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For the rest of the world, 2023 is winding down as the winter holidays and the dawn of a new year approach. That’s not the case for the freight industry. Manufacturers and retailers are gearing up for a busy shopping season — and that means even more cargo will be moving along the highways of North America. At the Truckload Carriers Association (TCA), Chairman Dave Williams, along with TCA President Jim Ward and the rest of the team, are forging ahead with plans for 2024, from webinars, on-site meetings and seminars, and certification training to the association’s 2024 convention, scheduled for March 23-26 in Nashville, Tennessee. The Truckload Authority team recently had a chance to visit with Williams about the events of this year, including the group’s annual Call on Washington. Read the interview, conducted by Managing Editor Linda Garner-Bunch, below. Linda: Can you believe it’s already November? You’re now past the halfway point in your year as chairman of TCA. What has been your most memorable experience since picking up the reins? Dave: I have had a lot of great experiences, many of which I treasure. I don’t take any of them for granted. But for me, it’s more about seeing results; it’s about momentum. At each of our events, in everything that we do, we want to build value and make a difference. There are so many places our members can spend their time. For those that choose to spend time investing in the betterment of their company and giving back to the industry, we want to make sure we give them the best experience and the best opportunity possible. To me, this is not about reaching a destination. This is a process of building, reinventing, and improving. I get excited about that. Linda: Of course, the highlight of September is always TCA’s Call on Washington. Please share a few thoughts on this year’s event. Dave: We had a great event, with a record turnout. It was a thrill seeing almost 100 members line up on the steps of the U.S. Capitol and then descend on the halls of Congress to share the message of the truckload industry. This is what the process is all about! After splitting up into groups we were able to hold 90+ meetings in the offices of members of the House, the Senate, and other government agencies, including the Federal Motor Carrier Safety Administration. We emphasized the continued need for funding and solutions for truck parking to aid our drivers as they continue to struggle to find safe parking. We even got commitments from two members of the Senate to add their names as co-sponsors to a bill that would allocate more funds to truck parking. We argued on the merits of eliminating the Federal Excise Tax and walked them through the obstacle that this tax has become as the industry struggles to invest in safety equipment and cleaner burning trucks. We also spent quite a bit of time educating members of Congress and their staffs on the challenges associated with zero-emissions tractors. Members of Congress take a lot of heat for their decision-making, and rightly so in many cases. But the number of topics and the complexity of those issues that they are making decisions on is amazing. Not one of them can be an expert in all these fields. So, to be able to give them real information, directly from the field, can really turn the tide in our favor. While it may not seem like it sometimes, our feedback is helping them see how challenging this effort to electrify the nation’s freight transportation industry truly is. Linda: TCA’s Fall Business Meeting was also held in D.C. during the Call on Washington. What was this experience like? Dave: Our Fall Business Meeting is one of those meetings that, if I’m being honest, needs some work. Don’t get me wrong — it was a good meeting, but we need to find a way to take it to the next level. It provides a great chance for our committees to get together and perform some of the association work, but we have some work to do in giving it that “make a difference” factor for our members in attendance. If you have thoughts or ideas, please share them with us. Stay tuned for next year! Linda: One of the many pieces of legislation that would impact the trucking industry is a proposal to increase the weight limits on certain heavy-duty trucks. What is TCA’s stance on this, and why? Dave: Any time you review a proposed piece of legislation, it is helpful to understand who benefits and who is potentially harmed. Win-win legislation is rare. In the case of increased weight limits, the truckload industry is typically at risk for economic harm. Why is this the case? The answer comes in a couple of parts. One, the truckload industry charges by the mile, not by weight. More weight means more fuel cost and wear and tear on our equipment, but it usually does not lead to more revenue. Some will argue that shippers currently pay for more weight in some cases. That may be true, but that premium disappears as soon as the higher weight limit becomes standard. The second part of this is that higher weight limits would likely end up causing a massive recapitalization of trailing equipment within the industry. An industry that already struggles with an appropriate ROIC (return on invested capital), would then be required to replace their current fleet with trailers that have a heavier weight rating (stronger floors, etc.), or trailers that have a third axle, depending on what is required. This capital outlay would have to be massive, because you would need to create new trailer pools large enough to cover your operating area. That is hard enough to do now, with trailers that are generally the same. Carriers would likely need to replace their entire fleet over time, switching to more flexible trailers capable of carrying all weight ranges in order to keep trailer ratios manageable. There are lessons from the past, such as the shift from 48-foot trailers to 53-foot trailers, that we can learn from. In the end, carriers are at great risk for absorbing the cost of this recapitalization, putting margins at significant risk. This is already a capital-intensive business with relatively low risk-reward. Increased weight limits have the potential to make this industry even more financially challenging. Linda: In early October, Congress narrowly averted a government shutdown through a bill providing temporary funding through November 17. As that deadline approaches, what impact would a government shutdown have on the truckload industry? Dave: The impact of a government shutdown would vary based on each carrier’s freight mix. During a government shutdown, essential government workers are still theoretically required to work — but they don’t get paid until the shutdown is over. Short-term government shutdowns become more of a nuisance, while longer term government shutdowns present a greater economic risk. Someone hauling government-contracted freight may see a greater impact than someone hauling retail freight or freight generated from manufacturing activity. There are certainly indirect impacts, but most freight would move despite a government shutdown. The bigger question to me is, how do we get to the point where we don’t have the threat of a government shutdown every 12 to 18 months? How do we overcome the dysfunction that has become the norm within our government? That’s a topic for another day. Linda: While the predicted economic recession hasn’t occurred — at least yet — industry news is filled with headlines about the current freight recession. What exactly is a freight recession, and how can motor carriers best overcome the challenges it presents? Dave: I am going to ignore a more formal definition