” _i:epl.ac=”” _e=”” ·p..=”” qualff..ied=”” tru.~k=”” ass.ociation=”” mana~er=”” th,el’e=”” i’s-,=”” much=”” othe-r=”” expense=”” arid=”” loss’=”” of.=”” valu·e.ble=”” time=”” a;ny=”” thinking=”” o-perator=”” ‘will=”” read·ily=”” recogrlize=”” ·as=”” being=”” j..nvolve·d=”” ·in=”” each=”” chrillt;e=”” it;~agement=”” ·.in’=”” assqci~t:l.ons=”” $·=”” “”=”” obs~r;~t:l.qn=”” qf=”” mc=””>.ha5ers we now ‘hava ~ee.As us ‘to, y;elieve .thfl..t the majority of ·them are either. fully qualified for ‘” tbe~e important posts or have the necess~ pasic: ~ual’i:fications and. … \-ri th. adequate ,.actual experience w~ll develon. ,in. to . eiQ.er·.ts in tl;li s field.. · We .· think , we have tbe · nuc-leus of a coinplete corps of effici~nt ~s!g~c ip.~ion managers. VIe ‘should keep end encourag’e ·th.os ei who measuie up ai)d shoUld seek . nt’ an early 4ate to_ replace . fi.:ny Vl_ho f~r: · ~- rea”Son c.anno … t ?e qevel,oped.. into the’· high:t,y . trained- men we m)l’st hci.ve :. ‘} It ‘is of vital importance to OU(T industry that .. there be th’e le11st pos sJ ole t’t.1rri-ovai, , in our association ‘marrageme’nt; ·He must seJ_ect able .men and €ive then thE;! sup:Jort. encocragement and r ea:sona.ble ‘nrosnects· for o.dv-a..”lc~ ci~nt and fe.r:~fly -security: which will cause .them to se~k c~reers in. the fiel,~ of truck arisocint·ioqc e-‘1;:>.Gerilent • . . This’, irl: _ _ ou.r judgrien~. ~s’ a m?.tter c\_· Hhicfi all of us ·· shcu ~ .give,:’_}rompt an.ci con-_-~ . ti,nuing attent1on. •\. – . . · . -.. , – :.-‘ \. :, ” . · The Co r..-nni ttee’ on lTe.tio rif\1 R..l!d State Orgiuf~,_~ – . ~. :-_ ={ 0 ·-r-t¥–:~:- . #V . * •’ c\ –~.,. J. BlPlwe r I . -· -·· ·. • ; • , i1ai1″lllell ·- . . … :.• . . . .. ·) iD • ~ : ,•. . .. . . .. _ … – ·_; :·~ .. -; · . .:. . . t . .. ,.. -4055 :_ …. . . ~~-C’I ·:.-\.:: ‘~Jr:s :n;;G ASSOC!A’.: O~ TS . me . 1: 😕 ·1 •· _t t-~ St •• :: ., ‘: uh~on 6 ,D. _C. ~ ‘”: .. ·_cg_’>)\;’ T!’J.’3 g:r F.-\ ~IOH.AL _d_.!ffi S’:’AT::i: OrtGPJ IZAT!Cl’! .· . Jw;.e 5, 1946 ‘1’0 : ‘1’ <10 .S.xoc•.1t ive Corr.r.1ittet:l or American Trucking Associations, Inc. SUBJECT: ‘-‘· Ttird Report· of the Com:nittee on· tiqnal auO. State Org a.r:ization. •· :1 ‘! ._· In itG. first r epo rt, dall.ed J.u.ne 20, 19 5, the Co:J:n-it-tee on Nationa·l and: Stat~ 0!· 1:~ :1!~ i -::.:t iol’) ec on:me r. d~d c .:: rtain changes in the by-la•.is of A:ned.can T~ucking .\,:.; ‘)~ i at i Jns, In c . ,. wr.i. ch chang e s.;;’iere I:!Etd.a b;<.’ the· Board Of Directors at its B! 0 etLn;; 1n Ci:1tinnati Jar.u.ary 17, 1 946 . 3riefly, the chan;;;es were: ,. . . . – “- • • .#. _(l) . • :slimi’:’mted th e ?G P..egional _ Vice Presidents ‘a1i.d ~eplaced them ‘ \hh1 fi 3 St a te Vlc~: ?residents, one e~ resenting each .affiliated ‘ -.-~ t~{t~ ent at such tir::e as to per:nit ce:~q tification –·~ ~, ·’ f . ·’ • . . z• “~~\ 1 -· pf t~1e el e0ion to .-\.. “‘ .A, by ~c.’}Jtembe~ ‘S O of each year ar.d t.’1.at th~ · :·” ”-·i·’ · · 7.”” ‘Stat8 Vic e Presidents so electe’d v.n ~l ce:-ttf).ed. shall tak~ office at :~ ,,, .~- ,_, .. ti!c c:.nr:ual moe t ir:g of the }.,:?A :Board of’ Directors or. no.t lat e-~~ than-. -_” ‘}!, ~:.·,.,,_-,. · :Q e·:::eri!b er l of Ei.1.ch ye-ar. · ·· — · ‘ ‘., ·” … – · ‘ ~ ,:,:. :- . · , , I ~oo,~ , … …. :_. … ·, ~ “””” ~ ‘ ;:; ‘ • –:.J.._; ..:-~ • .,~ . ·~ –:”‘.. ·. :;(3).• Frovidad for d0ctioi1 of A.T.A; Director th ~ state associations·~”‘ · l.’:’:: -. ·at Guch tima as to permit certification a:· tiu~ri .-ti tio s to A. ‘: .~ by~- ,; S~tL r:J:Oc :r 30 of eac::. y e;:r ar-:d that.-\..’:’.~ :9iracte.f..s _si·:’ull as sum ~t{~ir ‘~’;;._· (‘.·” · ?ff ic~s _at t!;a anr.ual ;;;eding of ‘tl-!e ATA 3oar ;<.P-r.’ recto-rs o:rr:..~!i9~ ia~er ” .,1 .-.Y ,;· :”:.· than Decun’b ·-” r l · of pach year. i’rovid.eG. for el_ e~ion –(Jf · Al terria ta ‘\. _. TA · ._:’-_,_ ‘If’;,•_:-. :.;/· … . ff ‘ . , . – . — – . •\) J’ ‘· ·~ – – . “‘t-.f,_ “W_ . , ‘I’ . .:ViJ.·o c.to rs . at the . ..s a’!la t i m-2 AT~ .;,; i r ec~ or sr are_ ~’i c t e(,i·.. ” · · ~-_:~; ;,, .;,. ·.· ‘;’\~ 4J’ :rf”· · • • _ -_(‘ ~~ : ~- .. ·”:. . ‘I -~:–“‘~, _.., ~ .·Y· -?~· ..;’/··:- . (4)·. ‘ Provi.ie d tr.at ‘ no ci:art.ar or af iliati6 c} • ._il be’ grant J ani,’;~r-:;~:.-~· :.’ ~:- – appJi C Cill t for afi’il iat.i0!l i!’l any G tate i”n: wfit’cih’..:. ~ tD. te asso hi:it_Lcln:~fi6J:\'<. ~ ‘” ~ holC..s afi:iliu. tion wit !> . .-\.?.A.’ : · i \\~\/”;· .., , ~~: ~; ,;; -‘:· :;:. ~ ·_· :,~f·< \\, ‘ . . · · . r,; ,~~;\; • … ·.··!'{ __.·-;:> ‘_’·_,:r~}~·’:,~-~~–~:._;r; -~/}-, ( 5). Provided thnt eac!-1 a~filiated s:?.t·J F.J~ <~o bation must 1 _, n:-t all:·_tiines’ :.:·:·<‘ ;~_; .. :.~- -/. hold. itS/- !!! d;l0.6rsl!iO· cm 2n to ~11 clo. SS’0S and ,~:’8 S c f !:!OtOr cat~’i’b-rs· of ~~;:’\..; ,•·’ ·:\J:'”‘ .- . . proptOrty e.r.c. thDt’ tha· continued AnA ai’i’ ili n a ;~=ts na’Jl e sbol-liE-::;’ f’l_t ?.if ,iin_,;;s’ t.b.a t – tp , ·St{t.t9 ~;’: :~. ‘ :··-‘ ‘:-\:o;oo.ciatio)’i actively .solicits !!lem”:.ler~lcin by” a1l; c le.:sses ffi,’i cl :’. yp ¢. S¥0 f’ lli ot r – ~ – ‘ ‘ • . \1 I –~ :..– X ‘ ‘ /. ! ~-~ c~rri0rs of :g:rtme~t;r and ,_t q.ll tir:-!0 9 s i ves quitP.bl~ 1-~u’i;i~qu.at’ li! , /-‘:. , . _ “}-;~ …. ·;: · rcprcsont~ti~n ~nd voice t o Fl.ll suc~l cl::1:ssos_ ~r ~~1!;3~ th ~ a±” ~ t ,:·;·’~’:: :_’ ‘\ ._ ‘. the !:1-SSbClf-l.tlon. • – . . – — – • -. – } ‘,, •-·,.’!”\ -.Y:; I • ‘ • • ~ • ~i’\~— ~ $;-: ) •- – !’- • -~/ ~ r~ “”-~~.__~:-~ ~~ : __, 1 ;~;: · ( 6). · Providod ·tint \ he 3oard of Pi rectors or ~~p1ftive Co 0.mi t’ ~~ –~>-;_~r~:”-~~~ . \’ m:w from t~me to tim:~e ~tnbli~h stnn~nrds of ~r-~~l}fza tion ~~ rer!p~~ce __ ~~Z}-\\:~{1:. to be r(_JqU.l!”‘d of qf:t llll’.ted asaoci’ltion9t . } . ::,~’-‘0· · o..-~ ~-§-t,_~C::;>.\(. ” . . ·:. “‘~ ;.~+: :.· I I (. …• – 2- · (7). P ro vi·lad for r 0vocatil)!l._Qf t!?.e 2i:!nrtcr , or affili a tion; Qf .a st a to ssoci ~t ion whan cc.us;; t he r efo r aplNi\rS tmd fo r the ~~ tabli hmf3nt of- rul es of p roc edure ir. co’nn e ct”l o·n· ..:i th~· ci ses inv61ving ~roposa.r.C. r e co!:’.l!lendr1.ti ons f or the establishment· of. certP..in “Minimum , S:e.nd..u.rds of Ors anizati b”n’ er,d FUnctions for State Truckmg Associations 4<\.ffi1iate d \Ie hilvG c orrrplrJted our initiA.l efforts \fith :. reSp~~t 1fo the establishment of the s,e mi.n·i.’.Jyi;l- ‘:’> t;:~~d~pf-.s of or g:1.ni zation and functions fo r sta.t y.sso ciation!l which J;tre · oamb c rn of . the !’?. t ioncl foder:>.. t ion. ~·Te co nc luded this phase of our work on – this sili:;.jcct at’ .::!’ ‘gene rd l!l c:t ing ·o ( the. er..tire co~r:ti tt ee wh.i ch H.tcd in . by a large number of r .:.foro,senfe.-t2tv2s of ‘t!!..a s ta.te ass~cbtions·, ‘fr.:O also vi.’Wre 0xten1.ed. the privilege ‘ of vi’:tin~ u!)o n)h~ ;;i:l.~ rs b’e :~ ore _t :r.e co a’7!i~tea . Tha ~ll owir. g persons we re · t e.c.onl..cd. ;:o.s OJ.tt.?!Hhn~ t=:a s ::·ssions,on tr-..a.t c.ey:· ·””,:;, ~ •. ~-~ ~~r. r ~· ~Y: “· ·”‘ · ‘,-… ~·1. \ …\’f’ •• .A..'<: e.rs, ‘J’r’ .. , – !·I- c. ( >,:.i~,. · ~ar J<‘ :··: Rq_ckiJlsh ~’!l ,- . Colo. J o s • ·1-1 . Ad el i z z i . – lY. Y, John H. ;J._len – .-ttk. f;. .. …. -~-“‘-=: .. _ … . – .. ‘t ~’\~I \ , ‘ – \ ‘ …. ,~~- -· I ,_ I , . •.. .· · ..8 ~ :·.P.; , Ui<~. rk “”- ~~\:l : ~· < . .£;” ·:: c’P’i-cnt-on:… Te nn. ‘ , . , ‘{ ~~ :.J .;.i -! -‘ -; ·, • “‘ • / · ‘ o-·eQ’rte ;..:as-·t .es – ‘:1-a<;> h • :1. B. ·-E!aGdon – … ,.t. . .. . · ~ -., :, 1-t., 1 · , n nenry £. ~~ -ls~ – 1exas · .:q~ ·- Fi schcach – Ohio Edv1:a rd Go g -:>} in – Fa. D.-i:B . Hearir.. – La. ATthur G. ~-~cl \Ce v.;;r – 2-i. Y. J .. /. G-.·· Kn E:i ‘o – ~d. ,, Ea ~-l rd J: Konko1 – ‘.Hsc. c ;I. ·\v, Leno :-1 … Tenn. ” ‘ ‘ – “”– . ‘ . ; .! ,.,···:· .;_,,. ·; . • .:Otr: ‘;/.’ -P. Archer ~ Ga . 3 . .rtobert :Baka r – Colo. J. “! . 3loo d….: Kans. c.’ S. B\J.rton – lj . C. re~ M. Ca se, Jr. – W. Va. :::l.o ge r 0. Ci1arlto n .- ijd . .U. J;. Cud-lipp’ – 1’cxa s :?.ay .!f. 0.1lbertson – Wa sh .• Sid Eland – \’12-.slt… C. A. Ge:r tn.<h’ -=”” fl=”” a=”” .=”” ·=”” :e=”” en=”” h=”” g·r?.,.’!=”” son=”” la.=”” ~·=”” :ttt=”” i~:labc.=”” i·=”” \’iyo=”” ‘•i.=”” j:=”” ;-:;i..:_::;_nan=”” r.=”” l=”” c.a.=”” ha:-.rin,=”” j:·.=”” s=”” ..=”” c.=”” j=”” a.=”” ha~say=”” ma=”” ss.=”” u.=”” g.=”” ·le\=””>tellen – I·fo·. ‘·T. J3. Lo vs , Jr. – S . C. John F. Maerz – Conn. · . Leonard E. HcDanh)l – Ind. J. wa ~d innich ~ Mich. Richard. A: Horan – R. I. • I \ , ;.’ . 1′ , _ 1-l ut r i .: G·..; a1~ – . J . ~icho~ q. ~ In ‘;{. 3 . . Van V.ni zntions :u;d Will bring tQ ·ynu frO!ll time -tp time t~.Y upucific rccnm::J end;tti,.,nu 1~hich may result• frc.m our further cansidere.tion and. :; t u d .Y a f t lv u u b j ~J c t . ” Eo1ch of the follo1~ing recor.::Jended st:’.ndards received unc:>.nimous approval by th l oo wh •) pnrticipntcd in tha ger..erc.l meeting .at Cincinnati. ‘1. – .. Spe~ifically, .. we · recommend thEtt ; the E:{e:: J.ti,ie · Comnittee forrnaily ado-pt . n:scc~- M:r:: l).-iTI 01T e: nd cstrtbl ish as rninim.:.:n ste..niards r,f or,ee..ni z2..tior:., functions and. ~ ~ .. pcrforman~e t0 be maint~ined Rnd t~se~ved.by ea ch state asscciation ~f filiated ~i th ..\;!w;ican ‘Trlicking ~’..ssociA.tiions, Inc., the following: MEJDfUi~ S·:!:’)JJ’J_-G3S 0? GRG.-\lTIZAJ’ION .. . ‘”E-.1ch st;:;.te 3.ss0ciation which b0c0mcs 0r _rem;:;.ins a i!la:!lber of th.is fcdcr2.tion 5he.ll be in fact a nGn-profi t orgP-ni zation,’ All inC”JffiO, OltUipJ:Jent fU!d ‘lSSets Of the e.SSOCiation snall be the pr0pcrty of the gen r~l me~bership of the association and shall b0 iv d, stored; used and e:x-oended in such !:IFI.!me·r . e.s the r . ,. • . . . . . general !!lG!’!lbership Day bv c!.e::1ocrs.tic prtClced.ure decl.ie. Ho individual or individu~ls sh~ll have, hold or enjoy any priv?.te or personal — 11prC’prietary interest” ‘ in the associatio~ or in .any of its c.ctivi ties or assets or in any incor:te frnm actiYities nf tl).e aswciation. 