ABF NATIONAL MASTER FREIGHT AGREEMENT

For the Period of

April 1, 2018July 1, 2023 through June 30, 20232028

covering:

Operations in, between and over all of the states, territories and possessions of the United States,

and operations into and out of all contiguous territory.

ABF FREIGHT SYSTEM, INC. hereinafter

referred to as the “Employer” or “Company”

or “ABF” and the TEAMSTERS NATIONAL

FREIGHT INDUSTRY NEGOTIATING

COMMITTEE representing Local Unions

affiliated with the INTERNATIONAL

BROTHERHOOD OF TEAMSTERS, and

Local Union No.______ which Local Union is

an affiliate of the INTERNATIONAL

BROTHERHOOD OF TEAMSTERS, agree

to be bound by the terms and conditions of

this Agreement.

ARTICLE 1. PARTIES TO THE

AGREEMENT

NO CHANGE

ARTICLE 2. SCOPE OF

AGREEMENT

NO CHANGE

ARTICLE 3. RECOGNITION,

UNION SHOP AND CHECKOFF

NO CHANGE

ARTICLE 4. STEWARDS

NO CHANGE

ARTICLE 5.

NO CHANGE

ARTICLE 6.

NO CHANGE

ARTICLE 7. LOCAL AND AREA

GRIEVANCE MACHINERY

NO CHANGE

ARTICLE 8. NATIONAL

GRIEVANCE PROCEDURE

Section 1.

NO CHANGE

Section 2.

NO CHANGE

Section 3. Work Stoppages

NO CHANGE

Section 4.

NO CHANGE

Section 5.

MAS

NO CHANGE

Section 6. Change of Operations

NO CHANGE

Section 7.

Any grievance committee or panel, as

constituted under this Agreement, shall have

the jurisdiction and power to decide

grievances which arose under the preceding

agreements and supplements thereto. In

doing so, the committees or panels shall

follow the grievance procedure set forth in the

2008-20132023 – 2028 Agreement, but apply

the contract under which the grievance

arose.

Section 8. Sleeper Cab Operations

NO CHANGE

ARTICLE 9. PROTECTION OF

RIGHTS

NO CHANGE

ARTICLE 10. LOSS OR DAMAGE

NO CHANGE

ARTICLE 11. BONDS AND

INSURANCE

NO CHANGE

ARTICLE 12. UNIFORMS

NO CHANGE

ARTICLE 13. PASSENGERS

NO CHANGE

ARTICLE 14. COMPENSATION

CLAIMS

NO CHANGE

ARTICLE 15. MILITARY CLAUSE

NO CHANGE

ARTICLE 16. EQUIPMENT,

SAFETY AND HEALTH

Preamble

NO CHANGE

Section 1. Safe Equipment

NO CHANGE

Section 2. Dangerous Conditions

Under no circumstances will an employee be

required or assigned o engage in any activity

involving dangerous conditions of work, or

danger to person or property or in violation of

any applicable statute or court order, or in

violation of a government regulation relating

to safety of person or equipment.

The term “dangerous conditions of work”

does not relate to the type of cargo which is

hauled or handled.

If the "ABS" warning indicator is activated

prior to a dispatch at a shop location, the

tractor will be repaired or switched out. If

it occurs "on-route" it shall be remedied at

the next shop location.

Section 3. Accident Reports

NO CHANGE

Section 4. Equipment Reports

NO CHANGE

MAS

Section 5. Qualifications on

Equipment

NO CHANGE

Section 6. Equipment Requirements

(a) All tractors must be equipped as

necessary to allow the driver to safely enter

and exit the cab, and hook and unhook the air

hoses. All equipment used as city peddle

trucks, and equipment regularly assigned to

peddle runs, must have steps or other similar

device to enable drivers to get in and out of

the body. All twin trailers used in LTL pick-up

and delivery operation with roll up doors

purchased after April 1, 1985 shall be

equipped with a hand hold and a DOT

bumper which may serve as a step.

All equipment purchased, ordered, and/or

introduced to the Pickup and Delivery

operations after April 1, 2003 will be

equipped with air-conditioning and will be

maintained in proper operating condition

throughout the year. The Company will not

exceed two weeks in making necessary air

conditioning repairs during this period. It shall

not be a violation of this section to operate

any unit while waiting for repairs.

(b) The Employer shall install heaters and

defrosters on all trucks and tractors.

steering axle of all road and local pick-up and

delivery power units.

(d) All road equipment regularly assigned to

the fleet shall be equipped with an air-ride

seat on the driver’s side. Such equipment

shall be maintained in reasonable operating

condition. All new air ride seats shall oscillate

and have an adjustable lumbar support,

height, backrest and seat tilt.

(e) Tractors added to the road fleet and

assigned to road operations on a regular

basis, whether newly manufactured or not

newly manufactured, shall be air conditioned.

(f) When the Employer weighs a trailer, the

over-the-road driver shall be furnished the

resulting weight information along with

his/her driver’s orders.

(g) All company trailers shall be marked for

height.

(h) No driver shall be required to drive a

tractor designed with the cab under the

trailer.

(i) All road and city equipment shall have a

speedometer operating with reasonable

accuracy. Pending the final ruling

regarding the speed limiter proposal filed

by the FMSCA, law permitting. the

company agrees that starting thirty days

after ratification of this agreement all

equipment for the road fleet shall be adjusted

and/or specified with the manufacturer's

maximum road speed of seventy (70) miles

per hour, notwithstanding any other

agreement or understanding.

(j) The following minimum measurements for

fuel tank placement shall apply to tractors

added to the fleet after March 1, 1981, with

the understanding that there shall be no

retrofit of equipment currently in use: (1) front

of fuel tank to rear of front tire-not less than 4

inches; (2) rear of fuel tank to front of duals-

not less than 4 inches; (3) bottom of fuel tank

to ground-provide clearance not less than 7.5

inches, measured on a flat surface; and (4)

all fuel tank measurements as stated herein

include brackets, return lines, etc. in

determining clearance.

Any alleged violation of the above

requirements shall not be cause for refusal of

the equipment, but shall be subject to the

grievance procedure as a safety and health

issue.

(k) The following shall apply to shock

absorbers on tractor front axles with the

purchase of newly manufactured tractors

which are placed in service after March 1,

1981, and with the understanding that there

MAS

shall be no retrofit of equipment currently in

use: Where the manufacturer recommends

and provides shock absorbers as standard

equipment with the tractor front suspension

assembly, properly maintained shocks on

such new equipment shall be considered as

a necessary and integral part of that

assembly.