11 · 2. · liEach state 1;\Ssr:ciation bccrming or renaining a nee1bPr o!~ this – reder e.ti0n shall have a su:pre:ne governing body which sh3:~l ‘be elE:cted by vote of th ~1 gen .;ral r!lt:mb ~rship. This gnverhing body sball rneet at least oqce e :1:c!l y.::.qr, at w!lich tir.1e a full accrunting ·0f the . _ _ fina ncial -<‘-nd othc> r o:~.fi:~a· rs o{. the 0rganizati0!1 she.ll be rendered to ‘ · · the governing boci.y flnd t,., the mer:~b.:Jrship by’ the 0i’:ficcrs !ind manege- -~–. r::~nt a~d b;,’ ‘·my cor.:r.1it . ee. or ~th r perating iD:atc · · 3.SS'”‘cin..tion tr. ::~.ssune its rcspnnsioility to -.the other mcmoors .of tho fcdoJr?.ti0::1 ;;>:~d t~”~ the or~<~.nized truc~-::ing industry in r ..;spect o-f the ._ iopcrt ~nt objecti·re ‘Jf a more:: co!!l:pletely crg<:’.’:’.izcd ~nd ef:ective in-‘ ·’ (.u stry e..-:d shall O.t,a tru.c3:ins as’s”rciatif)n bec0ming, or re~aining, a member. cf tb.e foder;:>.M’:ln s!J.ftlJ: nair,t:=tin Pn :=o.cti,re ar.d cc.ntinuing program d3sig!led t0 prcnote hi~hw3.~r courtesy ir..d hi~-:;h\”BY arrd industri a l safet;r ami tr· r.oduce hig:tw.:ty and industrial R.ccidents. Such ste.te ass·~ciati’:’n safety progrill!l shall include R.t la::1.st () Onea ~_,,.,l ._,t.,,.,,,._,l-..,r,.·· · ! 1 a “t· ~· tin::7rr l.·., l·euthe ecf -‘-~’-‘= s Cc. c; . ;..c,;,_, u…. vnl:p S-9. ,, y !.:] ·,:. . . — b J ‘ ~ l . • r . I P.l1 adea_ue.te EU.-:l:~e’r rof district nr e..TC:l P.e:r.oership !:18etings ~t Which the princi:9al cr:ph?.sis . shClll be t.”]J0tl highi’IP,y C~” ~rtcsy, and highvtay <>n d l’n-‘~’lStr~<>l c- c.f’ e!-·•·· (1-.) tt..e +’n,..,., , r;,..:,., .<>r.d o~,c ·’- -:: n~nce of’ ., ,., <>ct·l’ve · _… .. V….. -.:.- V(.!..J. v_l I U l~ J , .:,…:,; _~,.., _ .L~ -.. .. .l. . • _l; C •• ::U.i (~~ …. .. .. s~fety C”!!!:::Ji t ~eO w!oich will C0rrsider \Hys . :mel ~e~ns rf pr0r:J0ting- !-. i,:?;h W-:t._V arr d ir:d.us trial s ?.f e t:r ir.. tl::e s t;·,_ t. e e.nd ‘”ill ~a i E t a in 1 i al: son ::~nd C00p.e r -‘?.ti”r!. ‘.·rith ‘.’t~cr SP.fot:; .pr·”‘!J”ting e;roups in the state a.”l.d Hi th tl:e r:::t tinn-:>.1 S”‘.f.:t:r :pr0i’!’rc.!J r!: ~z; tr1~ki ::–‘io: industry;· (c). S(‘IJe S/Ste~ r;f a·~?-:!”tis ~r s:paci<>.l rec'”‘gEi tir.n f0r s~d a d.rivi!:lf”, pr13ver{ti0n 0f £\ccidents, ‘lr:d. s’ifat;r pr0m:’i tir1: ‘0:r r.acb.::rs nf tha tru.ckin~ in clustr.r P.nd their .::~1–:yees; (d) p?.rticipe>.tic n by the .-\ssr:>ci<1tion in the ·A.T.J,.. Fqtin~~l Sfl:’d:; c~ntast f”r .”1.ffiliated. St;.tz ASS0 Ci ‘iti0r.s; (e) a reRsori.— 9.010 :J!” ‘:”:tir.;.: of S?.fe t;;:r pr0r::10ti~’n thr~”tl.:’:h P’.lblicity, bulle~ins, .Jrmtcsts, :p&tic.ipO!.ti0n in lr.c-3.1 cr ~r!lunity <;!’ othar sc.fe:ty car.:pn.igns or progrena, etc.; <j~d. (f)=”” participation=”” -tc’=”” s~_tch=”” r=”” en.s”naole=”” :;xt=”” er..t=”” e.s=”” ig=”” permitte!d:=”” -·=”” by=”” the=”” abilities=”” ::-f=”” th2=”” state=”” ::~.ssoci<tti=”” r:.=”” n,=”” ?_’ld=”” tl:=”” ~=”” c,rnditions”‘=”” and.=”” .=”” ·=”” circur.:st.:~’)ces=”” l1=”” 1!-~ic::=”” it=”” operates,=”” in=”” n?.ti=”” c=”” n.:ll=”” s~fc:)ty=”” 3.c=”” ivitl::’s=”” and=”” ,.=”” ,,=”” i-n=”” r~s=”” 0f=”” f<:d.:n:::=””>.ti::n. 11 . -.~ 3,. ti:2ach st ate a ss”Ci :.!ti”n bccrm ing or re.r:!aining a m<:l!lber qf the f;:derH.tir;r: sh:=tll 0st3.blish :o. plar::1C:d public inf rr.1ati0~ r.r p_u:b:tic rdr’.tirns c;:::pai;n a!lc!. s~~~ll ~•Rint?..il! ttis pr0g r a’!! Hi t h reasr-naole C.iligence. T::is prn.5rc::1 shal~ ir.d~ e d.isse:nir.!lti on “·f i nforr.Jqtion c?ncerr.i r:g the tr;ucki!”.§; industqr . t0 newsF?-p.::rs, p11blic rfficinls, civic .1~d · C·~~::ur.i ty clubs ?.nd err cias, c h.<>.::’:> c rs r:f ccr.:me rce, etc., ?.nC. shall i~cluC.e pr0r.pt r ebrond cn st nf nf ~’nnat i0n, li terF~.tt\re, d.!lta • – .. Ei:1d publicit;r l!!?.t2rinl furni she:d b;r the n::’.ti:on’ll I ‘”d.e.r<>.tirn in COnnection ~ . . ~ · Hi th any nst!.”r.al C:\:1paigh r: ~· pr•:>;_;r:tn \~hich hf.\S b een app r<“ved o;y tho :::X J cutivo C00:1ittea .,:· A. ·r.A. Insofnr a s is pra c t icnblv .P.nd .faasible, . the public r<:l?-ti::-J~S and- public ‘i!1.f0 r.r:!f’..ti’:’n pr”g r .?..’!l 0.’f each state · affiliate · sh~1 b.:J f.o?.r0d-·t c D.nd C’H:d uc ted: -i:1 hr-t:rmnny wi t!i the in.- dustry1 S n”l. ti.0n!l.l publicity !\nd !)Ublic =\tl~”~! .. pr~~r!\!1. 11 .. ,_ · …. ·,, ‘. ·’ _, . ‘ • ·._,. – . / r … • -. .~. s . . ., ‘l’l:c Cn :J it t:l 0n lhti <:ml an.d. St a t e Or f::J.n iz “l.ti n is presently cn~G-ged. upon , ‘ t ~ t •.t l!. y – o · ‘.ho p r op-er SFh s cf ? un ct·i 0r:s 11 fr·t .d.. A • .an.d. t h e individual _. ~; t-·t e: •tc :; -c cir~tir ns . 1’his c ub j e: ct h?.s sp ‘:lr kod rmch ~r.t est in the indu ,s”try. 1 I t i ·_; :~f p n rt lcul 4.r iJ:Jp tJ r’t ‘lnc a b e cause rf the pr<1 cticli i!.!p0 s;i’J?ility of c•ur ” .~~· v..:l pL;· wtti r n:LJ. p0licy with r espect tfl r-my .rn.a tt er ur”til and unle’Ss vte firs~ ::,! t r~J. t cl 0;1rly the 1.;cn0ral f i vl dn o!’ !>. ctivi ty ancl r i: S3) 0nsibility Hhic.h shc’;l-1K .~c · ..: rv “c1- rr e.ssi-‘2;n i:•i t o thv r.P.tit. n?..l or n. nization, to thG inll.ividual state_·. ‘:_; s.~ch ti ns ”11C. j l) i r: tly tn th8 ·ri’1tbn:U. :fec’.cr <~.tinri an d. t he s tat e associa.ti?ps. tn .” u 0 ~ N O s hfl.ll r .:.·p ort t o t~d :Sxecut ive CO!:lf’lit tee ?.. S to . tha r e sults -(lf this l :t t. .Js t s t ur y ~0jc . rhis t hird. 0rt is clc seCI. with an expressi0n c- f tha appreci”‘l.tir.n of the G:~c:2 Htc a r; n J. :at ·~ ~l ‘l i! ~ State Cr !2;~:1 iz ?.. ti0n f o r the \~holeh arted and valuable. – 25 -·-·–· 306 . :!~~ tMCO it-s ha s l’ I:’ Cei veC. from Stfl.te <1- SSf.l Ciat ;i.r.n !JG.r..a2:e rs, . ·state f.l.SS 0Ci:?.tion · ~. offi ce r s , n”- ti0nal or?”<.!!izn.t i’r:: n ~l0~; .:; .:s :1.nc1. 0f ficers e.n:’. t!J.e- inC’.ustry in ::-0:1..:r·nL Ou r s ..::ri nus anc’. tir:ld c r ns\.Lr:Jing t <: sk is l’l!Hte much lif hter by _such· P.:Jlpful ·· cr:r:r-o r,-.ti r: n l by th e support which t he cco;.; itte0 : •. · s rec e i y ecl ‘f:rom the Executive ( r- ~r, it t rticul~ly . · mv.tti,:rs rol .’\ting to mot o r c;;:r ri e r l e €iSl”.t io n n..”ld. regul”‘.tio:ri: .· ·!- .r y /li ·’:_ ~ §-·.·· ‘ _.;;( ~· • “. . ~ f .. . ” . . ~- · ,\ . ‘ ‘ I I, ~· ; .· ; l /” . ·h. /~ ;’ ·!_· :J:-: : ~: ..!t.! :; .-~!.:J l. f:::.: :; ti’: ;\::. t. ,::h L1att~ s .. be ~ri at · a,i~i : t h·l. t ~ e r.o r_ r :f>.li!c ti c:: s \·’·” i c ~. she t:. l_ ~ b e lei’ t _Grit i r e ly to”,(he :~t:~ ~ ~ ;1 s J~· ciat r; s a~ fe t” :::d , \vi th the na:ti oYHil as~ciati0rl __:. · ·. ;· ( r ;· ~: .:; c: i;t til_ ‘1 :3 d: on i ltilc<‘.. i :1 oth\:r s te.t e s. — cc)o,n a”rnting: or ·r ,, ··, ·r,_..L ‘r.• • 1. -,• ;{4i.•.;· ·· ~~ · t _) r- · “”- lY “”‘_.., _4. ,, . … -~. . r ou.:., -1,.4 ‘”‘~0 ‘”‘t of . ·tho… · . ·st _ -.ate .. . … Gl. s _. .;.’).J · cf: ‘·l··a··t.-io. . -r:s … -in ~ · _ .. -· t:: c :;t ~o ..,,,;c s’e .l 0dsl a tu e i? i~volv d .ffid n1:(y tc the extent ·.–. . !~;, ,· . “–:· ‘~ .. J _ .. ·; . c.nrr:i crq ··’ . ‘l’r.e co~ EJi t t ee roc om · tU:cb r11’i~tors be designated · as a ct ivi.1;, ics or functLns Which siitulA ·’be left enti:roly in the ~;: ~: 1: :; f t!: e bnticr: 1 ussoc [~tio!J., .. ~i th the state associations ,·un:; cn o’Jertttb;: · ,.;t:d/ or :rx:u·i;i-ci::rtting rlcng lines s.ugg_estecl ·o,: t 1’ 0 n -. 1 “- ‘ (Ci ‘t’a’n . J • _ – -E’.. v _ ..~ l..w… . (_~ .. n . .. . · .. ·.-. ..-. :..-t. 1 ‘ • • ‘·, • .·:·- • • -~ ~ ,i\_·.· . St~to t2.YuS p.ffe ti~£ r:-;otor· ~rrf ers . < ‘ – ·’1! · ! .. , ~- · *'” ‘l’l~c c611J’:1i t~e r ccr !~cn<i!:l ·=”” ‘~s,:u.ch=”” f!latters=”” be=”” desir;nated=”” as=”” ~ctivitios=”” .or=”” \.l’1cticii.~=”” “..=”” .=”” {i~~otild=”” left=”” entirely=”” to=”” the=”” s=”” t.r•=”” ..t.0=”” ,q=”” si:.c=”” i=”” ?.t=”” 0:1=”” a:f:fccted·;;•=”” ~if=”” th=”” the,=”” naticnal=”” .•=”” soc.iation=”” –=”” o=”” r=”” !~ssoc..,=”” ir..=”” ict::s’=”” do1!:iciled=”” in·=”” other=”” states=”” cooperating=”” c·r=”” n<,=””>, rt ici~)at ~=; cnl.y.· U:”ion reauest cf the state ass::ciation in t!: c stnte ~·ih se e,i:i, s1~ture i; involved a.’1d only to t~e extent su :;cst12d. by that. stl=t:Ce association • . / . 5. CotL’1ty’ or :-.:t:J ici:!)?.l ·tp .. xes affecting motor carriers • . __ ._;,’ 7-:lo cc:-::r:JitteEi :ree~r:;;wne .. s that sw::h na.tters be designated as . etctivi ties cr ·”tt’!)¢tio!”l.s which shCluld “t?e loft entirely to the ·,state e.s~iuti n / of the stn.ta , i:n which the tax is levied ·or . ‘.Pro)os e l’.. , •.-tith the ne.tic.nal u·sscciati8n — or associations f.o!:!iciled in oti1er statas – · cooperating or pa~ticipating ·only. ··· u~cn reC!\est of •tl::at state assccia.tion e,nd only to the extent ·• ~>u;::;:::-·astec. by ··:: .. t stc.te ass.ociation. public relC’.tions progra!!l: e.. f’-‘1d , .P.dverti si:J.g ,. , ‘!:>. .. Rfii.’~ io p cgrpJ:Js. •· c. E . .<>:terie.l :or scl:oclS, li”tlrci.!’i es, etc. r c. . ·-·· ‘, > : . ~ ….. …. ~. · e. ~· ~ . H0vics, ‘il::o- slides, etc. ·Public n nenr?.t:ces ”i.Jy srye,kers. · .. · ticl e s ·i!1 naticnal ,nngazinos,’etc. ‘. • i • • )- ” “:· .· • • .• ·~ . · T!!e trcor:n1ttee rec r:rr:1ena.s t .. e fcJllc\·’lr.·.·· ~’1 connect1on \•rith . ‘ ;~• · } , It ~:1 s 6(a); G(b)·, “16(c), 6(cl.), 6(c) nne..: . (f): ·· · 11 ‘:’:!•. ~e1. r .. ?.. tio nal “P:J 1 icy <‘-‘1·:’: !lrcgra .. -:t ,.,ith r~ spec t to incl. us try .. naqcnal ~~varti sb;~ t0 be set by the rA ticric>~ orgeni zati0n <‘ · P:: d. sl:ch ‘l):tq .;;ra.o :md ,olicy to ~e conr:nmicn.ted tq the . – p.ffi li~ teci .ste.tc ,qs::c.ciPtir:.ns. ‘l.1ti3 !’.!’.tiona.l or{‘:l’.il.i~a:qon ~, · •· to ‘J- rko c orite.c t ,.,i t,h e~ch stnte n.as0cio.tir.11 to dotcmirie . .. … t! l:er it .::e siro s that it:: n<,::;e ‘bo us.ed.,in na.ticnf’.l. newspaper ,.e.dverti sin~ f,l.’::e_e.rin;.:: ip its state l)apers at1d to; deternine . ,.the lc.esit¢s :e.r.d Rd·.: ice qf e,.,_ci-. stat e associAtion as to news- . . !;-. — ~ ~ ~ .. (‘ :’ i)Rpe:rs ~u’bli !ed b tr..e. sk.ta w’ ichshoul l be 1.•.sud to · cn:rry i .,. ” I . .” . • : : I :_ ~ :~ …. :;~\:tl ~~ ‘” . · .. . ·_ . . ·•··. ~ . … , … .. .·· _. :_ ~ ;\. _,_··· ‘· ~ “‘ -: :: ,, ~ _·~ ~ ·, • ., ‘ -3- – =-·.- .· I; 11 The n”‘ tic n,rJ. or n.i~izatio:1 ·to i.:forn be st”~:•:te asso<;:l.a tiono ,, t inL :-v?ls c>.s tc ‘tho scc’l”)e ::~.-‘1d nntt~re of the nat.i.6nnl . . \ . r•c,\r c rtisi:;F; ~ro§!;rr.J:t. 11 ‘. .. : :. · • . \• .,.. .l • • :’Eiler. st11te n.ssocir,ticn e1.nd its coU!lty chc>.pters br other ~~u”t:l-u!1its, if n.”ly, to s e e t!:r-.t there .. ~s no confl.ict .:of pe1licy, clntn., cr idprneticin ns qet\’laa!i· stp_te or loca l · ; n;1ct1e w~cf :for \·thich it, is to oe re8~oasible. 11 · , 11 I’~1e n[‘..t~o?jl rsa:.;.iznti~n ~o ~oi1sult e>..:.ild clear with .the [l’:_J=’ro~rH’.~”e· s _ate assoc1at1on ·’or associntions bef0re the r:atio!1P.l or;a.) i ,zation lL’1dertc:12<:es <‘~’lY loc;-,l ;:;ublicity or. · l o cfl.l ucl.verti w ng· fro~:rnr: in any stattt~ 11 11Each stp_te associ <>,ticn to cooperate closel;r \’lith the national ·.- cr!-G.nization to :rreve:1t co~1:nict of pclic~r , d.atit or infor.:1e.t1on betHeen ~ntion<cl, sto._te=”” n.’lc’.=”” lc;cal=”” publicity=”” :i’jrci~ta..tjs.”=”” 1.=”” hi;j-n~ray=”” tracle=”” oar:lier=”” elir.bation:=”” the=”” c0r:rr:1i=”” ttee=”” recm:-.:1=”” er:.ds:=”” 7(~).=”” puclicity=”” pr.d=”” 2..d~ertisins:=”” 11=”” ep.c:~=”” sta.te=”” nssociaticn=”” to=”” cc”nf~rn=”” tc=”” tl:e=”” r..atic”:p,l=”” ::-:rlicy=”” c=”” nce!7,:.!l-?=”” tr:-.cie=”” ‘barrier=”” ‘-=”” a=”” rl.,…nrtl·=”” …=”” .=”” v=”” t..;_=”” s.;=”” …:…;._=”” ..,_=”” ._-‘”‘=”” “=”” ..,..,=”” ·=”” .-·”-.-‘=”” …,u’ol·;r·1·=”” .j=”” ……….=”” t”=”” j=”” •=”” i~=”” -,=”” cj.=”” “‘t=”” ..=”” ony=”” .~=”” +1·:.:.,e=”” 1=”” ,=”” r…=”” ~=”” state·=”” c:..=”” ossoci=”” “”:’c•=”” .-.t~n=”” ~.~.=”” fu=”” .:”.s=”” it=”” i::mossitle=”” .c=”” nfcrr::=”” t=”” o=”” sue:::=”” ;,(‘.tionp.l=”” jlc.=”” licy,=”” ,thgt=”” .·=”” s=”” tnc·,,=”” u”s-~l·.,+;r..,=”” l,<=””>ll-rr,”‘7’t ly l·’n-r– …… th<> Subc r..o-;-,-itt ·~ e on …,(. v V I”-” V-\.-.1. ‘ v .. :-:.- ;_J-. ,-•;:’ .. •\1..&. •. 1. ~ • .;.G . . . “·J.-··- . \J Le<isl~tic!1 cf.=”” t:1e=”” air_’.a=”” :e~cct:tivo=”” co:.lr:,ittee=”” •.=”” .~ith=”” respect=”” -tn=”” t~e=”” circu’jst.”‘…<ces,=”” cor..:l..i=”” ti0ns=”” p;-,=”” d.=”” reasons=”” rec,’.iiring=”” its=”” c.eparture=”” fron=”” establis=”” 1=”” i.ec.=”” nati0:-:p_l=”” ~olic~’:=”” 11=”” :6-“ch=”” stqte=”” ?.ssr:-cie.tir.n=”” s!:c·uli=”” !”.lso=”” e!”.c’cep.’lor=”” k~=”” confnrn=”” to=”” .=”” :::r:y=”” nntir:;n.l=”” ‘y’llic~’=”” ,~=”” i=”” th=”” r•3s’i”)\3c=”” t=”” tc=”” :;j~tt!=”” l.icity=”” or=”” ~d.=”” vert=”” ising=”” cc1:cgr!:i.ns=”” ,~ns=”” oli!=”” le=”” cr=”” o=”” ther=”” c’.x,qt=”” icn,=”” ~=”” .;=”” n..’ld=”” if=”” for=”” p;.1y=”” ·=”” r.j,.._s:–r,s=”” ,..=”” state=”” :1ssocip.tio!1=”” 0r=”” st.ate=”” a.ssccip.tio!’ls=”” are.’=”” i:mn’ble=”” s:’=”” ·~-=”” cc’y’:f=”” :-n=”” ,=”” !’,!’-:;=”” r.”l’.tir:-,:1=”” as=”” c.=”” thc=”” circt::1st.!?.jlccs,=”” cc·ncutions=”” .<=””>.:.~~ rcasr!’! s i nV0 l-r,-ed. .Sh uL’. :;e ft~rr:.isheC. ··t0 the Sub-cor.1!.1ittea (.. .~• , .. 1 “-‘f =-:- ic-l, J- .. ,.”‘.L. … “c·”” .l ,-. f -~ ~e … “‘\_ •r.t • ~ ., ‘?~–C:..: “C •ltl·v … t.:: ,·,_ v .,o ··:–·•-UVt:!c;; ,…, ~ … ..: , ., ~n J.~ \I ” rde.. -r t,;,a .L … .. … U. Affl~ -••1 ntl1a r Rtn.~~ n~s-~ l·ntl·C S n~ rth~ l; ll n~ Ql'”t {n ~ ll 1.·~ 1~l or-. \…” • ,__ _. c; v ….. c .. ~ l … lj ‘” .. _ ‘–·”‘ · \ ……… ”· ~ …… C.-I. .1..-·~ £.- .. \:’• … s ta to trac.c c r:-:.: ‘–…:.1 i zatir:.ns 2 :.(; tL::.,c_e rsta::C. t::o· .s~tuation. n .. 7(b). Sizes ~nd. i·!ci hts stC’..!~.:!.[‘ r-.:ls: 11 T::c ‘~ itiht;l%)n ~nd. · c~c\·0 lo~: 1ent c.f <‘!’Y :~nt !!<>.l ::-:ir.imu:: st •’l :!.:l ~.r C.s r::: \:, ch icle ·size.s <.. n-. ..,c· • \VC ‘ l’_.’·; -·,•· •·ts; :;~’. ,, nll },c _ c “”‘ .. , . _;~c-1.\”t, ·: “‘ .1. .I · • ~ t . .. ….. i,; ,.[‘.,- ” +i ,.,•• nnl c . or, r;. c- .;t! n· l'”ntl”c~ – c. “• .. -. ·r . ; . . . If at n:~y tir.:e, P. stnt e asscci . .,:tic:a f in·’.s ~t nccess P.l~Y. t6 . cl.e;mrt frcn ·,_n.y su.ch ~~.t’ic:i.~ l ni :< j, ,., u-~ stnr.cl.nr.:1 .s tl:(‘.t state {‘..SS()Cip.tion ·· sh<‘.ll ;)r0np t ly il:fGr:, Le su~ co ::1.sift8e C!”! L3_,;;’ … sl;:>,.ticn of the A’2A ::Sx,: cutive Gc :x:iittce with r o:;v-;ect tc t!~ c circ,_0.sta-‘1_ces, CCi!l .it i.’ s c-~~d r 0P.sn:1s 1~0qt1iri::~;; its . clc~ rtu.:::·e fr”‘~ est[‘.hlis!-led ~lA.ticn;.l P?licy. ~ .. .J .7 .. — -· … \ . -4- . . .. – “”>d -~; itL .t :.. :l _r. ~ ·i•.’ lOTJ’:: ~’:. cf r: :: y ;:;inimUJ:’l ctand.e..rd.s o f · .. • ! . ; ‘c. • l .:: , ..) ..’ .. . , … . J . ( ·….. ···: . : – 1< •r·i ,-r • ~- ._ , w•”> ,. – – · •. •• ,. ·-~ ~”)l’c..;tio l :r J- (l. .. n . t ,…• -., c~. -~- ~- “‘ -r ti~”-\”l4 ar·’ :-~·- !’,~·~ r; r \. t.: c-r itr1 t:,> \e·i ~hi:;’ ~2 :·: lite( . Ste.t e s’ B:1cll .be a.Ilvfictiylty ‘: 🙂 … : ;1! “. to as:Hc ·j/,_ti.c :1s ~.• ::Jicil ecl in the affec; t l3 d a~ r — · • ~ ·~ :: r.i t -. r:: , w·J t 1 : ::.he 1: .<•. t i <::1<‘ l ~’.s sc c i P. ti 6h co ne.r~ tin~ a.n·a. . . . … . :~r~ir.i· :1 .in .; r;,:- 1~· t c t.)·: c ox t e::t Toqueste,li yy -·such ·stat e ;: ;:_::- cir·ti ·~:::.; . ·.in C i•.s c c f f’.:’::J ?T Ort cr. rr.~’to ri .l de7artur e ~·rc·:-: “.:’–:J’ -:.:·.•. ic’!r~l n ir:i:::’.L–:J st?!1c’..'[‘.rr,s wi t!: r esn ec t t c· veh icl.e ::j zes ::1 1• ei~·~t~ . U·,e s tq te <‘:ssr·c iPt i cn s n nrtici-;1 ating in ‘ . .-. .. – I .- ~c : e·~ 1- nr~t c .r.; :·. P. ll r:r.e ~.J lc. teJ.y ir:.:fo ri1 _ th.c Si.;_ljconr.li ttee on c; -:: s1 1ti .:- 1 cf the J…T;, :Sxec’…n ive Cor:UJi ttec cf t he circwnst?.rice s , 20~l .’.i t l C’ T’.S r:11′!. l’ •??. S C’ :1 S r equi :ti :l<; SUC h (~, E: :i);?. rtute. 11 7( c ) :K e ci ..,rnc i ty ‘;:>rene: ti c ;:: 11 Ra ci~roci ty ;;romction, e:r.cer>t – <‘.:3 ~ Tl’ll’ t r f t~ C f,e:< e:al. atinne~ H.l-1..Ve rtising c r TJUblici ty prO?;TaDS ‘ 1 J c•e esL:-:-:nte rl as ?.:1 nct .r it~’ c r . :f,.L’lction ~trhich should be left : i c::.nl asso:::iat i 0:: o~ :;- er atb. ;: cr :rnrtic inat in~ only upon r eGCl cst r:· tr.,; s t nt e assc ci 2.tic !:S e.r. c~ cnly tc tl:e e x tent SUf;?:ested Ly t,;’ _.; s’::\to :–.s -ci n. ti “:’n s~ 11 · . ·’ 7( C. ). F.e :~ li _ry or ;>lli–:itive st?..te taxes aiBed at out-of-state t::-uck rJ-r: e r c.t r: rs: 11 !l e cl.esi {0?..tec. P.S :;.n activity o r function ;-hich _ sh·,··.:L’. ~e loft e !1qroly to t he st,qte 1trt~ ciati f the· state . :~ ,. :: ic~ :1.:-:y S’.lch · txc Ls l c;vi e 0. cr nrb:’losocl, with the natioiu!.l – •.t r;. — c r a s srci r.tiv!ls 1osiciled in, other s.tates- <: (‘Jer.:>.~ .r ; cr , a rticl :?:J.ting r.nly U’)Cn request of th.’l.t state cssc<:i ‘!ti-:-:: fu~c’c c’r;.ly t c t::o c:! ;.,i r;. t ennnce rrc.grm . Fr e i {::-tt Cl e.i :: .Pre vention prot,r eJn. \·Tith ~s”‘.. t to• e ?.c.h r. i • tl1cse . . iter:1s t.he cci”Jmi t~! .. .e’ J: ecbT.’Jnen ~. : “c;’~p_t t ‘: -ls r-cc t i vit;-r ·or fu..’1ction be .:”;esigna.tod as one which, sh0ulcl. · ‘be left . e:-1tire ly i n tl:e !”c.f•..;;ds r; f ‘th e }ln.tirnal e.ssociatio!l., ~i th t!-,e s ta t e c.s sc ciaticn s C0 0::_)era.ti:1f, :->.n.d active-ly :!)A.r tic:;ipa titl.2;. 11 ,; . . _,,_ – . _~ . ·.· rp -, e -;;’ .. c cutiv” Cor-JJi t t:ne –· .L..I _ \,. c .; …… .: :.I on. Jt!.n e 6, .1946, referrecL .to cur co nr:iittee two DRtt e rs: ;· ( 1) A le t t e r ~dr se .’ t o U.’1de r G..at e ci -b.rc.h 4, 1946. the Exe cutive Cc;:u”!!ittee by H. !3. Churah, .. __ · ·.,._. 1·!e c’cesir e to~ r e:rl)ol”‘t th P. t l·[r. Cl’mrch Is le ttcr is includ~d in the l:l nttcr ….. i t h r espect t (‘. the ;..z.;. Cr:1feronC’CS \>’h. ich i s r..o; und.er co;::n itt c::: e.xa-:!ir!c.t i on. Tl1ert1f c•rc , no· fin f\1 r oryort or co rn::le!l.daticn ~ ‘with re s:;ect tc. ~is ~es tion s cp_’l be · r:lnd.e lu”l.’t’:itl Gur r eport ilJ. ‘ ‘ .” ·. ~ ~ • .r • – ?2CO:.J-3::-Dx::: IO] —5- ~: ‘ ccnnuctir’n \vith thr.~ sttt:ty. r ~~e ,Cor-.zlittee has ccnsidered this rfldtter:o e….T”J.ct. it 1s tf:e. t .. ‘··· < X X X X X X X ·- 1 . ‘ . (3), l·ia !:.ave a..”lotb.er 2atter \’1!-.ich· .,.,as called .tc the att•.:mticn cf the COr:L’littee by ce:Jb.:;rs of tr.e inC.u.stry. T!:at is the rossi bility r.f _there being developer. u.dfoiT. QU8S sc!””ed.ules fer ermlOj-::lent by Rll state aSSCCi?..tions e..ffiliated v1ith .ATJ.., ,,ith .:>.. nossible snecinl c~ues rate fer application by el!I.Cb. state asS,:,cip,tirr: tc 0ut of stA.te-c~rriers. I Our CC’:-:-mittee h?.s studied this :r:-1ropose.l ?Jl~, it is cur .·reconr.1endati0n that I ·r~v CJ-·, . o· . ‘~~ . ) ..-.-…,… ~~.!J- I 1 .. :\TIO:T .· . . , X X X X X X X ~;, f’l’.rther rc}!crt ,..,ill te sut!”:”,it tee. \·1!1. en ;our present studies sufi’icie:: tly. . . ·.· ‘\ \ \ \ \ – . __ __ __ .; ·i ·’ ·. !*” – ·:: -‘= : p TO : A!G:a i C: .iJJ ;ti ~_{! G ASSOCI .f\TIOH~ . ~1C •• H 2·1 1s. t h St. .. ::. ‘.i., Hashi!lg ton , 6 .• D. ,c .• ‘ ..:I? !I ‘.i.’ ?S:E 0~ 1 n;~.TIGPAJ” £ill s~A 3 o~GAl!IZAT IOH January 16, l94:7 “! e ::.:):cc 1 ..tt iv-e orrtm t~e of .AJ!lel:-ican Truf!king. .\.!”:jocia t ior.s·, Inc . – ST.’BJECT: Fifth Report of th~ Committee -on liatioiia1 and State 01•gan izati(;m. ; ~’ In this report we >·lill cisal Hith three subjects: (1) Uniform dues foi’ \ ‘ I s tate tP.l :i:: associn. tions, (2) Ur.iform names for .st§l.te trucking associations, ( :.3 ) Ort ~ization <‘..J~C. funct ioni n G o£’ A::.’A. u”liiFOR?-! :!Jlo”ZS FO!t S’flA~ .ASSOCI..\’l’I O!IS . -~ ~ Th e Cor:lrr. ittee has conc!.ucted extensive inqulry into this su’bject and has . • f,:l tl:·-= reci a g reat deal of factual information rele..tive to the e:dsting dues structures in t:-1.:: GCJh i ch affect . the c l-loice of aft· a ssociation n£’£1 e in a p a rticulRr s t ate tfl..=-ct t · s ·corr:ml.tte·e deems it un•nise to un.dertE>-‘r.u:: i ttee on 1/e.tional a..”