Where the manufacturer does not

recommend and provide shock absorbers as

standard equipment with the tractor front

suspension assembly, shocks shall not be

considered as a necessary or integral part of

that suspension system.

Any alleged violation of the above, including

maintenance of existing equipment, shall not

be cause for refusal of equipment but shall be

subject to the grievance procedure as a

safety and health issue.

(l)(1) The following shall apply for the

minimum interior dimensions of the sleeper

berths on newly manufactured over-the-road

tractors purchased and placed in service

after January 1, 1987.

a. Length - 80 inches; b. Width - 34 inches;

and, c. Height – 24 inches.

It is understood that a “manufacturing

tolerance of error” of one inch (1”) is

permissible, provided the original

specifications were in conformity with the

above recommended dimensions. It is

understood that there shall be no retrofit of

equipment currently in service.

(2) Interior cab dimensions. Effective January

1, 1988, the Employer, in placing orders for

newly manufactured over-the-road tractors,

shall request of the manufacturer in writing

that there will be compliance with as many of

the following October, 1985 SAE

recommended practices as possible: J941-E,

J1052, J1521, J1522, J1517, J1516, and

J1100. The carrier, upon request, will furnish

proof to the National Safety and Health

Committee that a request was made to the

manufacturer for compliance with the

aforementioned SAE recommended

practices.

(m) The Employer and the Union recognize

the need for safe and efficient twin-trailer

operations. Accordingly, the parties agree to

the following:

(1) The Employer shall make available to all

drivers involved in the twin-trailer operations

training in the proper procedures for the safe

hooking and unhooking of dollies and jiff-lox.

Upon request, the Company will furnish to the

Union a copy of their training program.

(2) Dollies and jiff-lox shall be counter-

balanced or equipped with a crank-down

wheel to support the weight of the dolly

tongue or jiff-lox. A handle will also be

provided on the tongue of the dolly or jiff-lox

and shall be maintained.

(3) A tractor equipped with a pintle hook will

be made available to drivers required to drop

and hook twin trailers or triples at closed

terminals.

The Employer shall make a bona fide attempt

to make a telephone available for the driver

at closed terminals during the trailer switch.

(4) Whenever possible, the Company will

hook up the heaviest trailer in front in twin-

trailer operations. In those instances where it

is not possible because of an intermediate

drop of less than one hundred and fifty (150)

miles or scaling of the drive axle, the driver

after driving the unit at any point on the trip,

determines, at his/her sole discretion, the unit

does not handle properly, may have the

Company switch the unit or authorize the

driver to switch the unit and be paid for such

time.

(n)(1) There will be a moratorium on the

purchase of diesel powered forklifts and

sweepers.

(2) It shall be standard work practice that

every diesel-powered sweeper shall be shut

off whenever the operator leaves the seat.

MAS

Under no circumstances shall diesel-

powered sweepers be allowed to idle when

not attended.

(3) Diesel-powered sweepers shall be tuned

and maintained in accordance with

schedules recommended by their

manufacturers. The Employer shall provide

copies of such recommendations to the

Union upon request.

(4) Improperly maintained diesel-powered

sweepers may produce visible emissions

after start-up. Therefore, any such diesel

powered sweeper that is found to be smoking

shall be taken out of service as soon as

possible until repairs are made and that

condition corrected.

(5) The Employer agrees to cooperate with

those government and/or mutually agreed

private agencies in such surveys or studies

designed to analyze the use and operation of

diesel-powered sweepers and diesel-

powered sweeper emissions.

(o) As of July 1, 1988, as new equipment is

ordered or existing equipment requires brake

lining replacement, all brake linings shall be

of non-asbestos material where available and

certifiable.

(p) Slack adjuster equipment (snubbers)

used in multiple trailer operations, whether on

the trailers or on the converters, shall be

maintained in proper working order.

However, it shall not be a violation of this

provision for the unit to be pulled to the next

point of repair if the snubber is inoperative.

(q) Converter dollies may be pulled on public

roads by bobtail tractors if all of the following

conditions are met:

(1) Tractors used in this type of operation

shall have a pintle hook installed which has

the proper weight capacity and is designed

for highway use;

(2) Neither supply nor control air lines are to

be connected to the converter dolly when

being pulled by a bobtail tractor, and the

tractor protection valve shall be set in the

normal bobtail position;

(3) After October 1, 1991, tractors used to pull

converter dollies bobtail must be equipped

with a type of bobtail proportioning valve

(BPV) in the tractor braking system, unless

equipped with ABS;

(4) It is further agreed such configuration

must comply with state and federal law.

(r) All newly manufactured road tractors

regularly assigned to the fleet after July 1,

1991, shall be equipped with heated mirrors.

All road tractors ordered after April 1, 2003

shall be equipped with a power mirror on the

curbside. However, it shall not be a violation

of this provision for the tractor to be

dispatched to the next Company point of

repair if the heated and/or power mirror is

inoperative.

(1) All new diesel tractors and new yard

tractors equipment shall be equipped with

vertical exhaust stacks.

(1) All new diesel yard tractors shall be

equipped with vertical exhaust stacks. All

new diesel road and city tractors shall be

equipped with horizontal exhaust systems

that meet regulatory and FMCSA

requirements as specified by the

equipment manufacturers.

(2) All road and city tractors shall be equipped

with large spot mirrors (6” minimum) on both

sides of the tractor by January 1, 1995.

(3) All road tractors and switching equipment

shall be equipped with an operable light of

sufficient wattage on the back of the cab.

(4) All new road and city equipment shall

have operable sun visors.

(5) Seats on forklifts and sweepers shall be

maintained in good repair. Forklifts

purchased after July 25, 2018 shall include

seat suspension (spring type suspension

MAS

underneath the seat), incline and a

mechanism to slide the seat backwards and

forward.

(6) On all road and city tractors, the cab door

locks shall remain operable and be properly

maintained. Both parties agree that the

Employer will have reasonable time to repair

the locks.

(7) The Employer shall repair inoperable door

locks on linehaul tractors that are reported on

a driver vehicle inspection report. The

Employer shall perform such repairs at the

first Employer maintenance location.