!d St.:1.te· Org2.ni za.tion has made· coris.iderable 1.n,qu1ryinto the organiz.:J.;;ion .:-nd o:peraticn of th·J t ‘2r. _EA Conferences. Surveys of fact o.nd opinion ha.ve beeP- oncie, .?.J::l. i~for:-: at ion h2.s be en. · ooti!iried directly f.rom the Cor:ferences; frc:J the St[!.tO a.ssoci-e,:i ens; .?.!ld fi·b:;:; officers, man-a.gers and &l :-.-:b r~ of the confere::ces, <‘.ssociations -“ld so::1e stC!!ldarcl.iz.ation i~ so::.:Jd of t[l. se t:~}ngs. ‘ The- C0!:”:..~ittee l:e.s clso YL0ted th-::>.t sonc s t::>.t8 ‘l:;s0ci~tior:.r; apparently -fail. tb 4~:.Y.:e a dcqtBte provisio:1 for prU’tici:::>::-~tic!1 i~ t:;.:;ir nffr,irs by all ‘ ‘of the v~ i· ious t:,!J.JS of cper2..to·rs. \·l!:o e.r c c~ rcsen”‘: d C~! t::-:; ~ _::,.~-~ Go·:–l.f erer: ces. ~Ve huv-e even – ri.iscovered :.::st~1ccs in ‘o’/.r::.ch ono IJ:’.’ ::.ore t:r:ics of ccrri ars }:,-,ve bee-:t fortidden ar discouraged frci:l l;o.rticipn.ticl: L: s;:.:cte .ssoc :in~i ori .<>.:fi n.it>s. i•ic b(3l.ieve th0.t -··. there is r:~ uch roas for i:::prov e=:e~-:t ir_ tt.is !’e :::p.:: ct “-.:!Cl tn·:.t the· ofi’icers and nO,nagers ., of t!.1e statt! nssoci::ti 0ns s:wuld. d.irect c~e.ful u tt ention to the possibilities· ·1 . af instituting 2nd ::::a.intai!lir:g ~e rvice n,c(ivi tie::: Hh ich Hill benef it nnd ‘ appeal to .t ~~1.;:3- -pr_ir:::c_q respo 1si'”oility fc:..· se-llins- A~~ Conference De,’:!be:-s Up::>!( p8.rticipnti’Jrt i~ t!:e i r. ci.ividu..’!l stat e 2.SSGCintions . rests . uiJon the s tat.J nssocin’:.ir.::cs. \’le ‘beli e v.e t!-~::t it is q_ucs~ion .ss0d.iticr..s :”. .. 11-d. cooper ate \•lith tru:: . . s~ntt) af.:sc8i.at i r-·.:-.s in””t!:le cu:.l cL ng of enrle..:·ged. .sti:;bE:rs::ips t!:r·:mg_l{ the dcve lop:1eq.t of prosra..:i> o:’ s~~·v;ce z’v r t::.e .;,c:::’::lc:i·s 0 r’ a:::.c::-, r;f the .Cq:1fer.;Eces . Clearly~ · c 0np lcto C::Jopc:rn.ticn ·at:’~·.-; .:: en tee St[!.t:;e .:cssoc-::>.tic ns , ~he ).TA C1l!fo:i·cr.ces a:Hl .A:’A,. i tsalf, is· in order r.t f’..ll tl!’:’.os. Our CocDitteo r:otic ea thnt thorb is r~s e~tlv sone looseness in connettiori •·’ \d th tha se.t hois of o:_o a~2:_t’ic n of t::e .:’C-:… Cc~· .. fer.3 :·:;es, in\Y:>fnr ~s corro1a.tion -:Ul-d c0ordina tion of ~~ctivi: i..:: :> e re cr:-;~c, .c:r. . ?or· r~stn. 1ce , t:–,e r a is appnrent1~· no· o f ficinl ,procod:.tr·e ‘ . .J.Eier 11!-.ich t;..e Cor:fc r c;,c8s a:cr \ii tn .1. I’.~. :pr ~per , in connection wit:: :~c:m y nctivid.2s in•.th ic:: t!’!.c c: ~!’ rc:~ces e~·. ;;·P<§;C. ?;1is results in n. s.it”.l.:-.tion : i n which.-\.::’_.;. ntd :.:1tl str.te I!SScciati 2~s. cn.r:. eE>.s:.l:r be ur-.ir:.f-Jrned Hit:1. r e S!> ‘-‘Ct to p·cgre.ns or proj, “ts U?On \’1 :-~ich c. c,:: :-,f ero:::-=:e ~.:n ‘.:> ·e eng::-:t~ ed “nd ‘”hich t1i&ht poss,j.bl;y involve questions ::;~ c:;r,flict 1-ti,t:1, or dy.p lic “.ii0r: of._-\.’::_-\. p oliC”J or act ivities. Our Coru.1ittee feols th:~t t!:ero i!J :v;,; d fo:- ::-..8 develo’Jne!:t of ar. est”-Plished ‘ ‘ – ~~ I , ( / ·.! ‘_ .. ·. -. ..: ~ 33 … .314 I· ‘ – . . . . ·; . . .. · .. •· – ;-.:·: ··:· : ..:.:- ~ • r’J’_:_”~ ::. -. ,:.: c:: ;[: e ~e n -\. C0 r: r’e r enca 3 1-1~ich r_’ e-po-:-t .· their n.ctiv1.J;l to t.t.he · 1 ,n ·: t crr~~·-‘1 zat io :J :·r; r t ::c pu.r po se:s o f co o:-d.inntion, i10 re effective diea~t’ila.t~6~ : ~ 0 f : :-.i’orrn l i o r: ~h _to :iovel0p ::wnts it~in : t~ 8 industry n.nd prevention of poss\b~e •. i~:t:.1 i :· . . r>ol i c:; ,or d:.1pl icn tioncf efforts. ‘ -. -~ · .\ :J a l’ .Bul” Qf its inquiry ir.tO t~e · or gllil t:l! ~~ and -activit i’CS of-: tfi~ :.._~~r ·, Cr,::fero::ces 0\.:l’ -. :.:. it :ce !:as deci.C.ed to C0ritiD.ue- l ts study of the subj-ect ~ ‘ .. I’n- . – ::-. c :J OL’.!’.tir:Jeht -i a fe lt by t] ;~ Co!:lwitte-3; th..”.t i’t \•rlll be well to npprise t}le . ‘ :::xccu t iv l:l Cr;::-.!J it te e, tl:e Conf e r ences. t”he !:: t n-to associat ions and other ir.terestedl·;·d ~ e :; of s’Jr::o of .t:-:o idaaa 1-1 ~d c..’-: ha ve bc.en aci.vnnced durihf;. our consideration cf .1: :;,Jr:f’o.;re:1ces ?.r!l. t::eir c’ c tivi tics~ Go nso qu er:.tly , ciW. _cor.:w.ittee is ‘ pres·en ·ting· . tCJ t l: e ::::~cecu::.ivo Co::::::itt”oe at t!”li!:i ti!:’!e n list of purely tentative proposals vTi_th _c;:> t’.o l’eOl~ust t:-:<.:’:. t !: 8 .:executive CO!:mittee, tl::e Con:fer0::J.CeS and the stat_e cusociutions:. Lx.2 .. ine _ the3·o p !”C”!JOS cl..l S ‘.n ~!: e fight of the-ir pcssi’blc o.clopti·Jn ut “the neXt oeehr~g” ur :: e .~::’.-\. ~cec·.ttivc Co:::::Jit <.;e o. pur CoDDitttJe is not at t~is tioe rocomendirig . · · L::e .:c :inption of. th<}se . S’.l..’:&e~n;i ons. They are intended to giye rutJ indicution of the pr~:..;u t t!1in.kir.6 o f ooober:J of cur Co21Jittee uad it is believed. tlu~t these • t.::nt.:c t ivo prcposals :::!Dtion ir. tl:.e futur,e. T:::~:::: .U’ IV~ F? O?OS.11S ~37 1. ‘::iut t!ic .E.1. confe.:-cnces £.-:iupt L””lrcu:.lifqrc nanes reflecting their d. irect rel1’..tior..s;c”ip tit ~:: ~U.A ai1d. th~-~ ;.[1 . .:;~4 ·oo h.oHr. as the· 11 (bla:rili:) . Co:.:;:’ere!-:ce of .’l. ~!e :-icaA ‘i’r-J.cki 1:2: A5 soci.:.t:con:;;, Lr.c. 11 :!..”l.d. further, that ::.a ::.’:! t tar c: !’ i ::cor:por:’..t i -:.” ‘.Je le!’t to thu )’.ld._:;-nent of the co..”lforences:'” – 2-. ‘::’i-:..’t .i.’.:’A 1 s ~.l[!.;”,ngc~.:ed n.rre.::1,2;o to ~1c. v:: .A::::’A L!f.rl:,:n·a:,c·es repo:;:-t ,thair : pr-0pcsad. .:>.ct:Ji::O to a selected r:w~J~E: r of A’I’A1 s a::f Hho, in. turn,· .. i·Ji l l . L-,z’•;. :..T ~:: e st:1t e D.s 🙂 ci~t ions <‘.r.d. nlJ. th •=:~ ,::! : :1f.::rence.s of the !i .:-‘..~uro ‘Jf t~’!~ .bfl er:.C._in:.:.; action. • . r.. …._, ~ • ~ ,__, . , – • . • – · ·I 0. · .. -!2:! t T!C t1.c_e o£ e~.C i! .1..:.-\. 0r .-,.?..-i .co :1fere!’lce-spoaso red TJe_ehng of,. · carria:-s in 2. stn.fe )2 ~::iven to . tho st~ te asso ciation in; that stat/9! “”;· e -·.:.~ s-r~.- ” ~ ,–‘:, c0 ·,-‘ , – ·’ rlC ‘, ,o~bcr a·.,. er.:.’Y”Ilo•·ce r -:!<–p o”sl.. “‘l”- .c.o.,;.fl … .:…._ … __ ‘l, “‘ — J..–·-·’1. ! . ..1.~· ~ …. … l~ …. . ·~ ~ \:i~ .l- “.J\;; · .l. .., ,,;. D·! et::. :-_~ arr a-;.~c:-Jc~ ts _n!!cL t:~::t t t:::cJ stCl-te nssnciation bo- irivited to ft!; ·.~-· .i rofO ::”::! tho affected. p::>.rt of its L18::!~ershi-p Of tJ:.e ue.;”t,ing~and ,., .. “‘ :l ‘JIJ..~ · .. l”” ….., ~ r. l…J.;…, !’f’ _ …t’i . – :oJ.,· , •. · -m . … . .,. .: “‘ l””‘\.=~ ~.i. , C·JO:!_:>~r … ~ L ….. 1-J __ o ~.~.~–::. O.L 11 e ,J e -.,_ “~n • :>-b.l.S, .l eco .. ,r..e •• L..C:.~l.cn . lr;ta::d.cd. t.o t:!.:pplj~ to TJe c: tiq:;s of E:x:ecutive ~onr.1ittees or goverrti . ~~ ro:.!:!_:>s, Ht.ic:;. ;.:eetir.gs ate not ir. t ::o ·nature. cf f;enern.l r:wet.~ngs · ~1old L’1 n p c’Tticul:tr s t:ctopFbnriJ.y for the c·c.nv·enicnce of the : ·~ i_,,, !J;, ____/7… f( F · 4. :::-:..:.~ · cv-0ry nanbcr of ru: !lffilintcd st~t c. rissccinticn autcodt.fi b<:c·:r::cs ~’ vofir.e; i:!e::Jbc r of the n:ppropriate ;.~A confel~e c~, ht;:t},;¢-.o :l!’:t c.:.:.t-:-~_;~t. icnUy ecr:~ 18 entitled. to lle~i ns n.rLd ot!1er speci,hl services. ;:,. 2~:.t ::JD.tters Hhic!l: affect t.he entire lr,ductry shouJ.d be . the ~~~u ri t orGnniz~tion. 5. _ :'”r;?.t be :pc.:ront or c.r.ization s:1dl· h.3.r;.clle all fedo~al _ 1.. · ~ t’- – b ” e ·.. · -<‘l · ,_ · · ,_ t · t’ · n” t d. :•.:; 1:’. S<-:.~ QI C0L.!. lC vl!lG Hi.·., ercg S l!l ‘”18 .1 uUc: ·ry . nn _. Cf”;:J.f.t or.:~n:.!i’Z~ ti ~!1 ;o.n •I all othpr co i’iferences; · . tnrouc:,n . . . 7. ·::h..”.t, su”:Jjact ‘;o t~1J: prcvi’sicr!S of tiw .P,\. b~r:..la\up; i:-.c:luc.i n[; -·the ·r.10thod of finruicini; the Confe · ‘i9rlC.<:J”•:; . ~ -. – . ·’ · ~oopec~f)ll~y ·,..· ‘”‘”””‘n ‘~ ·. .,…… . -l; ~ ‘: ‘..,:.. t … . ‘”; .. ~- r lliO:!:n’?”.J«’ ” “‘ .. . 1 • . -. . ~~_; ! A~A Cdl tNr~·O T 1!ATtciu£ AH:D SV.~.~ tZAT ON .. • ~ ·.· • • – • • • • ‘ ,:L .•• _;. ·, o – … • • . :7. – ~ . ~eri’lsa.’1 Trucking· Associ[\.tion s, Inc. .; , – :··· . – . ~ . .. • ‘- ~ L , ·~ ,;•.•1 ,_ ~ f~ – ~-1~ .. – ,._.- ‘· SUBJECT: Sixth 1Report of and Stato ., ..:· . . – :· :· i\ . · . .. ‘\ th~~~ C~rnmitt~ ·on Hationui’ ,.- ·~· · Or;ganiz ati?~· _ 0 : .-}-: – _: :-:…,,. • .. •• , ‘:{‘ . ‘ ·. • … :–. The Co!llJ!Iit tee on National n.nd State Executive Commit~ee tht3 follO\ving report ‘ Orgr.t11i zn.tio n de~ir!3!! to submft to the AT~ . • l _;); – Md\ recouun f;m.d.at ‘i>o-hs: ‘\ * ~ * * * * ~ ~ * *. .. • -: ·.·: ! ,’,?l ·., , . . ···- ‘; … . ‘ .,. l Because of· the ·ever-pres.ent problem, incident to the finan~i~ of · the .A;-:;A·· ferenctE and their ncti viti as, the Commit tee rocogni zes thC!.t it is probab~y ~p:r’ cal· “nd perh~ps . inequi ta’cl 0 for the Conferences’ to unaert~Le to .provide fm:l;i. tte·e feels that t!-1 ing of value to .the Conferer.ces cnn be ‘” obtained by them i: they make· adequ”a..t p_rcvision for the inclu~io·n in . their m~obcrships of all the operat’ors–of tl;leir _· t;yr_pe;s sert th!’.t \·lithin its mcmbcrs~i:p are included all of’ the operators class ,or t.~>pe 1-1i1o a~~ oembers of tha 53 ste.te ‘l.ssociations. \·le tni-~ thnt a ence might be subjected. to q_uestion, Hi 6 respect to. ~ts right to spe<‘.k for it .. se:ction of . the industry, if it Here rc;auired to estaol’ish i,ts actual meobershiP,; it should devt:llO;J that such r.1cmber ship.-H8re not· tr.uly .re:presentat i-re, both · – ily :mJ numer_icdly, of the operC\tors for lthici:i it cl.n ~esent lvhereby in g;ood standing of the <~ffiliC\ted state .:1 ssociati6r.s i:::e cC’nsidered to of the Conference. · This Cba.; ittee earnestly reco!’!’J:J.<jn(ts t=”” b·.t=”” a”ll=”” .of=”” the=”” conferences=”” ~=”” [?=”” ivc=”” thought’=”” nnd.’=”” stttdy=”” to=”” nntter=”” of=”” instituhon=”” soae=”” similar=”” nrrnnga~=”” en=”” <=”” ,=”” \·=”” e=”” bel=”” ievc=”” thn’t=”” if=”” such=”” a=”” nb.il=”” cnn=”” bo=”” dc.v:i.=”” sed.,=”” ouch=”” t!-…:0=”” uncertainty·”.