(s) All newly manufactured city tractors

regularly assigned to the city pickup and

delivery operation after July 1, 1991, shall be

equipped with power steering and an air-ride

seat on the driver’s side.

(1) All new road and yard equipment shall

have power steering.

(2) All new forklifts and sweepers shall be

equipped with power steering.

(t) All hand trucks and pallet jacks shall be

maintained in good repair.

(u) All portable and mechanical dock plates

shall be maintained in good working

condition.

(v) The parties will maintain a safe and

healthy working environment in sleeper

operations. The parties agree to establish a

committee composed of four (4) members

each to review the comfort and/or safety

aspects of sleeper berths pertaining to ride.

Such committee shall meet by mutual

agreement of the Co-chairmen as to time and

place. The committee shall confer with

appropriate representatives of equipment

manufacturers and/or other experts on this

subject as may be available. The intent of the

committee is to identify any problems with the

comfort and/or safety aspects of sleeper

berths pertaining to ride that may exist, and

through its deliberations with the

manufacturers and/or other experts, develop

ways and means to correct such situations.

The committee shall report its findings and

make recommendations to the National

Grievance Committee.

(1) All new sleeper tractors purchased or

leased after February 8, 1998, shall, at a

minimum, be equipped with the

manufacturer’s original equipment standard

dual heat/air conditioning systems. This is not

intended to preclude the Company from

purchasing newer technology on future

purchases, should such become available

prior to the expiration of this Agreement.

(2) Bunk restraint strap/net buckles on

sleeper equipment shall be mounted on the

entrance side of the sleeper berth by April 1,

1995.

(3) New sleeper equipment purchased on or

after April 1, 1995, shall be equipped with a

power window on the passenger’s side of the

cab that is operable from the driver’s side of

the cab.

(4) All sleeper cabs added to the Employer’s

fleet after April 1, 2008 will be walk-in sleeper

berths with at least the following dimensions:

The measurement of 15-3/4 inches from the

front of the mattress to the closed sleeper

curtain, at any point across the cab, shall

apply for the minimum interior walk-in

dimension on newly manufactured over-the-

road sleeper tractors ordered after April 1,

2008. It is understood that the contractual

width of a sleeper mattress is 34 inches when

determining the 15-3/4 inches from the front

of the mattress to the sleeper curtain.

All walk-in sleeper units introduced into

operation after April 1, 2008 will have a

minimum sleeper berth height of 65 inches

from the floor to interior ceiling of the sleeper

berth. It is also understood that the entrance

opening into the sleeper berth area will be a

minimum of 64 inches.

This will not apply to triple runs as the length

MAS

now prohibits. However, if and when it

becomes legal to run walk-in sleepers on

triple lanes, all new equipment ordered after

that effective date will be equipped with walk-

in sleeper berths.

(5) All sleeper tractors introduced into

Employer linehaul operations after April 1,

2008 will be equipped with an engine and/or

exhaust brake. The parties understand that

a unit with an inoperable engine brake

system will not be considered out of service.

Repairs will be performed at the team’s home

terminal at the end of that team’s tour.

(6) All sleeper tractors will be set so that the

unit will continue to idle, except if (a) federal,

state, or local laws or regulations require the

Employer to limit or eliminate tractor idle time

or (b) the unit is equipped with an auxiliary

power pack that provides heat and air

conditioning to the sleeper berth area.

(w) Employee will not be required to climb on

unguarded trailer roofs for snow removal.

(x) At least one vent on the sleeper to open

front or back.

(y) The Employer shall repair inoperable air

conditioning systems on Employer city

tractors within fourteen (14) days of written

notification from an employee or the Local

Union that the air conditioning system on a

particular city tractor is inoperable.

(z) All linehaul tractors introduced into

Employer linehaul operations after April 1,

2008 will be equipped with a cab filter system

that is designed and available from the

tractor’s manufacturer.

(aa) The Employer understands tractor

interiors should be maintained in a clean

condition so units are safe to operate.

Concerns about the cleanliness of tractor

interiors must first be raised and reviewed at

the local level. In the event the parties are

unable to resolve the issue locally, the parties

shall refer the issue to the Employer’s V.P. or

Equipment Services for resolution.

(bb) New trailer jockeys or hostling tractors

put into service after the effective date of this

agreement will be equipped with power

mirrors on the right-hand side. Effective with

ratification of this agreement, any new

trailer iockeys or hostling tractors added

to the fleet will be equipped with air

conditioning. Any trailer jockeys or hostling

tractors newly assigned to the specified

states or locations below in List 1 after March

31, 2018, will be equipped with air

conditioning and will be maintained in proper

operating condition throughout the year. The

Company will not exceed two weeks in

making necessary air conditioning repairs. It

shall not be a violation of this section to

operate any unit while waiting for repairs.

States or locations: Alabama, Arkansas,

Arizona, Florida, Georgia, Kentucky,

Louisiana, Mississippi, North Carolina, New

Mexico, Nevada, Oklahoma, South Carolina,

Tennessee, Texas, Long Beach, CA, Pico

Rivera, CA, and San Bernardino, CA.

The Company and the union shall meet

periodically to discuss the feasibility of

additional locations.

(cc) New forklifts for use in the U-Pack

operations purchased after July 25, 2018 will

be all-terrain forklifts and have flashing strobe

light and all flatbeds are to be equipped with

four (4) orange cones.

(dd) Forklift seats shall have sufficient seat

cushion as well as spring suspension

system under the seat. Forklift seats also

shall have incline and decline capability.

Forklift seats should also be adjustable and

able to slide back and forth. This section

shall apply to forklifts order after

ratification of the agreement.

(ee) Rain gear and gloves shall be

available for flatbed drivers upon request.

Section 7. National Safety, Health &

Equipment Committee

NO CHANGE

MAS

Section 8. Hazardous Materials

Program

NO CHANGE

Section 9. Union Liability

NO CHANGE

Section 10. Government Required

Safety & Health Reports

NO CHANGE

Section 11. Facilities

NO CHANGE

ARTICLE 17. PAY PERIOD

The Joint Area Committee or the National

Grievance Committee and the Employer

may, by mutual agreement, waive the

provisions of Local Supplements dealing with

pay periods upon a satisfactory showing of

necessity by the Employer, provided such

waiver is not a violation of a state or federal

law or regulation.