\vith=”” ‘.respadt=”” ·=”” r0lttionships=”” t1=””>1e~~1 the Cor:.fe:::-er,cc~ ;,r:.d. h~ state [:’;sscici.:::!.ticns wHl b~ -/ -” · cl.i:J~nP.ted and en:c?urnr:: enent 1~ill be: i,:c·,~ for c1osercollnlio.ration h-:t\1een tit~ Co nfo re!1ccs and the strtte nssocL’.tior.::;.’ ‘ . – . ..- !r2C0i·~Si TD-:- The Cor:mittee recor:.r:12r.ds th:”.t ench of the .t’I:.!.. Crmferences giv_e sertous · .\TIOH thought to the .:ldV:’-‘1 t~gc s to oe. dcriv~.;d irof:: :.~~e developnent of an •· . ·——-, nrrangeoen t ~ urid.er “h~ d.1. cll i.!1> Iv~ .of the ~~ .. f~lin te4 ~ tc..te ~qCint~oii will be cons ide-r0cl as !.1cr.:bor n ·of t!\’e ·cOrLfC!’G!1C OS ;v-,d 1iill he:vo SO Dd renresentation .. ~ and vdice ih cbn!erenc e ff irs. – . ..; -. ~ ~: !T;).lvi3S OF _1\.’]A CO :tT;E:l:S:’ C-:;’!S ~ -~= · . . … — ‘. -.._:;;-__ The Committ c’o on l·btiona l a nd State Orsanizntion believes thE”~ t each·of the eATl. C,onfcrenqe!.l should nctl.pt a nn.r.1c 1-1r.i c!: HiLl s: \v cle~rly its stntus as .~ tomponen:t pCtrt or the Amorican Trucking Asnoc.i.:-.tio’ns I Inc ‘ \-le believe ~~..c1.t~. n pro:por na~aa for ~ .. i ” < /: ‘ · · :: ~: • • ,I, ‘ ~ – %- . . . ··-·-· ·· ·–~,:·~: . . i’ .’ \~:.,· 3ll :~ .- . i~.· – – – — -·- – ~. ··’ -:. .· — ··;.. -.:.- ·.·~~ ::._~;.::: ~~ r: i” ‘ .. _ ~!'”‘;;., ~ . ‘ . . . . ·m ‘.. . ·e>. ·;-‘-‘ Jlj i … :~ r: ;n: _. ~L u i:; · ” — ~r ~~ r. e of … 1..l!) ~c ;vl t!~- i~ n.g \.sfW C1. at-“l. s, _ … ~- ;J: , 1 \.. , ” . · ·. : ·’ ‘: t \./1() ~~o p \, i 1; n ~~-:–;:-;:-;-:: ,c; I) l ~ :’;l :_; • ~J){! . DY, ea$fl J~~~ th.:; CG!lf.~~ et:C es_ .’h·p. r:·r • ·~-=- ( ·’t., ;; ‘.’. : . ‘ I’ ! IJ’ l L l! d •! l’ in .l. L c j :; t. o tl 0 +’·r;: lj ·., i ~’ .t ~ u··l u ,· ,.1· t···i · 1t ‘ ‘ ·•r i c r· nf >l c;i•· r. ir. ~ -r1 inc •i c f ·,p>,;_’ol ic . 0f fici:1.ls . ii<l.ti· ·n·=”” to=”” _o:dng;=”” ..=”” tho.::i=”” ?=”” :o···ut=”” cnn=”” be=”” read~j.y=”” ·=”” ‘v·=”” -~-:..o.~p~=”” ti.;.tc=”” ,=”” c=”” oc.::;=”” i=”” d=”” ere,d=”” nn=”” e~=”” t:’l.kcn=”” o:r=”” t=”” he;=”” bx=”” e=”” cutivc.=”” cc:.llf.l.it_:ce=”” a.’1.d.=”” 3oard.=”” of.~:tre~tcrs’=”” .:=”” ~-c4’.j=”” f.=”” “”‘=”” .=”” 1=”” 0n=”” 1t=”” is=”” de=”” emed=”” ;0..=”” r=”” ;;1.dvisc0le=”” p.o=”” so.=”” :=”” __=”” ..•=”” ,..·_·=”” ~;~~t~l=”” ~q;j;m~=”” ~=”” the=”” co~nittec=”” reco::-~.tjends=”” fornal=”” nction=”” t:::te=”” ~.-\:=”” exed~tive=”” ···•=”” \=”” .y=”” ~~\.=”” ….=”” ~i.j=”” co;_u::ittce=”” <li’.d=”” .:c.i.=”” 3oard=”” of=”” tiirec=”” ~rs=”” _9-esigr…::te-=”” 11=”” ··.=”” _c611:ferencf=”” -~=”” ~–=”” —=”” au=”” ricun=”” ‘i'(uc:-::in,::;=”” .ass0cinticns,=”” ~nc.=”” et!1=”” th~=”” st:rle=”” or=”” t;;.;pa=”” n[l.oe=”” _.=”” :r.=”” .’j=”” ‘1=”” ?i=”” crl=”” nus=”” ndop=”” ted=”” b=”” :my=”” g=”” roup=”” cla~s=”” c3.rrier·s=”” which.=”” ~.:1a~r=”” hereafter=”” se~·.-.=”” -..·~=”” j=”” cor.t’=”” .d=”” r~=”” ;-:.:::e=”” st1.tus=”” hi=”” thin=”” .~:’_\,’=”” it=”” further=”” recoqi;}e;”;.dation=”” coo.::litte’e=”” -=””>~ J ‘ . th~’.t t !’l c: X:::’.-\.. :0xocutivc Qor.mittee ;:;_nd -~he A.’T:.~ Board of Dil~ectors crtll · up,.o~1 the nember- 1\) -: llhtP of e:l h-.-‘..r~’A Coi1forence, whicJ:. oes· n.ot.presentlY t.r>.ve a nnue .\’l::i·ch. ccnforris to ·/· . “‘tl-)i S St 1~. t o tivc . co:lsidernticn to trio c.d.Vh…’!t?.Ses tc the Ccn.f.:rcnce anJ…to the .. ‘ ‘·· · .;} I , to.ol.\ • ” I ! . ~ r · , _;,, •.tif”..ft~:lized inG.ustrJ’ lvhich will result frob aiopticn by _it of tr!e su.ggestQ.tiJ_.nane an~.·:·.·_ ~· ) ·. / .. :. — -\1.r ,e th:-1.t o::tc h such c onference -c.-:.,nsicier e,trFr v0lu..11 t2.!.”’ action ir!. . ti-iis respecL , “- 1 .” i ,, •:$~ .. ·\ • . ” ~ . • . . — ~- -; . 1· -,- I .. ;.,:..’ ,j 11Ar,1A-ATA coF:?~ImE” ?:r. . .;.~rolrS:-IIPS . _!,l !) ?:?.ocz:::rrnE •· I ~ · • tl .. J Frol!l thfl. , inception of the \vork of the C·Jonitfee.bn .H:itioh:il 2Jld Sta_te Or aniza~ ,~”;t tion, 1-1e hnve been m·mrc of the . o~istence of c6nsiderr..ble U..’1certa~!1ty as to the , !. rcl:,.tionships 0etNee!1 A’.I’.A., the }.T:.;. Conferences !lrui the affili2.ted st.:l.tec association-s,~ · ~} Q.u oo; s thns p 0 !’ b .:inin,?; to t ::o se rel-: tionships have .:’U”isan. ~n –virtually· av~ri ;;oeathig ·· .,.. · :-}· , o f · ti’. c Con::: it tea n.nd the I:lt:l’:1bers of the Cosni tt_.ae :h.?..v~,- b a~ ~p:. essed . by the ap:PQ.~;..~nt ·.; lc’.Ck Of d.e:pend:A.ble, , .cle.::tr-cut fl.l1d nffici?.l arls\ve’i’s for ·r..::o st;’ Of the qu.::stions. Vhiclt- , /” He re rai s..;d.. < · · · · ./ . · ,.:· ~ · · ~”-‘l 11 o find that · no . in d i vi t i<h~ t=”” ).la=”” c=”” n=”” j:ne:·=”” :’=”” “=”” ..=”” _:~=”” -~=”” l_·.nt=”” t.;or.nl=”” l·o·ve·l_)=”” ·=”” nrc=”” p=”” ‘rl·”‘=”” …=”” -“r=”” __=”” –….=”” ly=”” r~or=”” l,=”” ,h~=”” l=”” d·l=”” ‘=”” or:.=”” ..;=”” “‘=”” n-“=”” e··r=”” ·ana··-wn’=”” 1·=”” h=”” ,;=”” ;,.=”” fc=”” -v=”” ‘<.:=”” :;;,~;;,=”” .i=”” _=”” ••=”” ~=”” •=”” ~.=”” :=”” ?..!j=”” _lng.=”” ·—~.,=”” ;.-•–·p=”” ,=”” ·~=”” .=”” c1=”” .,=”” t;.-.=”” ….=”” -•.=”” ,.,=”” ··–··.=”” -=”” ··=”” the=”” !:.?.ndlir:t;=”” of=”” :a-~_;,=”” c0nferor.cas.=”” \’le=”” find:;=”” ulso,=”” th?=”” rio:=”” individ=”” ual=”” .c.hl1·tell=”” ii=”” .-.·=”” :::h·_=”” ;l=”” •.~.ri.t~:=”” ccrtc’.inty=”” hov=”” q.=”” cl~cision=”” is=”” m=”” .de=”” as=”” to=”” vthet..lle;r=”” any=”” pa~ticulni,.•=”” .._c,t_i.y.i:.ty=”” c:,r=”” qat~’et=”” ·.·:t=”” _is=”” be=”” handled.,=”” by=”” .a2a=”” or=”” .one=”” l1ore=”” .the=”” a0_;.=”” con~=”” e:r:e;lce~.:=”” ~~=”” :’-=”” :’:=”” “‘:;=”” ;=”” f=”” ~-·.=”” ~;=”” i=”” our=”” cor:-..=”” ~ittee=”” und8rsfanc”..s=”” tl:<=””>..t at one tio·e_ ~n the p3.s.~ ther~– Ha~S.’an a.greeaEm ~ ..;.. _ j or arrange!:lent – between the . Regt· .. lar Cb:.20on. Carriel,” ·. Coni’ere:;ee .. Mcl th~, Contract … Carrie-r Conference as to the procedure thnt \wuid. be follo• . .,ec. \·:he~ thoS’£LI-Qorif_erences Here · involved in a l:latter _ll:pOT1 Hhich the:r held differing v’ie,.,s. ‘~\ ‘ -.:.- .. …… . – . . .. . .-·. . . . :. :· _: . . ‘ . . . . – We do not understancl, )l()\tevcr, th::-.t this_ …greo::Jep.t or. arra ngei.:e!’l;t ev~r =:;_ai?pli.;d to · other .i.,?A .Confere;:.ces or t:-:.[q; the ngree8ent . Hc..s of such chen’.cte_r ·A.s .~t9 Ri-o.:’Cide _ a r s <ld,:r. guide=”” for=”” <leteroil).i-n-g=”” \1~.etttc:r=”” a?a,=”” i.tseh_,=”” or=”” a:~=”” ;.:::a.=”” .=”” cunferez”~oe=”” oul=”” l=”” be=”” respo;;.sibla=”” -any=”” •pru-ticulr1.r=”” l’..cti=”” vi=”” ty=”” ~’lcti=”” ;-‘·=”” neither=”” d.o·=”” we=”” flnd~=”” l{~(=”” there.=”” -=”” ·=”” ..=”” ;=”” ·-~=”” -.j,=”” ‘=”” i=”” ·.-·-.=”” :’-~=”” ~=”” 36.=”” r~’l.s=”” ever=”” been=”” succ=”” a=”” g’.l..ide,=”” tl:at=”” th=”” ore=”” e=”” xists=”” a.”ly”=”” def:;_nite=”” p~=”” oc=”” edi.u’aj,=”” r=”” ul=”” e,:.;_=”” fo=”” ‘3’”i7″=”” ~:j_g:..:.2.a~i~=”” :::e=”” relatio~ships=”” and=”” acti·r=”” l,=”” i~=”” s=”” of=”” _..l.ta,=”” pl·=”” yj~=”” r,=”” _an_d.=”” _=”” t.h=”” _ata=”” coj~=”” r.ence=”” l:1=”” s’..:c.’1=”” rn-n.nner=”” as=”” to=”” t!1e=”” p\’.bllc=”” dlspla;=””> .. o … , ,_ indu::; try conflicts or c~·ass-purposa, du:plicatiJ4-:; or cor.f using- aQtions by .A and the'”? -~.A Cor:.r’ erencas. ~ · ···· · ·· ~ ~- .~ .- ,, ‘ ._, \’To b.:;lieve t~t. riE;ht af this· qc::Jent, the average re2.der of this paragraph ·,. cg.:n_:ot state, with certair”t:i• just h0\1 tho G.etermii:lati on is m2.Q..e a.s tCJ \vhether ATA ··’ ~>-:-· r ar.. ;,2.;1. C.::,nfcrer.ce Will b..:l.ndle n. cede.iL r:::a.tter or des cribe clearly· the working rel-::t ionships ·Jet ween- :hcse indi..!.stry orgC:..1:rza.tional uni t s. SoUle of us lm0\’1. that _:,.’:!:’&-.;.I’_-\. Corn’erer.ce s:.o:.ff !:!embers tavo frequent. irdorm3.1 conferences, 2.t ~1hich D?..t ters ru·e 11 talked over 11 a.rui some infernal understandings or agreements may be (‘·:-. . (lev eloped, but ….. t.at a:-e t~e guiding rll.les7 \fna·t c:mtrols if staff members don’t . “- ·. e.gree? \’ruat happe.”‘ls if no i!:.!’or~al stu.ff discussir:m is helci1 How. or _by whom. is it d..;cided th.e.t J.7.-i, an .~T.-\. Confere:lce, or beth .AT A and a CQn.fercnce • . will hal)..dle a matter b.:dora eor~ress, r.c.c. or ctnenrise7 –, These are questio!’.s to Hh.ic.~ tho C-::r.1:1ittee ca:mot now fin.d. ‘ clear artd. definit :. i,;)g ans•.v~rs. \’le think t~..nt good business, ef:’ective crgcni~n,tion and. the \·lelfare of -our ·. {(, ·st a te ..r :>.ction ·as to the reli’.t ionships .b etvce!1 .. A~.;. c.Y””d. our C-)~:fere;:o.ces. RECo;.::.~~· ·- _,_ .~ION The Coor>1ittee rccom..~ends to the ~:;;:ocutive Co:r~1ittee that the -folloWing be .?.dopted~ r.s ~’r~ rriil\.~ 11 … ~;–~~~ Co!:ference 11 .-RelL!tior:ships !l.l.””lti . Procedures: • . . _,. “- ~<\PP3..:L’9.i\.l:TC:SS B~O:t:i3 Pt-3LIC, L.EGISLA’l’IV3 0~ §cnJLA.’i’ORY B,ODIES: _ y· .. i . Fu’3LICITY: A.JV:::\.TISIJ::::G, 3i’C• __ ,_.; lvbtters of concern or interest exclusively to mmbers of n si.ry;le ).TJ.. .- Conference : ,fl’ .- ‘ l ‘· II. -· (a) . n·1J ~;b .. ;{ll be ?; o r cstristirm o f tr_a tight of y ATA Cotiference to :! Cc~e.i 14 i. L~ ::>:e j_;,. crptl !!c!. 0nt 2· ..ar:il i l: g ; in SUcTl nann:er’ae i _t· see ~ fit, . of ‘ .• ~- ·- :. i ;.._·,y c:~~~o r H iC:.:’1 is o f cxcl •J sive in t e x·est nnd COJ?. cern_to · its nen~ers alone! · , .. “‘ • ·” ~ ,. • – ‘ r ( o ) Ar.A, u pon r equest , shall l end all p o’ssible anli proper suppor’t -•to any~ .-1.’¥ Cc; :L!. t: r t: JlCO in th e ha.ndlir.g of a r~atte r of .this type but· unusual, .: . ‘ . .. ex t r n.o r d:1ary r)l’ special e:cp end.i tures 0f ATA funds ·or ti r:~e of N!IA employees · . f o r L. i ; P’ ~-pos e ~l:.:tl l ot be 2:1de lfithout previous authcirizatioi1. by th~ . · . X:’.A ‘Zxec u tive Co~mittce . · “” ‘· ( c ) ‘.f:’. iJt: :;:: cr. c’..Ct io!l Cc.!H!Ot p’rop er ly ‘ be r e quired, it _iS reCOf.lf.lended J;hat .tt~r ‘l c f co~-c ru a!’.d: i.nt c r est to t•.•/0 or nore ATA or’ c·~:.·r i.c!’s ~-: 1:t !’.Ot 0f conctJrTl ;:.nd· interest to all ~rri_ cr : Conferences o-..;. ~l~sses cl ~sse s and types of – I . . ., – -~ ~ ‘ •) . .! •• A. i’fh.::n conflicting int8rcsts are Livoived:- · .. ‘- · ‘ . _ … , , . ·.-… . .. _ .•… 1. ~To _-\.:’). Conference shc.ll proc.e.ed independently to take any- action _ \Jhic )l v1ill publicly evid.ence divisid:-t or co:r.flict “aoong truck operators·, 8:-;:cep t in’ tonfor:nity .·:it : t;-_e follo~’f’ -i ng procedure. ‘· -. ; · · · >’ · .: · · 2 . .:…t first ir-, C.ic e.ticn ·of conflicting interests, opinions or pos~tions as betH.:! GE tHo or r.::o”-·e JCA Conferences, ·. that ATA Conf rence :proposir.g to t .::.k e · o.i1 a ction “‘~ch ‘:.:ill nubl i~ly · develop the existence of :, s1,1ch •: ( _ co:;.flict sl:.::!.ll cnll the L!e.tte~ to tho attention of’ all t~ r conferences . and to the nt.te!lticn of. the President or i•innaging Director: oi’ ;.:;;a._ c 3. L}:lon such notice of · the develcipl!lent of conflict bet een two or.-.. more-• XI’.i. Qor:ferenct:s, tl:e Pres.iden.t ari’:!/ or rl[ahagihg Di~ector · of ATA shall ·· · . fortbd. t!: arraz15e a ::Jeetip_g of res:,?onsible elective ·or appo ii:lt:i,ve _’ciflficlals of all of t!-.e _QA Conferences \ihich are ihvoived .in the m::ttter~ . ‘ \ . . elective or ~ppointiYe officicl of any Con:t:e~erice \·J!’la c-ru{rio~ be present at. t his !:JE:lcting r.JD.y SllbL”li t his vie~·IS :{n ·vrd ting. -. T’nereaft er~ , everjy . effc-rt s:’lall ‘be r::~d.e by all prese_nt to solve the: problem anAC tq – avoid — .. tho n~Cessity uf D1..iblic CB!~Onstrn.tiO!l Of SUCh :conflict Of position WitlUU t~e ~k s of· t!: e ir: c~ u.str~r~ . . . – . ‘ . – r. ‘:_·- _:~ ‘ (. – -~. ·· L1. If, e.ft :;r 2x.l:a”J..ston of t~e pre-Cedi!)6 efforts .to- .avert ·- p\lbl-tc iSP~ey of clifferences \…-ithin tile trucking i ndustry, one cr nor~ of the ~ .ATA ,; ·conf ere!”!.ccs !~ eel s )·d.cp eilcd. to tf’J~c inG.ependent action, s.Qth action L!c’.y be _. ,trken –provided, r~o,.:ever, th0.t it- s;w.ll n,ot actually be initiated unti~ , vJTitten · ll:·iotice of,,,I !1 te!1tiop to Take Indepe:1dent ·Actionll has .been ~eliver- . _’ed pe:tso!’.ally to the P,rcsic’.’ent or 2–::~.na in g Ilir E> ctor of ‘AT.A (or.in their ·_ · absen~e to the General ·i·!a:1.1.ger or Gen erc .. J_ Counsel of “AT.A.)’ :and ,such dtice hc.s b ee:1 deliv~red personally or ::1.:iled to the Onairnen ··or e·ach othel’ :.<\.TA Co i·,fere!!cc “-~1d to tile affilia ted state associations~ . Such – 11 Notice ·o:f · Intc:ntion _to, To.ke Independe:1t .l .. ction 11 shall b e sufficiently “explanatory !l:£: the p:Lopos ei. ac tion to c; ive to .~T4_ a<‘1~ the othe.r AT.A Co l\(erences ·a .. :i….,””f ·concep-tion o·f the · action · to b e talc en. . . · · · ~ . · I#”. . .· ~· (j. . : .. ~~ • • ‘ • . ‘[ • ( .··I \_’ , c · ‘ I .. / ( ,. – 5- j . _-‘,.:ftcr th8 initi;lt i r; ri .. -.f 1’- U i!1d.r110:-‘.dent ~ctiC’n in Confoytni.ty. t’lit·hthc :– oo\·~: ptoccC.•J.rc, t:le ;i’fi.c :~. ls nn cl s.t;1ff o:r.- A’:.:A, pr op r~ : ·shalr r-.:fr:’ .. i.n f r om !’u rthe rn part icin.’1tir:J ~ in the 1:1att0·1′ n n.i it sh~i1 tnere­ :- .ft~r ~~ C0If.Si-i.er ed. c•S [), L’lntt-cr. of difference s t· eeri t\~ 0 or OOI’!f 4-~ . Sod·crc:rc..Js niHl n.s on-J to be rtJsolvcd .. by thos e conf’e ronco ci .__ provided, · hc: w.:’:cr, !:’.::t~ if MY _’\:.,A 8r:n~8r cn o sh’b u1d. …. thrr)U{!_;h.. tiw tak ing of ~ · ~:J.dep end.ent B.C tirm C r C.’Lt 8 S!J 8Ci .:’.l. pr col eclS~ crmJ:e Cf’..rO to s e e t o it thP_ t sufficient· – . / -… ~ e·-pl.:>.nn ir) ;-~ ac cccrpa.-. i·~s t he: ind.cpen clen t nc tisn t o make clea r to the pu.blic ;}!ld ttJ nny. a:~d D.ll intcNstcd.. parties thr•. t such ::~.c tion is being t:• ‘r.cn ‘L :; F’. c(‘ ~~f c: r-Pr. ce of }. ,..,A . :tr.d . EQ · o;~A~A •. ..IF:.?.! ~· ‘Y.’li s distinction cus.:. spoci:c’icu.lly .b8 m2.Lte- clun.r·, … h~ n ··the indp-per:d.ent” .. ?.ctiott··.i nvolyes · public no•.’ls. rele2.s3s or f ilin&s o r · plea.dL1gs ·in co!lnection \otith eg~ or ref;i.ll.:J.’corJ pro9eodings. . ‘· … _: . , . . , .. :: :·.- · . :<. , ~ III. Fntters o: c:: nc.:;rn Clr..cl te~·e t t o nl1 ATA Conr’ erenccs <1.nd to the Trucking I ndustry i~ gendral: ~ A. Sud~ ~at ters are decl8.:red to “be the n::-imn.ry responsioili ty of ~-\.TA; _ :; .. ~ ~ ‘ . . . propor, .:-.r.d all p•.,_blic ap:roart:ances o:- r epresen’c?.ti r:- ns upon such- :natters. ., sh3.ll ba !!l'”‘.de by, Cl.!ld. in the I: Xle nf, the .~11erice..:: l!’n.cking :Associations,. Inc., for the ncc:cu~1t of the .ir.J .::r ic2.:~ ?r1.:.cY.:in6 Ind.•~stry- provideci, ho\’/eve~, that: l. £ nth .;..:;_;. Co~1ference shcll h:-tve the right to h ?.-re its speciaL · interests, · ci:-ctastnnces or positi8n -~ i;;. co nnt:ction v:iti’- ·,any such – rJ:’.tt2r — cleu.rly an d 59t:cificnl.ly sot out in any o r<‘.l or. ‘.>f ri tten r.:::prtJsenta:;icr_ !:!ad.e by .-\rr_-\. und.cr t h is p roceC..ur e . 2. Th·.:! .-\.:.-\. :S::xccutivo Comoittoe :JR~’ !’llthorize L:.de:?er:dent P-cti9ri by · one or l?loro of the Ar:/… Conf er-:n c..Js in any mitt t ar c:’ such g·enernl interest Hhen in ol:o j:.tc’.g’P.ent c f the Bxccutive Comci ittoe ·s uch L1d..t3pendent acti·:>n t.hould be e_u : hor-izcd. B. In q:e course o f the prepnrntion 2-‘1d pres·ent c>.tion of repres3ritCLtions 1 a s to thG apininn, d 2sires or posi ticn of t..~o .-\mcr.i c[Q Truckir1g Industry.· in con:.’HJctic n \lith nr;Y matter ()f j ntera5t–to the i 11:.lustry in general, ‘the . .o.t ” 1 ”~o r.” •· .. ~_;;, ,.e·t – •• ,L; ,..r.. •t pnc .,..;.1 lj0r \ ‘”fi ; _ ~l· c V .o. r.-“‘ ::l __ of ,.”1. ·, ,.,’ . .. ‘”\. ,..· .;”) … , (…,., ,1_.. · ~ –.::.quo~” 1. V ::l, lo .. 1., ,•• )C> ~ (.. “‘”~…. S·l· st”~L l’• C”‘ “”” – or~ tl-~ ..,J,tj ~”1. ‘T” ,.”\, Co .l11-·”r··,”C8″‘ “”~ ·’ ,…,11 .,.~ .. ,ret’ <> ~–, !’~ . T”” – ~e _,.. ., “‘” b~ .. , .t ‘ ty – ‘-‘ t.: ,_ ., .. .. . .. ~n, __ .. IJ.:J_ e,_c .. -•–· cn ~ … e r.’-‘ ~~.::e.s ‘-‘–a. J..c o:ppor un1 .. t n . .. 🙂 ,..\ l”‘ ::.. i i .. ~ “‘ ….. -, t. …, -,.. . , 1 .; r …., – ….. . 1 . ‘ ) “‘ “”‘ ..,…. …., . .l …… ~ ., , • ,… • , … ….. · r,. t . , pre:p.- t.:: t’U1L p.t.., … n Io~ lJ.c _us …. ,,. 1.- .s.tcu -‘-‘:9 ~’-‘ sc: q,:•tl..ns l.,I or,::CL 1on RS to its special ~tc asi~; npi~ n~ s f r posi ti9n s. · IV. Dctermin{-lt ion nf inter0sts i nvol\·0d irt ::m:r mR tt er. •’- A. Respo n s ibili ty fo~· i:we~tig …. t.i o.!: to d ct<;_rc i nc \·fhdf:ur a rl::>..tter included “‘i thi n t hose rul es of l)r::;coch!!’e f:Uls \’lit!1i::. Cl £tssific.:-_t ion I, II, or qr, a0cve, s!ll’.ll rc ::; t vr i r.:nrily llJ)~n_ t!: b o..! n suggo nted th.1.t it will be definitely promotive of better. \Ulderl<* :~t· t. tlli .v; , clo::; c r coll:c1Jor:”tti ·m…tions. · ‘.1 . i ·) j _• . ¥ . 11 ..:::C..:::Oc…:1.o..:!?:…: · ERE=· :..::v=:::…:-=C-=:E-=–=T:…:YP:.:..;E=-“-=.:’ft-=-=~=-=-=~=-..:..:.;_:_:S::.:T=AT3 ASSOCH .. TIO:TS c.’ . ‘ ( . .. … T.11e or~c:’li t t ee ·h “!.C feu.’! C.. th!’.t there ii\ appnren~l; consid.er(‘l.blo rooL1· for i;JJ;rovcr.wnt in n _.J1l3I.1’n ::r of t r.e af fil i. t<.:d :;to.t e associi”.ti_ons, insofar As prevision for r : L: 6.ch. G f :; u! 0 r,gn.r. i t i on f:l.l u:n~ ts bu1 . w~~~ are· of tb~ ,: . . …. c; •_, ii.l)p!1 tr:.t .. t’ .e: r~ : 1:. ur d_, J'(;cJ.~OT! f or o u.r ur,d(} rt;i.K: in €(to de ~elop>ocia· plan v: ~! r ”,l,i:{ \~t J wi il ;~ t._rf’?’n{o:t;)J-i.;: r, • our .. t; &r.tH al . in.du:; t.ry · ‘o rgM l ~t ton ‘by ; :3t ~ength ~ni ng · :. ·, o,r’ r:,•:r J! ~U!!’r:(cr;: td.zat n~d. ur.it:: , ¥/6 boli.~;ve that ou~t eventually . ‘ ” . . . . . . . . c ,Jc’ ‘(‘.tci U: e iz~ on tiit:l.l we irirylede our own protsrcs.~ wh,e n .we):’aU to – · r· ·· .:pi zu’the ~t:: rtt~Jnr ::t) .. l threo of- .o:u r ·o r .t.ua iz at’i onal U.’lLts ;:t.nd d,Q. .not _ t·(l ml rl b·.1t e to i~M~nooi t of- ~;.,u. th·r ae . – vte undurstand. , that wh~t ~~ . are about ·. h l: t.. co ::~: L:~ct ,r:.)y, noC: .”a t. .f r~t glJ.nco, . seem prac:tic?..ble ?ild. that· ·c_ori’siderP.ble _L J.;.:rJ:t :u: ~ di ;c~ ::;sio ui~9!1 the. pa.I’t: of: a1 l .c once rne d ~:ey b.e’ . . required. before . ! · l~~ l:e is rrmuf’ <-1.1 ac c aptan•:e of- the, ~d ,;;: a, _ bi.lt ~o/tl- b e llc;ve · it’ i:i sound..a{‘.d that ; . L h i :J. i.:; the t i !ntJ .· ·t 9–. o:f.fl;n: .. it. I to he ·i·nd.u stry. . . . ” . : ; . ~- . . ·. : \ .. ·. ‘: . . . .. ·—– …. __ _ ,. – t • • · :.. : . : . .. . . ….. . : ••• .’: ·· · .: ‘ • : . .. ; :. ~ .~ ~ .-: · _ ; · •• •• ~ : .. . ~ :: !. ~~~ -· ~ …:.:: · . . .scor-.n-.\END-~ ‘l’h ~ ~~: :· t·t .e o on·. H~t i o n~L ~nr:l ·· s. ~ ;:.t~· : O~gtm i zati 6~1 -r~·c·~~;nl~ nds ‘ 1to . A’l’IOH .1\’l’.A, the. .A7. A Conf.erenc.es and. the state associations .-.- and. to the- – —— – —:- officer3 .. 2.nd:.Indi.vid.uz,>.l mel’:lbel;s of ea.e·h. –~ th.cit~thel~e lie developed . ntid -put into .oper[‘,.tion _3 · .. pl~tn :for (3fllarging~ the’ memberships. of • th state .. i\J ~· ci atio~~· _; vt<.\. ~hE< .Q rw~ r,ences • . ‘ It is· the fui’thel~ recomnie!fdatio~ of this Co11.’:1lttne tha t a ny p_ln.os.;~9,dt;:yeloped includo 11 joi~·t effort 11 b:r _st’n:t,e>associa.- ·tlurltl, –.A’l’A Co~1fc:re nc .’l and A”.L\ . in . tl:. .l ·mi3J’1bcrs for l ·L 1ui utate iis:Jotin.tio!l3 rillci ·the co~fere;ces and that all o·f our ··arganlzationaJ. ·. lL’1i t:J · adopt n.’l d. · pursutl a . consinte=:t policy of . cooperat_ion and.· oll a.borati~n,.. · each \’lith the .other_, . 11nli. all tageth~r, .in _ the dr;;iv_e :·for ·a bigg~r,·. sttonge:r:, ; 11!0 re ‘ effectiVe ‘ ;:ln_cf .J’8,Sj)G C tC::d. /1 OrfJ<“.ll.i Z~: ·trucking· .1ndust.:t”j • II : . .. ·-~ · _. · ~ .. . .. • ‘ ,. … • ‘ • ~ o ‘ . ~ • • ‘ I o • • • • t • , . • • • • • • .~ ‘ ‘ ‘. • – .. .. • • o • -·• …, . ‘ ” •··- • cE ER \L: s:r.!m.:.til’:’ ‘oir. TRUc:.:hro rNnus’I’RY oRGA.:’ITz:A’i’Ioli J : -· · .·· ~- – ~-:–. .. ·.