Timely Pay For Drivers

The Employer will make every effort to

accommodate drivers, who are away from

their home terminal at the conclusion of a pay

period, to ensure that those drivers are paid

on a timely basis.

Pay Period

Employees shall be paid weekly or bi-weekly

in accordance with past practice. The payday

for all employees shall be Friday. Pay stubs

or paper checks will be available on payday

at the end of the employee’s work shift.

If for reasons beyond the Employer’s control,

such as weather delays, express mail failure,

etc. an employee’s paycheck does not arrive

at the employee’s facility by payday, the

employee will be paid on that day by station

draft.

In the event of a verifiable pay shortage of

seventy-five dollars ($75.00) or more, the

Employer shall correct the pay shortage

by direct deposit or station draft within

two (2) business days (excluding

Saturdays, Sundays and Holidays)

following the employee notifying the

Company in writing. Failure to correct as

described will result in the employer

paying a penalty of eight (8) hours per day

for each business day (excluding

Saturdays, Sundays and holidays) until

corrected. Supplements or local practices

providing greater protections for the

employee shall prevail.

ARTICLE 18. OTHER SERVICES

NO CHANGE

ARTICLE 19. POSTING

NO CHANGE

ARTICLE 20. UNION AND

EMPLOYER COOPERATION

NO CHANGE

ARTICLE 21. UNION ACTIVITIES

Any employee, member of the Union, acting

in any official capacity whatsoever shall not

be discriminated against for his/her acts as

such officer of the Union so long as such acts

do not interfere with the conduct of the

Employer’s business, nor shall there be any

discrimination against any employee

because of Union membership or activities.

A Union member elected or appointed to

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serve as a Union official shall be granted a

leave of absence during the period of such

employment, without discrimination or loss of

seniority rights, and without pay.

An employee elected or appointed to

serve as a government representative

shall be granted a leave of absence during

the period of such employment without

discrimination or loss of seniority but

without pay.

ARTICLE 22. OWNER-

OPERATORS

NO CHANGE

ARTICLE 23. SEPARATION OF

EMPLOYMENT

NO CHANGE

ARTICLE 24. INSPECTION

PRIVILEGES AND EMPLOYER

AND EMPLOYEE

IDENTIFICATION

No employee will be required to have their

driver’s license reproduced in any manner

except by their employer, law enforcement

agencies, government facilities and facilities

operating under government contracts that

require such identification to enter the facility.

Authorized agents of the Union shall have

access to the Employer’s establishment

during working hours for the purpose of

adjusting disputes, investigating working

conditions, collection of dues, and

ascertaining that the Agreement is being

adhered to; provided, however, there is no

interruption of the firm’s working schedule.

Company representatives, if not known to the

employee, shall identify themselves to

employees prior to taking disciplinary action.

Safety or other company vehicles shall be

identified when stopping company

equipment.

The Employer agrees to supply company

identification to minimize the problem of

having to use their personal identification. It

is agreed that new ID’s will be made within a

twelve (12) month period of the new

contractCompany identification will be

issued upon hire and updated as needed

for employees.

Employees may be required to show their

driver’s license and Company identification to

customers, and allow the customer to copy or

otherwise reproduce their Company

identification only and not the driver’s license.

The Company identification will not have

personal information on it such as home

address or social security number.

ARTICLE 25. SEPARABILITY

AND SAVINGS CLAUSE

NO CHANGE

ARTICLE 26. TIME SHEETS,

TIME CLOCKS, VIDEO

CAMERAS, AND COMPUTER

TRACKING DEVICES

Section 1. Time Sheets and Time

Clocks

In over-the-road or line operations, the

Employer shall provide and require the

employee to keep a time sheet or trip card

showing the arrival and departure at terminal

and intermediate stops and cause and

duration of all delays, time spent loading and

unloading, and same shall be turned in at the

end of each trip. Upon conversion to

electronic time keeping devices, including

Electronic Time clocks (ETC), Electronic

MAS

Logging Devices (ELD) or other devices

developed, over-the-road employees shall

be required to use the electronic devices

to show beginning of tour, departure,

arrival, intermediate stops, delays, time

spent loading or unloading, all work

performed during a tour of duty and end

of tour as instructed by the Employer.

Employees shall have access to payroll

information entered electronically.

Employees shall be trained on the use of

electronic time keeping devices and

nothing in this provision shall reduce any

paid for time.

Employees shall punch their own timecards.

Employees shall scan their own

Identification Badges in lieu of timecards

when an Electronic Time Clock (ETC) is

used.

The Employer shall maintain sign-in and

sign-out records at terminals. All road drivers

must record their name, home domicile,

origin, destination and arrival and/or

departure times. The Employer shall make

available upon the written request of a Local

Union information regarding the destination

of loads and/or where loads were loaded

within the time limits set forth in the grievance

procedure.

The Employer may substitute updated time

recording equipment for timecards and time

sheets. However, a paper trail shall be

maintained.

The Employer may computerize the sign-in

and sign-out records. However, at all times,

the Union shall have reasonable access to a

paper record of the sign-in and sign-out

records.

Section 2. Use of Video Cameras for

Discipline and Discharge

The Employer shall not install or use video

cameras in areas of the Employer's premises

that violate the employee's right to privacy

such as in bathrooms or places where

employees change clothing or provide drug or

alcohol testing specimens.

Furthermore, the Company agrees that it

will not, for the purpose of monitoring or

recording in cab activity, or any other

purpose, use inward facing cameras, audio

recorders, body sensors, or biometric

technology in vehicles operated by

bargaining unit employees.

In vehicles that are equipped with inward

facing cameras, such equipment shall be

covered or otherwise rendered inoperable

and will not be used for monitoring or

recording in cab activity.

Section 3. Audio, Video and Computer

Tracking Devices

The Employer may use video, still photos

derived from video, electronic tracking devices

and/or audio evidence to discipline an

employee without corroboration by observers if

the employee engages in conduct such as

falsification of logs, records, claims for

compensation and other documents, theft of

time or property, vandalism, or physical

violence for which an employee could be

discharged without a warning letter. As used

in this section "theft of time" shall not

include inadvertent and immaterial

extensions of break time and lunch

periods. If the information on the video, still

photos, electronic tracking devices and/or

audio recording is to be utilized for any

purpose in support of a disciplinary or

discharge action, the Employer must provide

the Local Union, prior to the hearing, an

opportunity to review the evidence used by the

Employer.