·· . . : … .. ; . -:·· .. . . . ‘l’he· Coffiii.! ttt8~ ~n· N.r>.tional .nd Sta~e Org~ization was ‘fo.rmed_: ~~-a ‘special . coP.11n it tee. to . s tug.y .. the . E;cne.,rq.”i~ o rGa’1i zatio nal .set-up and fund ion ing pf th~ orgnniied trucking· tn~tu~~t~y~ .. H.or-e .th~n t\,,o _years have··:bee.n devoted :tc( such · (_. ) . ·~ P.n e x;nination :_ ol .Q’cir.. orgn:uizhtfon·. and the Comm1ttee .has’ developed a n-umber of·recor.m:endatior1 s fo_r irirQ~ov:emen.t in.the·effec’tivenes.s: and -efficiency· of our ar.s.n.ni’za~ional un£ t~:_ ~o.;t _of. , t..~esa 1·a~ommenP. ati·oni h~.ve -beJ:ri :e:dopt-eci a.’ld — . .- we believe that \J!”iep t.}j_e reCQ!JI:Jend_ations. eon~ainerl. i:rr thi·g “.fefiort nave been ··c·.Cted uncin’ by ·t ·he ihd.u,st.:o<. t~e .~ssigru’ll~n t, g;i;ven. 1 .to· .,.this· ‘Coniini.tte&–Will he~·t.. -r~.anizad.~~·ai :.$t~Qtur~_ is the· orfe ‘rno·st suit~ble . .. ·n:n ~ ep.-ectlv_e, ;f<):r tJ::e:.indu.str:r ?-t· ~h~5 -time · .-.nd’ for the forese”eable .·_ ,_. future~ . · .. ·. · · .. ., •. ··. .. · : . · ·: . ‘•( .~ · · ·· ··”:’ ·. ·. · … .. ·. • .. . ‘ .” . ‘. ~.. ·: • . • ~ • , .·,: ” r ·. , .. f · ,’ ., 1 •· ; ,•~ : , : :’ . ‘ · : .- •• ‘) ·: ~ • ~;? · ~ ~ • ‘- . ·. ‘·. (2). · The_ est ·arf~ l; i~i-ltio;t,al pet~up fo:r the ··tr1lCking” 1ndua~l:”Y ,. ~t?-~t . .. embrace: · …. · · · ·· ·· ··: . , . · · ·.· : ··:· .’ :,_ .. … · ·· ~-. • : . A st:ron~ S~i+tC a~socifi_tion·in eitch stAte·. ·’. .. : . • : . ~ – • · : I • • . ·. . . . ·• ‘ • . . . . •• I . . I . :. .. : ‘·_ .. • I • ‘ ·.’ ~ • . ,..-~ • . b~· . c)~ g~i ~~q.· .and . ~ff~cti..ve AT.~- C~~ferencis :for·· the· nr~tecti~n .and. , J . . -f ~ . . •·. : ~ . . . ‘ . . .. ·. – . . ~ • . .••. _. • • “‘- ‘]1~b.fo:iot.i qn on a .. nat io!11’\l: · sc?.le . of .i th-e spec-i P.l .i nt·e rests o_f ‘ the . , . :.nieCiaJ, c].~:;ces of c a :t’Fi:e-rs –wi:.ttli:n -the ·induat’ry .: ,.. · ‘ ~ . … ,·: :_·. ·.~.· ~ … .. ·: · … . ··: .. ~·-~ ; · . ::-. ; …. ;.· :_~~ .. . … . :·· · . ., _.· ~ …. ~· -“‘~ ~ c. ~ · Ari””effic.iently :tunc tioni’r.g ld’A -(or.· ‘HAshing toil- 11 head ~uarters 11 ) . .. . . . . . . ” .• . . •· . . . •. ‘ · whiclr’is’ .adeq_uately staffed And so o-rganized as to ah~tble it .. .. ·. . n. ·. ·’· .. .. -9- . . \ most eff,ecti\•ely· to hancUe national !1robiems of th.e trUcldi:lg industry; to nroiilote the industry n:~.tiona.1ly; to rehd.er ·c .ertain !1eeded services to the· affilir~ted state ·a.sooci3tions :!\.l;la. the ·. ATA Conferenc-es; Pnd to correlata ·?.nd ·c&tlrctd.:.a.te. the· ‘!>ro~i-<t~s ,-=”” ._·=”” _=”” .’1.ctivities,=”” policies,=”” etc.,=”” of=”” ailof=”” ‘=”” t.h=”” p.=”” org?=”” ni~a.tio:ial,·=”” units=”” .’=”” -•=”” r.1-‘?.i!1tn.ined=”” by=”” the=”” industry=”” –=”” t.o=”” end=”” that=”” orga.ni=”” i~d.=”” ·:=”” tr:ucking=”” nhall=”” most=”” effectively=”” and=”” econor.ji=”” c:ctlly=”” ·.exert.=”” .,=”” i.t·s=”” a;reatest=”” weight=”” for=”” :proi:lotion·=”” f!.-‘1d=”” protact~on=”” ,.=”” ··=”” -·=”” ·=”” motor=”” truck·=”” a:1d=”” free·=”” u.!1tramneled=”” em;=””>lo~en t of· t~e : motor truck in the tran~ortation o f – pro~ierty· in t~is count1.·y. · . . ‘ … ‘.J. \ . – ~ He do not believe·that the · trucking industry-ce.n, at this · tiiJaj._:_dis:?enae·· f 1vi th o.~y one of” t~1ese three orga:-lizational. un, _ ts, ·.H tho1.1.t rasuJ.tc:>~’1t. loss·- in the effectiveness of the inc:lust:r; au an orva.nized. force.· ‘ra.do . beli-evo · that there· i.s-still room for. clarificati~n -_ of : the~ fields wit.!”lin:-.\oJhich i . · ep.ch· of · these essential orr,anizationaJ. tmi t$- wilL fu.’1ction · C~”…!ld;: that,., as tioe pass·es, ·1Jrogress can and sh.ouJ,d· be _ Elad.e · nlong· the· line-.. of:: 11 tight.ening up 11 our orgpJ1izational !!la\!hinery ~~ud..c eliminati.r:.t.s d.uplicating· servicet · e.ctivities and costs to tr..a ‘truck O:Jerator~. . . . . . . ·· . 1 (3) \\ The principle’ of J:l?.intaihinr. our truc~~s industry orsanizaticn as. a 11 f edera tion of state t ruckin:; as soc ia tions·,. \·lith a. central Hast.ir.gton, l:ea.dquart er s a!1d spec i ?..1 Conference units for: S”r.JeCi?.l servic 8 tc snec iA.l gr ?u:~’ls 11 · is sound.. – .- – · ·· ; It r.mst be recosnized by all, h0\o{8Ver, tha:t . W6 CClr’JOt ho11e ·to h?.\'”e and to r.t?.intain the r:1ost nearly perfect orgMiz;:\tior.i alan;:; these. lines until e>nd unless \”/8 solve the fund?Dental ~)roblems of :finr.r..ci.:’~R of the V!lrio’.ls co!:J:_Jonent ])P_rts of our orr;p.ni Zc:>.tion. So long as we require. e?.ch of our orga.ni z:-..tiona.l units to depend U!Jon its own ingenuity fl.nd eDerg’J for .its cor.._ti_r.ued e:Q.stence, _WJ; _____ —–~7-‘- s!–.all · to some extent req’J.ire our ·various orga…”‘!iz?.tio~.l ur..its to 11 cor.1:nete 11 · for support frcir:1 the truck operators, who, i~! the fin-“‘.l e.r~alysis~ Dust TJ?:Y the “bill. . . .. – .. -· – . • _l ‘I”h.is comr:Jittee is .. rr:Jly of the ou1n1on that if this t:touble~ope question of ~de quat e fin ?.!!C i ng, · ~he–· stat-e -~s soc i?.tions, the .;.’)}~A_ C cinfe’reric es a.”‘ld };.’:!:A;· . itself, could. be r resolved. t~e. industry vould 1)Q!1efi t £:rDP.tly 11 ~.:!. would:.- ” ‘ hnve tnken n. very · s·tep fowe>.rd . tr..e cievelbp!!!ent , of tp.e ~o st efficient ‘ orsnnizfl.t”ion..U oac ~·le de :1ot believe t:-tat a final ;md. aC’:eqU.ate solution· of U:is firi;:~ncin “! 81:’! C .<>n be e.:.\.;>ected 1’\t “ari ‘early d?~te, but we cU-e cei·trt.in such a solution rn~s ioRt ely be fo ‘.lnd P. n~i. \.fe beli.eve tr..~ t .it ‘”~il be _ to· – the best interests o H~1ci· r.re af’fccted for tl:em to devote .!~~ rious cantimrlrig ‘!nil coonerntive tp · to the St3arch for the n.<1swer t o this :pro.blem. ‘ · Frarik ·· rGco~ni t-ion of th ~ existence of the ;_)roblet: P.ncl i:1tellir;ent collf’..b”Or?-tion in ~ · the search for its r..nri11tH P.re incum~ !lt UiJOn eve1~y · oer.Jbe.r of the inr .. _dstry ~d. every ennloyea of th.e ilhlu·stry. Any o t her fl.ttitud.e \:.;?On the 🙂 a·rt of e’%-£h-8r . ·. industry- merJbcr or industry en:;loyee is contt;•.ry to the best interests ‘bf _the o r §:”.’\i1i zed· trucking indtts try. · \\ . (4) There is yet .too little recofni tion by oe:r,bers of t!1e state associat_ions. the ATA Conferences and the ATA overnir.~:; bc0.ies — ancl- specificaily e.r..d : ptu~ticularl,y ~I,JO;l the part of too many 01:rployees .of •the stat~ associations, the AT.~ C’onferences . niH~ A’rA proper o:f the· f~ct tl:at there is but · ~ne : , _ > – · ~’:. __ :.._ ~ -_ ~” .-. :-10- ‘ _ _.__. 43 ~ ‘ 324 . :–·Jc ~·C:i:Jt..7 .~’1:l tG’ :~ r.:d t~ at ·, ry e r.:ployea c f t~f( t -inC.u::.try rfn.l5t -e oJ;t~id. er l.i ~:1 l.t’ :·J •,:\r:; c f t r.e :’tt:uif! 11 w:-.ic b ::: 1-c: l<:s to protec t end p romot e that ; l• J: t. ry . ·l l.! f •…:. tU !” e of every truck C?t: r ator ci Of r~ ry em!?ioyee bf .. the ~. ,lJ: n:>:; or; <~t :J , X’:.A Cor.fc renc o s , an_d. .ATA i n, e n t irely dependent tl.PPh the wt. i: L~t:C. x-J::;te ~ce d. 🙂 of~ os s .of trr.ns::;ortation of pr. operty by r.!oto’r ··.’ .. . \I11o n cor:;;ar e·l to t.!1e li”rcn t basic coi?.mon interests of rll, . the few di verg~rit . :.•j•;cia1 i::te r c:1 ts c f ce rtni.n cl asn e s or tj:;es of carriers. ~ink into insigilificanc If \ve l o:;e l~:e ~-:;!”lt fo r })Ublic acce11ta.nce of tn ot:or transp~rt • an9: th~ use: of· ·· U:u 1.wto r tr,1<: !c l:; ~c err.!. y d. icnp-:-H d. end restri ct ed , the small differences :,c t ween truck o0 rntoi·~ \” ill · be of no cons otlUence. · ‘Yie, as ir>.divi,!iuals etnd. Vu our- h Cl’.ch of our 9:rsMizationpl \.1..’1its, must. bring to benr the gr.e.atest · ··’ ‘>Ct ~JS UJ”O of W’hich ·;~e :>_T C Ct’..:pablo tO incul,Cr!te into trucking OperatOrS and , t Ii.H; kbf’· or ;:- ~nizn.tion er.r'[‘)loyees p_n uncier:;tund.ing· Md. observance- of! the absolute r:ccos:;i_ty for 11 holC.ing UI). each other 1 n: hands” in: .the common campaign .. · Insofar. ;!:> we · tolen.te btrr’.-ir.d.).lstry bickoring ?nd destructiye·.- cri tic ism, , we reduce ·· t~8 8ffccti veness of tl:e c.rgMizet’. inctustry and retard· the: d.evelo”(Jment of the r c:c.c lly i:reat or-:anizntion. of whi.ch we P.re potentiallY capable. : : : ·~ . . —– l:CO~l:-8ID- I A’?IOiJ . ·- ·-·—-· _:__!. ‘Et’ !NATION OF E-£E COI,iMITTEE The · Go!:’.!:!i ttee on National and State Organization reco~end~ to the ATA 3xecuti ve Cor.mittee t:ta t I with . the acceptance by the :SxeC’~tive Co!:l.”!littee of. this ‘B<=uort, ·· the ·cor:mittee. on- National . a!!d State Organization be d.i schart;ed.: :: ‘, , . , -: ·. : . ‘ . • . , . ‘”.’·• . ‘•- I ” It is further rec’or:’..”:lendeQ. that, ·to· insure t _he ready ‘availabi.lit.y: o_{ an. orgi’!nizatior:aJ. r;rou~ for tb.e IJerf 9mar.ce of the fuiictions of tiiis c.ommittee. t!1e :Sxecut i ve Cor:!:’.: it t-ee trr>.nsfer such fu;·1c tians and responsibilities to · the . Subco:J8ittee .on Orc e.nize..tion::tl Matters \..chich is maint~ined by . the ~xeeutive Coani ttee as one of i v sta.”lclin~; cor.1:1i t tees. ” ,_ . . . .. , · ‘ • .. .. Re S!JElC tfull.Y subl!li t ted, ;_ CoElmi ttee on national ~d Stat!J . . Or&arii .ze,.tion· ~ –: · —5 1177 ,. .• -{ ( ; .. 44. 325 Gentlemen: SUBJECT: Sixth and·final Report of the Cownittee on National and State Organization. . Jllc. .• ! – I enclose .a copy of the above indicated Si:cth Report. This r eport was adoptedby tf!l~ .-\.T.A Executive Committee at its meetir..g in \’las~ington last v1eek. The .ATA Committee on National and State Organization r…a.s been discharged and its duties and responsibilities have been transferred to the standing Subcommittee on Organizational Matters which is maintained by the ATA Executive Coinmittee. T’ne more than t110 years’ \vork pf the Committee on National an:d State Organization has, I am sure, contributed much tt>.at is of value to our inldustry. I believe there is general opinion that our industry orgnnization_p.J. machinery has been improved · as a rc::sul t of the studies and recorruJendations of the Committee. \fe believe, and. there seems to be general e>.greern~nt, tha t what has been done vill definitely qontribute to th_e b_e.t_term.ent o.f_ our-s-ta.te -as-so &i-at-io-hs-.