ARTICLE 27. EMERGENCY

REOPENING

NO CHANGE

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ARTICLE 28. SYMPATHETIC

ACTION

NO CHANGE

ARTICLE 29. SUBSTITUTE

SERVICE

Section 1. Piggyback Operations

NO CHANGE

Section 2. Maintenance of Records

(a) Trailers piggybacked as a substitute

service as provided in Section 1 are to be

signed in and signed out on the regular

dispatch sheet in road operations, and where

there are no road operations sign-in and sign-

out sheets shall be maintained at an

appropriate location, including trailers taken

to and from the rail yard by city employees.

These sheets will be made available, upon

request, to the drivers for a period of thirty

(30) days. The Employer shall report in

writing on a monthly basis to the Local Union

at the rail origin point, or in cases where there

are no drivers domiciled at the rail origin point

to the Local Union at the first driver relay point

affected, the number of trailers put on the rail

at the rail origin point. The Employer shall

also report the origin, destination, trailer/load

number, trailer weight and the time the

trailer/load leaves the Employer’s yard for the

rail yard. The time limits set forth in the

Supplemental Agreement for filing claims

based upon the monthly report shall

commence to run upon the receipt of the

report by the Local Union.

(b) With regard to use of substitute service as

provided in Section 1, full and complete

records of handling, dispatch and movement

of such units system-wide shall be kept by the

Employer and a report, which will include the

date of all outbound rail movement, all points

of origin and destination, all trailer numbers

and the name of each railroad/routing, shall

be sent on a quarterly basis to the office of

the National Freight Director and the affected

Area Regional Freight Director.

Where inspection of the records indicates

that piggyback is being used as a substitute

for road operations, as defined in Section 1 of

this Article, over an established relay, rather

than handling overflow traffic, the grievance

procedure may be invoked at the appropriate

Regional Joint Area Committee by the

Regional Freight Coordinator or the office of

the National Freight Director to provide a

reasonable remedy for the improper usage of

piggyback, including the revocation of the

use of substitute service, for repeated

violations over such relay.

approved intermodal operations set forth in

Section 3, the Employer shall report in writing

on a monthly basis to each Local Union

affected, the number of trailers put on the rail

at the rail origin points of the approved

intermodal operations. The Employer shall

also report the origin, destination, trailer/load

number, trailer weight and the time the

trailer/load leaves the Employer’s yard for the

rail yard.

In addition, the Employer shall, on a quarterly

basis, send to the office of the National

Freight Director a report containing the total

intermodal rail miles as under the same

methodology as was traditionally reported

on line 6 of the Bureau of Transportation

Statistics (BTS) Schedule 600 annual report

and the total miles under the same

methodology as was traditionally as

reported on line 7 of the BTS Schedule 600

annual report.

(d) With regard to the use of a Preferred

CompanyPTS carrier as provided in Section

6, the Employer shall report in writing on a

monthly basis to each Local Union affected,

the number of trailers tendered to any

Preferred CompanyPTS carrier. The

Employer also shall report the origin,

destination, trailer/load number, trailer weight

MAS

and the time the trailer/load leaves the

Employer’s yard.

In addition, the Employer shall, on a quarterly

basis, send to the office of the National Freight

Director a report containing the total number of

miles the Employer utilized any Preferred

CompanyPTS carrier consistent with the

requirements of Article 29, Section 6.

Section 3. Intermodal Service

(a) The parties recognize that in 1991,

Congress passed the Intermodal Surface

Transportation Efficiency Act of 1991 and

declared the policy of the United States to be

one of promoting the development of a

national intermodal transportation system

consisting of all forms of transportation in a

unified, interconnected manner. The parties

have, therefore, entered into this Agreement

to enhance the Employer’s opportunities to

secure the benefits which flow from this

national policy of encouraging intermodal

transportation, including long-term stable and

secure employment. At the same time, the

parties recognize the need to minimize and

provide for the impact which intermodal

operations may have on certain employees

covered by this Agreement.

(b) Use of Intermodal Service

1. Subject to the conditions set forth

hereinafter, the Employer may establish a

new intermodal service over the same route

where the Employer has established relay

runs or through runs.

Present relay or through operations may not

be reduced, modified or changed in any other

manner as the result of the implementation of

a new intermodal service until such time as

the proposed intermodal operation has been

approved by the National Intermodal

Committee. The Employer shall submit to the

National Intermodal Committee an

application for approval which shall identify

the road operation(s) the intended intermodal

service will reduce and/or eliminate; a list

identifying the name and seniority date of

each driver affected by the intended

intermodal service(s); and a list by domicile

of each of the road drivers openings

available.

In the event the National Intermodal

Committee is unable to agree on whether or

not the Employer’s proposed intermodal

operations meet the criteria set forth below,

the proposed operation shall not be approved

until such time as those issues are resolved.

This provision shall not be utilized as a

method to delay and/or deny a proposed

intermodal operation when the criteria set

forth below have been clearly satisfied.

(a) There shall be no more than two (2)

intermodal changes approved during the

term of this Agreement; and

(b) No more than ten (10) percent of the

Employer’s total active road driver seniority

list as of April 1, 1998 shall be affected by the

intermodal changes approved during the

term of this Agreement.

In the event a proposed intermodal operation

also includes the transfer of work that is

subject to the provisions of Article 8, Section

6, the proposed intermodal operations and

the transfer of work subject to Article 8,

Section 6, may be heard by a combined

National Intermodal/Change of Operations

Committee on a joint record, and the seniority

rights of all affected employees shall be

determined by Article 29, Section 3 95 such

Committee, which shall have the authority

granted in Article 8, Section 6(g).

2. An approved intermodal operation that

provides service over established relay

and/or through operations shall include

protection for all bid drivers during each

dispatch day and all extra board drivers

during each dispatch week at each of the

affected domiciles.

For purposes of determining the weekly

protection for extra board drivers, the

affected driver’s average weekly earnings

during the previous four (4) week period in

MAS

which the driver had normal earnings shall be

considered the weekly protection when

violations occur.

3. When transporting any shipment by

intermodal service within the Employer’s

terminal network, the Employer shall utilize

its drivers subject to the applicable respective

area supplemental agreements to pickup

such shipments from the shipper at point of

origin and/or the Employer’s terminal and

deliver them to the applicable intermodal

exchange point. The Employer also shall use

its drivers to deliver intermodal shipments to

the consignee or the Employer’s terminal. A

driver may be required to drive through other

terminal service areas to the intermodal

exchange point to pickup and deliver

intermodal shipments without penalty.