- ou-r-:-All’-o.A.:–Ge·af.eren-ces- and…:..A!i?Ar p·ro.pe-r-.—• ……,_.~ All of us, indi.;,idually a.nd in our organizational u’ni ts, must go on from here – with full determi.rration to develop to the full e st the ·collaboration, the cooperation ~ . …. -·——- —-r, tho ir..quiries~ ·nod the friillk and opjechve discussion ‘!’ffiicb. :#”as · encourn.:,~d hy the Colll.mittee has helped to lay that fotin~ · tion. \ ‘ \ … _., .. :;.,,),, ·..; ··· ·;.. … ! .. ~ – …I h.<:~.ve been greatly honored an<;l. privileged . to have been .. the nonina l h ead of t.his spler.did co::u:; i nee. .r ao f ul,ly cognizu:”lt of t h e fact t ha t \~ at ever l>..-“‘. s been accoiiJPlished is to the credit of the f i r: e p eople who · b .• ‘l.v e s o earne stly ·a nd . sincerely carri ed 0:1 e.nd as sis ted Hi t h tl”le rork of hhe Goinmi t’te • They clicl the j,ob. It Has sinply’ IT!:/ fortune to have opportUnity to Hork wl th t h em. .. ; ‘\,·· ·. , .”:. l ~ : : . \ , ,. . ‘( o\ i · . . I . ‘ ‘· 1. …… … ..s J: ‘ . . _ . t :~: • < , • .• \ ·/ · .. ‘-lo / ” ‘ \ ~- .. 11 ‘ ·J .\:. -;:> , .. ;; ; . . I I _’ j. ! .o\.s Cha iro u,n of tl1o Col!l!r!ittee, ~t is ny delegated ciuty and ·· my pleasure to p a ss on to ea ch oenb er of the Cor:ll:littee, · each pr si de n t and :.1nnEtg er o f a sta te associ a tion, each Confereilce chairuc.m and li1a.n.1ge r cL'”!d ea ch industry r.1 eober .\-ho 41-elped. \~ith the ‘t a sk, the v ory r e al appre ciation o f the indus tl”‘J’ and of :th.e AT..l. Executive Cor.1r:litt ce . To each c f you~ the ir tha.nks. · ( A.nd froc tl c, pct·nonn.lly. oy ~r. J bdJJfldne~s. It hn.s buen ~n ~~ I<·~ ~’ U 0 1: 3UCh 3. tl’..Sk. -2- rnt~ful acknoHladgecent_ of your splendid spirit. inspiring experience to have worked with p Jople · ” – ~· -~ -::—— ~- -~ — l. Buhner . 327 · ‘ Buhner: One of the inter.esting things . of a:ll the work that was done and all the . members. tha:t part i cipated inthis did it on their time without pay from anY of the industries, as far as I know. They were ail s·upplied by . their companies and their companies no doubt pa id thei r · · · ··. . _ own individual expenses. There was no’ menetary enumer.ation for any :of these men. This was all done free and willing and was a cont~ibution to the industry. Woods: Well, Mr. Buhner, this report was completed in 1947 and as this is now 74, it has served 28 years as the bible for the American Trucking Associations. That’s quite an honor to you and the members of your committee. Now, as you earlier mentioned to me, it has been ·reviewed at different times over the years to see if it could be . improved and even-your ‘ole friend, Mr. Henry English, ten years . ag~ -; eviewe :i as a. · committee· chairman Oian “t_…;.._~ he? Buhner: Ten, or so, years ago. Woods: And it’s never yet been· imporved upon and there has been very few cna.rtges and those were not really really. changes, but o~ly· the addition of more vice presidents, or officers. There has been more vice presidents elected, . . . but basically it’s still the same. Woods: . Well, that must . make you and the members of your – -·committee proud that you and they did such a tqorough. ·job, ~ Buhn e r and you certainly should be congratulated f or – ‘ . it all up. Now, to continue on a· little bit, Mr.: – ;.·. J -. r ‘~ ., Buhne r, you had two brothers with you in the trucking bus~-. iness , is that not right? And later you -l~ft th~ ~~ ‘ – industry arid turned the Silver Fleet Trucking Company _( ·- ~… . ‘ . ‘·: . ,!..f-l• over to them while you returned ‘to the f,er:terlizer U:_Gi.n~s~ of your previous days. f- -: – Then fol;lowing all that the S-ilver-· I – – Fleet was sold and now your brothers are no longer-associated with the ‘ t_rucking industry. Is that correct? Bulmer: That’s r:tgh~. Woods: Now one other thing. This is something I should . have asked you t the very beginning of your intervi-ew. but fa~led to do so. What is your nat~<>nality, Mr. B~e~? Are you an old line American? ‘ . . Buhne r: – I am. I 1m a fourth and in some place a fif.th· • i . I ·”! I -‘~ d t G / – i —-‘-t-ese-e-n -an , – ce-I!man •. ———–,~——t—,——-;·~.__r~——- -~~ I ‘ Woods: And they settled here several years _ S:io in _ Se~our r, – \ . – ~– I suppose? Buhner: They settled in what they Jackson Courity• ,- -j Most of my forefathers from back in ~-···– ~ ions were ttll ‘. 1 ,– – farmers. They, _ – … —most o_~ ’em,-~ … – .- up the Mississippi River up the’Ohio and then settl~d about … – ~ – 50 miles North of Louisville. ‘ – tf ·- – . a settl-ement – – ‘- up there, and my father _ t’ were born and raised ther&, in _fi -, – . country. – Some ~f them, _ – – — I don’t recall just who~ came- from the far c:otintry . – – -·’ Btthner 329 into Cincinnatti and then i came down; . ·and wer~ settled in that country there. . ~ Woods: Well, you’re what they wouid call an American· Continental. You’ve been here· four generations. Buhner: Four, and in some respects; .f:i,ve. Woods: · We have just heard the Buhner Report; the ~ible · . . ‘ of American Trucking,.£ ~~9m the time_ of its conce·ption to this very day. It gave a rule or’ ·thumb _guide to ~ a loosely · . ” formed industcy in 1947 .that we.lded not only interstate but all brancpes, types and classifications of the entire industry,into the world’s second ‘ largest industry. Second .. •• • ‘I ‘ only to agriqulture ~ Our trucking industry responded wh<;>le · … heartily to the Buhner Repor~· and· in compliance to – !:- Section C under Artic~e 2 of the 6th. Report sUggesting · , a Washington headquarters; today stands a building at’ . 1616 P Street, Washington, . D.C., wh:i.ctr· is the “TT’Jr+:-l~nr”‘–;—-‘-‘—-‘–~—-,–J . . headquarters ofthe _ATAs. Altho~ghthe:te has been no basic . changes of the B~er Report since it was ‘first submitted in 1947, there .have been some addltions in Gonferences and Off±cers; stch as, vice _presidents an.d $ti-forth. ·I believe · todlcy’ ther~ are 13 Conferences instead of the origin.a_l 10′ _· -mentioned in -this report. What is. a Conference . in the ATAs? · ~ So the student will · know.: An ATA Conferehce is a- group . ·• . representing one specialized, field; . b,rim<7h, or typ~ of ‘·truckil).g within ‘the i,ndustr.y. For instance: Co~on Carriers, – — Contract Hauler; ·,steel Haulers, Film Haulers, Spec·ial Conunod~ _’-.. ‘I Buhne r · .. . .• -L~'”‘ ~ ~~~ … -.. 1 tieo , and so on. Each being highly organi~ed arid as per · Buhn e r Report; each having their say· in _ the ATAs. In: ~ mY: , . own mind probably the most important Conference in the . .. ,.Atas is the Regulated· ColTDllon Carriers Conf”erehce, whic:t} .. v. . is referred to as the RCCC. It is important’ because it’s ‘ \ objective is to dete’rmine and reg\.tlate new commodities to – – . the transport~d; therefore, created new hauling contracts granting more revenues to the industry. Stu_9ents of government cJm readily see. Mr~ ‘Buhner, and the members of his committee, whether kngwing or unknowing, compiled ~ . — their Buhne-r Report along the lines of our country’s . constitution, by having 3 major powers; namely: the AtAs Conferences, the ATAs State Associations, an(i ·the ATAs . Board of Directors, and all-being watched –over by the – i ·. ATAs Executi-v.e Committee. The same as our nation’s 3 overlapping powers: Executive, Congressional; and J~dic aial. . // -.- .. To be sure; it is as it st~tes; a Federation of the .entire American Truc~ing Industry. In closing, Mr. Buhner, has asked me to be sure to give credit to, Mr. Ray Atherton_; former General Manager of ATAs, who is· nol’J retired·· andt·was _. . . ., ‘. ‘ .· .. I rl < – a most active member of the Buhner Co~ttee, for ‘the sectioh · … _ on our Truck Association Managers, – ap.pear-ing as the th:Lrd .· r ‘ ·::f· .. – heading of the Second Report of the ATA C.omili.i ttee on– National .• ” – .. , ___ ;:=– ‘ – /”. and State Organizations, which.-was submitted · on October: 17; . · 1945. Mr. Buhner informed me that Mr. Ray Atherton should-‘ . .:_’- {II J receive full credit for the entire recoill!llendation on Tl:uc;k · – – .· – ‘Association Managers. 4 . • -. .. . / ~ Buhner I~ is unders:tandafle that I w1;.1, again .. be visiting-Mr . Buhner in reviewing his entire recording and receive his – 331 final approval for its publication; but in. all likelihood; to the listener, Mr. BOhner’s most hist~rical interview is. co~plete. At l-his time _I wish to stat~ that I have never interviewed anyone in American Trucking that has contri- . buted ~o much in so many of t~industries ~iffer~nt fields. And I would like to add\that he too, as all . I the other outstanding giants of the industry I have interviewed, is extremely modest. It is a trait that I have . noticed each and every one of them posses. ·None of them claim glory, but as is so evident in Mr. Buhner’s interview, they are forever trying to give credit to others·; Personally, I am convinced that standing records will cause history’s gyrating needle to point directly at Mr. Edward ~. Buhner, as one of Ame~ica•s trucking few great figures. He will -probably be remembered ·most fo’r the Buhner Report; . as second Preside:q.t o-f the ATAs, and his legislative victpries; -but; ,those three major contributions form · only the head of his comet that blazed over the industry’s horizon during ·it • .s trying years. · Tl:le st’::eaming wake o~ his_ coinet engulfed numerous other important contributions, “as records and this recorded interview reveals, and without … . .. .. .. them trucking would not be so stable as it-·is today. In . ., jolJiing the iisteners in bidding Mr. Buhner farewell, .w-e . • ( . t. Buhner 332 wish ·to g,ive equal credit to Mrs. B~er; for as all wives of the· industry’s Foun”