4. Total intermodal rail miles using the same

methodology included on line 303 of

Schedule 300 of the BTS Annual Report shall

not exceed 2428 percent (total combined

rail and PTS) of the Employer’s total miles as

reported on line 301 of Schedule 300 of the

BTS Annual Report during any calendar year.

In the event intermodal rail miles exceed this

2428 percent maximum, the Employer shall

be required to remove an appropriate amount

of freight from the rail and add a

corresponding number of drivers at each

affected domicile. Effective for Calendar Year

2005 and thereafter, the maximum amount of

rail miles as a percent of total miles as

calculated above will be reduced from 28% to

26%. Subject to the provisions of Section 6

of the Article, total intermodal rail miles

included on line 303 of Schedule 300 of the

BTS Annual Report shall not exceed 24

percent of the Employer’s total miles as

reported on line 301 of Schedule 300 of the

BTS Annual Report during any calendar year.

In the event intermodal rail miles exceed this

24% maximum, the Employer shall be

required to remove an appropriate amount of

freight from the rail and add a corresponding

number of drivers at each affected domicile.

The parties recognize that the current

shipping markets demand expedited delivery

of freight in a manner that may not be

accomplished by hauling certain freight by

rail. These market demands create a need to

reduce the amount of freight hauled by rail

and to use alternative methods of substitute

service. As contemplated by Article 20,

Section 4, new business opportunities may

be pursued that promote new Teamster job

opportunities while protecting existing

Teamster jobs, benefits, and working

conditions. With these facts in mind, the rail

miles as a percentage of total miles will be

reduced as follows: effective Calendar Year

2010, the maximum amount of rail miles as a

percentage of total miles as calculated above

will be reduced from 24% to 21.5%. Effective

Calendar Year 2011, the maximum amount

of rail miles as a percentage of total miles as

calculated above will be reduced from 21.5%

to 21%. Effective Calendar Year 2012, the

maximum amount of rail miles as a

percentage of total miles as calculated above

will be reduced from 21% to 19%. The

reduction in rail miles during the term of this

Agreement is subject to the provisions of

Article 29, Section 6.

The National Intermodal Committee shall

establish rules and guidelines that will allow

the Union the opportunity to verify and audit

the Employer’s BTS rail reports. In the event

the Union establishes through the grievance

procedure that an Employer has falsified the

BTS reports in order to increase the

maximum amount of intermodal rail miles

permitted under this Article, the remedy for

such a violation shall include a cessation of

the Employer’s affected intermodal service

until such time as the issue has been

resolved to the satisfaction of the Union.

In the event the BTS rail and/or line haul

miles reporting requirements are modified

and/or eliminated, the parties will meet to

develop a substitute reporting procedure

consistent with those of the BTS.

1. Rail operations that are subject to the

provisions of Section 1(b) above shall not

MAS

result in the layoff or involuntary transfer of

any driver at any affected road driver

domicile.

2. During the term of this Agreement, the

Employer shall be permitted no more than

two (2) Intermodal Changes whereby the

Employer may reduce and/or eliminate

existing road operation(s) through the use of

intermodal service. It is specifically agreed

that a total of no more than ten (10) percent

of the Employer’s total active road driver

seniority list as of April 1, 2003, shall be

affected by the Intermodal Changes during

the term of this Agreement.

Any road driver who is adversely affected by

an approved Intermodal Operation and would

thereby be subject to layoff, or who is on

layoff at an affected domicile at the time an

Intermodal Operation is approved, shall be

offered work opportunity at other road driver

domiciles within the Employer’s system. The

Employer shall include in its proposed

Intermodal Operations specific facts that

adequately support the Employer’s claims

that there will be sufficient freight to support

the work opportunities the Employer

proposes at each gaining domicile. In the

event there is more than one (1) domicile

involved, the drivers adversely affected shall

be dovetailed on a master seniority list and

an opportunity to relocate shall be offered on

a seniority basis, subject to the provisions of

Article 8, Section 6. The “hold” procedures

set forth in Article 8, Section 6 of the ABF

NMFA shall be applicable. Where the source

of the proposed work opportunity is presently

being performed by bargaining unit

employees over the road, the Employer shall

be required to make reasonable efforts to fill

the offered positions as set forth in Article 8,

Section 6(d)(6).

Drivers who relocate under this provision

shall be dovetailed on the applicable seniority

list at the domicile they bid into. Health &

welfare and pension contributions shall be

remitted in accordance with the provisions of

Article 8, Section 6(a) and moving and

lodging shall be paid in accordance with

Article 8, Section 6(c) of the ABF NMFA.

It is understood and agreed that the intent of

this provision is to provide the maximum job

security possible to those drivers affected by

the use of intermodal service. Therefore, the

number of drivers on the affected seniority

lists at rail origin points at the time an

intermodal change becomes effective shall

not be reduced during the term of this

Agreement other than as may be provided in

subsequent changes of operations. Drivers

on the affected seniority lists at gaining

domiciles at the time an intermodal change

becomes effective, shall not be permanently

laid off during the term of this Agreement.

The senior driver voluntarily laid off at an

intermodal losing domicile will be restored to

the active board each time foreign drivers or

casuals (where applicable) make ten (10)

trips (tours of duty) within any thirty (30)

calendar day period on a primary run of such

domicile, not affected by a Change of

Operations.

For the purposes of this Section, short-term

layoffs (1) that coincide with normal seasonal

freight flow reductions that are experienced

on a regional basis and that include a

reduction in rail freight that corresponds to

the reduction in truck traffic, or (2) that are

incidental day-to-day layoffs due to reasons

such as adverse weather conditions and

holiday scheduling, shall not be considered

as a permanent layoff. Layoffs created by a

documented loss of a customer shall not

exceed thirty (30) days. Any layoff for

reasons other than as described above shall

be considered as a permanent layoff. The

Employer shall have the burden of proving

that a layoff is not permanent.

In order to ensure that the work opportunities

of the drivers at the gaining domiciles are not

adversely affected by the redomiciling of

drivers, the bottom twenty-five percent (25%)

of the drivers at a gaining domicile shall not

have their earnings reduced below an

average weekly earnings of one thousand

dollars ($1,000) eight hundred and fifty

MAS

dollars ($850). This one thousand dollars

($1,000) eight hundred and fifty dollar ($850)

average wage guarantee shall not start until

the fourth (4th) week following the

implementation of the approved Intermodal

Change of Operation.

It is not the intent of this provision to establish

a one thousand dollars ($1,000) eight

hundred and fifty dollar ($850) per week as

an artificial base wage but rather a minimum

guarantee. This provision shall not preclude

the short-term layoffs as defined above. The

Employer shall have the burden of proving

that drivers at the gaining domiciles have not

had their work opportunities adversely

affected by the redomiciling of drivers.

The one thousand dollars ($1,000)eight

hundred and fifty dollar ($850) average wage

guarantee shall be determined based on the

average four (4) weeks earnings of each

active protected driver on the bottom twenty-

five percent (25%) of the seniority roster.

When the earnings of any active protected

driver in the bottom twenty-five percent (25%)

of the seniority roster totals less than three

thousand four hundred ($3,400)four

thousand dollars ($4,000 during each four

(4) week period, the driver shall be

compensated for the difference between

actual earnings and four thousand dollars

($4,000) three thousand four hundred

($3,400).

The four (4) week average shall be calculated

each week on a “rolling” basis. A “rolling” four

(4) week period is defined as a base week

and the previous three consecutive weeks.

Where the Employer makes a payment to an

employee to fulfill the guarantee, the amount

paid shall be added to the employee’s

earnings for the base week of the applicable

four (4) week period and shall be included in

the calculations for subsequent four (4) week

“rolling” periods to determine whether any

further guarantee payments to the employee

are due.

Time not worked shall be credited to drivers

for purposes of computing earnings in the

following instances:

a. Where a driver is offered a work

opportunity that the driver has a contractual

obligation to accept, and the driver elects not

to accept such work, the driver shall have an

amount equal to the amount of the wages

such work would have generated credited to

such driver for purposes of determining the

one thousand dollars ($1,000) eight

hundred and fifty dollar ($850) average wage

guarantee.

No driver shall be penalized by having

contractual earned time off credited for

purposes of determining the one thousand

dollars ($1,000) eight hundred and fifty

dollar ($850) average wage guarantee.

However, where a driver takes earned time

off in excess of forty-eight (48) hours during

any work week, that work week shall be

excluded from the rolling four (4) week period

used to determine the one thousand dollars

($1,000) eight hundred and fifty dollar ($850)

average wage guarantee.

b. Where a driver uses a contractual

provision to refuse or defer work so as to

knowingly avoid legitimate work opportunity

and therefore abuse the one thousand

dollars ($1,000) eight hundred and fifty

dollar ($850) average wage guarantee, the

driver shall have an amount equal to the

amount of the wages such work would have

generated credited to such driver for

purposes of determining the one thousand

dollars ($1,000) eight hundred and fifty dollar

($850) average wage guarantee.

Nothing in this subsection applies to or shall

be construed to limit claims by any driver on

the seniority roster at a gaining domicile

alleging that the driver’s work opportunity

was adversely affected following the

implementation of the Intermodal Change of

Operations because of the Employer’s failure

to provide adequate work opportunities for

existing and redomiciled drivers. However,

after the point that the Employer has provided

adequate work opportunities for protected

drivers (existing and redomiciled), the wage

MAS

protection for active drivers in the bottom

twenty-five percent (25%) of the seniority

roster shall be limited to the one thousand

dollars ($1,000) eight hundred and fifty dollar

($850) guarantee.

As soon as a factual determination has been

made that a driver in the bottom twenty-five

percent (25%) of the seniority roster is

entitled to the one thousand dollars

($1,000) eight hundred and fifty dollar ($850)

average wage guarantee, the driver’s claim

shall be paid. All other types of claims that the

driver’s work opportunities have been

adversely affected shall be held in abeyance

until determined through the intermodal

grievance procedure.

Section 4. National Intermodal

Committee

NO CHANGE

Section 5.

NO CHANGE

MEMORANDUM OF UNDERSTANDING -

PURCHASED TRANSPORTATION

Section 6. Purchased Transportation

The undersigned parties have reached

agreement regarding Purchased

Transportation Service (PTS) and outline the

following understandings with reference to

the operation/employee protection of this

MOUSection. This MOUSection is intended

to permit a limited use of PTS for over-the-

road transportation only. Nothing in this

MOUSection is intended to permit the use of

PTS for any other operation (i.e. P & D, Local

Cartage, current intermodal, drayage, or

shuttle operations etc.). Article 29 of the ABF

NMFA remains in effect except as specifically

provided for in this SectionMemorandum of

Understanding.

Any disputes regarding PTS will be referred

to the ABF National PTS Committee

consisting of an equal number of

representatives from the Union and the

Company for resolution. Any failures to

resolve the dispute will be referred to the

National Grievance Committee.

1) All active road drivers as of the date

of ratification of the ABF NMFA

commencing in 2018 will be

protected by red circle name from

layoff directly caused by the use of

purchased transportation. per the

attached seniority lists as of the

date of ratification. For the

remainder of the agreement, red

circle protection will be extended by

name on a one (1) for two (2) basis

for road drivers hired after the date

of ratification to replace red circle

drivers that retire, quit, or are

terminated. This protection does

not apply to a road driver who has

been offered but declined a transfer

pursuant to any Change of

Operations.

2) Red circle pProtection will apply to

drivers at locations with single line

seniority if they transfer to the road

board from the local cartage board,

as long as their seniority date is

prior to the date of ratification of this

agreement..

3) For locations with separate

seniority lists that have

transferability from local cartage to

the road board provided for in an

existing supplemental agreement,

red circle protection will apply

based on their bidding seniority

date and the supplemental seniority

application. Red circle protection

will not apply if the applicable

seniority date per the supplemental

provisions is after the date of

ratification of the current

agreement.

4) Notwithstanding anything in the

ABF NMFA to the contrary, the

Employer shall be permitted to

utilize companies for over-the-road

purchased transportation substitute

MAS

service. The maximum amount of

over-the-road purchased

transportation shall be limited to 5%

(for the length of this agreement), of

the Employer’s total miles as under

the same methodology as was

traditionally reported on line 301

of Schedule 300 of the

DOT/FMCSA Annual Report during

any calendar year. In conjunction

with using over-the-road purchase

transportation providers, the

Company’s total combined

intermodal rail miles and purchased

transportation miles shall not

exceed 24% of the Company’s total

miles during any calendar year.

5) It is agreed that any purchased

transportation provider utilized

under this SectionMOU shall be

permitted to only make pick-ups at

an ABF customer, and drop and

pickup trailers at the Employer’s

terminal locations, but shall be

required to do so in areas of the

terminal specifically designated for

such exchange. Freight picked up

at a customer location by

purchased transportation shall be

delivered to the nearest ABF

facility(s) that can effectuate the

efficient integration of the product

into the ABF system.

6) If a red-circled driver is available

(which includes the two (2)-hour

period of time prior to end of his/her

rest period) at point of origin when

the trailer leaves the terminal or

customer yard via purchased

transportation, such driver’s

runaround compensation shall start

from the time the trailer leaves the

yard. Available red-circled drivers

at relay points shall be protected

against runarounds if a violation

occurred at the point of origin. If the

Employer does not have an over-

the-road domicile at the point of

origin, the Employer shall protect

the red-circled employees against

runaround of the available drivers

at the first relay point over which the

freight would normally move had it

not been placed on purchased

transportation. Available red-

circled drivers at relay points shall

be protected against runaround if a

violation occurred at the first relay

point. Runaround protection will be

equal to the number of PTS drivers

used; i.e. for each PTS used one

aggrieved driver will be protected

regardless of the dispatch system

used at the affected terminal.

7) In the event a Union carrier

becomes available to the Company

and said carrier is cost competitive

and equally qualified, the Company

will give such carrier first and

preferred opportunity to bid on

purchased transportation business.

The Employer shall provide to

TNFINC an up-to-date list of

purchased transportation providers

utilized within thirty (30) days of the

end of each calendar quarter. In

the event a PTS provider

repeatedly violates the conditions

established under this

SectionMOU the Union shall have

the ability to remove the carrier

from future PTS utilization.

8) The Employer shall report in writing

on a monthly basis to each Local

Union affected, the number of

trailers tendered to any purchased

transportation provider. The

Employer also shall report the

carrier’s name (including DOT

number), origin, destination,

trailer/load number, tractor

number, trailer weight and the time

the trailer/load leaves the

Employer’s yard. In addition, the

Employer shall, on a quarterly

basis, unless otherwise required,

send to the office of the National

Freight Director a report containing

all of the above indicated

information in addition to the total

number of miles the Employer

utilized with purchased

transportation, inclusive of the type

of PTS utilized, including whether

MAS

the purpose was for avoiding empty

miles, overflow or one-time

business opportunities such as

product launches.

9) All new business opportunities

(such as product launches) and

purchased transportation to avoid

empties shall count toward the

maximum amount of purchased

transportation. In the event of

product launches, the Company will

notify TNFINC within twenty-four

(24) hours of being awarded the

business and will provide an

overview of the PTS service being

utilized in the business opportunity.

In the event it is necessary to

temporarily exceed the limits

outlined in this agreement to further

accommodate a business

opportunity, such request shall be

made directly to TNFINC.

10) To preserve and/or grow existing

road boards, each time the

Company uses purchased

transportation providers out of the

same terminal and/or to run over

the top of linehaul domicile terminal

locations and/or relay domiciles,

said dispatches shall be counted as

supplemental or replacement runs,

as applicable, for purposes of

calculating the requirement to add

new employees to the road board.

The formula for recalling or adding

employees to the affected road

board shall be thirty (30)

supplemental runs in a sixty (60)

day period. The only two

exceptions to this condition are (a)

one-time business opportunities

(such as product launches), and (b)

runs to avoid empties.

11) On a monthly basis and until as

otherwise agreed to, the Company

will identify by name and number all

dispatch and/or manifest lanes that

have been identified as and

designated as “empty lanes”

eligible for PTS to include the

number and percentage of empty

miles currently on the two-way

traffic lane. Such business and

operational information as required

by this SectionMOU shall be

provided to the National Freight

Division on a confidential basis and

will only be reviewed by TNFINC to

ensure compliance with the

provisions of this SectionMOU.

12) All purchased transportation

carriers shall sign-in/sign-out when

arriving or departing from service

centers.

(13) Regardless of any additional

restrictions on the use of PTS,

the Company shall not use PTS

out of any location if any road

drivers at that location are on

layoff or not receiving the

equivalent of a forty (40) hour

guarantee in that location.

14) In locations where the Company

is using PTS and/or rail, the

Company shall continue hiring

efforts for road drivers as

provided for in paragraph 10

above.

ARTICLE 30. JURISDICTIONAL

DISPUTES

NO CHANGE

ARTICLE 31. SINGLE

EMPLOYER, MULTI-UNION UNIT

NO CHANGE

ARTICLE 32. SUBCONTRACTING

NO CHANGE

ARTICLE 33. WAGES, CASUAL

RATES, PREMIUMS AND COST-

MAS

OF-LIVING (COLA)

*SEE NATIONAL ECONOMIC

SETTLEMENT*

1. General Wage Adjustments: All Regular

Employees

All regular employees subject to this

Agreement will receive the following general

wage adjustments:

a. Effective July 1, 20182023: +$0.30$3.50

per hour on all hourly rates

+0.75008.75

cents per mile on all mileage rates

b. Effective July 1, 20192024: +$0.350.75

per hour on all hourly rates

+0.87501.87

5 cents per mile on all mileage rates

c. Effective July 1, 20202025: +$0.350.75

per hour on all hourly rates

+0.87501.87

5 cents per mile on all mileage rates

d. Effective July 1, 20212026: +$0.350.75

per hour on all hourly rates

+0.87501.87

5 cents per mile on all mileage rates

e. Effective July 1, 20222027: +$0.350.75

per hour on all hourly rates

+0.87501.87

5 cents per mile on all mileage rates

No employee shall suffer a reduction in a

wage rate as a result of this agreement.

All regular employees still in the New Hire

Progression on the effective dates of this

Agreement shall receive the appropriate

percentage adjustment.

2. Casual Rates

(a) City and Combination Casuals

Hourly rates for city and combination casuals

(CDL required) shall increase by 85% of the

general wage increase for regular employees

on the dates shown in Section 1 of this

Article.

(b) Dock Only Casuals

Effective July 1, 20182023, the hourly rate for