of a freight recession, which has more to do with contracting volumes of freight year over year. To me, the more important concept is the all-important Law of Supply and Demand. When supply (tractor capacity) and demand (freight volumes) are imbalanced, we end up with either a strong or a weak market. In a weak market, like the one we are in now, the number of trucks available exceeds the number of loads that need to be moved. The result of this discrepancy is a drop in freight rates. Simple as that. Certainly, we have seen the hangover effect from the pandemic, including bloated inventories that have had an impact on freight volumes. It will take time for those inventories to come back into balance. But many economists are stating that the key to coming out of this particular down-cycle will likely come on the supply side, through the reduction of available tractors. Looking at tractor build data for 2023, tractor manufacturers are on pace to build somewhere around 340,000 new Class 8 tractors. That is substantially higher than the number of tractors being retired, which means capacity has grown this year, while freight volumes have been muted. That is oversimplified, but you get the point. In order to balance the market again, we either need to see higher freight volumes (less likely) or we need to see less available trucks on the road. This is a tough business. Linda: A short time ago, the Federal Motor Carrier Safety Administration stated that its suggested cap for speed limiters in trucks would be 68 mph. That statement was almost immediately retracted, and no limit has yet been established at the time of this conversation. Please share your thoughts on the use of speed limiters and the process of selecting a cap. Dave: I have shared my thoughts on this previously and feel the need to state again that not everyone in the industry agrees on this issue. I respect that. That being said, I do believe slower speeds are safer (physics cannot be ignored) and more economically efficient (fuel economy). With improving technologies that assist in accident mitigation, this is not the same argument that we had 10 or 15 years ago. Perhaps reconsidering the “one speed limit” standard approach is something we may need to explore. It may be that tractors outfitted with mitigation technologies are capable of going slightly faster than those not equipped. New technologies even have the ability to make speed limiting a dynamic process based on the speed limit rather than a top end limit only. Whatever rule ends up coming out, there will be people unhappy with it. At the end of the day, the rule needs to be simple, and it needs to be soundly based on data and science. As an industry, we have done a great job over the years improving safety. I do believe, as unpopular in some circles as this may be, that speed limiters will help us get to the next level of safe operations. Rather than speculating further, let’s see what comes out and go from there. Linda: In September, we celebrated National Truck Driver Appreciation Week. How did TCA and its member carriers show appreciation to drivers this year? Dave: National Truck Driver Appreciation Week is a great opportunity to rededicate ourselves to the needs of our drivers and to celebrate their contributions to this nation. Members had a chance to hold various recognition events across the country. From an association standpoint, we continue to discuss areas where we can really make a difference in getting things done for our drivers. Truck parking is our current focus on providing relief for our drivers. This process is much slower and more frustrating than it should be, but if that’s what it takes, then that’s what we’ll do. Sometimes we push for federal dollars, but rarely see the results of those dollars. Recently I had the opportunity to meet with the director of the Arizona Department of Transportation in my home state of Arizona. She walked through what Arizona has done with the last round of truck parking funding including opening three rest stops that were previously closed, increasing the number of available highway parking spots in Arizona by a meaningful amount. She also talked about plans to use state land, where possible, to add even more spots. In other words, these dollars that we are fighting for really do make a difference for our drivers! We also need to find other ways that we can improve our drivers’ quality of life. While we celebrate them one week of the year, we will continue to advocate for them every day. Linda: The California Air Resources Board continues to push the envelope on environmental regulations leading to a confusing compliance path that many carriers are struggling to keep up with. Is this something TCA members should be concerned about? Dave: Absolutely! There have been so many changes in just the last few months that it is becoming very difficult to follow. Starting January 1, 2024, new diesel trucks will no longer be able to be added to the California drayage registry, meaning they can’t enter ports or rail yards. Any new trucks have to be zero-emissions if they want to do work in California ports or rail yards. In 2024, California will begin its Heavy Vehicle Inspection program. This will require emissions data to be sent to the state through a download or via telematics along with a fee (of course). Various portions of the Advanced Clean Fleet Rule and the Advanced Clean Trucks Rule start to kick in. These rules are very complicated and have declarations and reporting that is required in the coming months. There are new reefer unit rules starting in 2024 that require a fee and new decals that come from the state. It’s an absolute mess! California also has a track record of coming to fleets several years after a new rule kicks in and auditing for compliance. So, if you think that they are not enforcing the rules, think again … they can issue big fines. There are going to be legal challenges, but not all these rules are being challenged. I would strongly encourage TCA members to find someone to help navigate through these various regulations. If you don’t do business in the state of California, that doesn’t mean that you are off the hook. Many states have adopted or are considering adopting portions of these rules. Like I said, it’s a hot mess. But don’t put your blinders on and hope it goes away. Stay informed, and protect your company. Linda: As senior vice president of equipment and government relations for Knight Transportation, fleet safety must be a subject that’s near and dear to your heart. How does TCA work to provide its member carriers with the tools they need to ensure fleet safety? Dave: For anyone that has lost a loved one due to an accident, or had their life permanently altered due to an injury, ask them what safety means to them. It means everything. They had plans and dreams, and all of that changed in an instant. We must take that seriously. When you look at companies that are the best in class for safe operations, it doesn’t just happen. They work at it. They have critical measurements that they watch, they have processes that they follow, they set standards, they train and re-train, everything they do is intentional. Everything action has a purpose. Many of those carriers are willing to share what they do. They share in our benchmarking groups, they share in our educational webinars and on conference panels, they share in private conversations. If you are a carrier that struggles with safety performance, then you need to engage. You know what you know, and don’t know what you don’t know. Knowledge is powerful. Comparing data and knowing where your weaknesses are is even more powerful. That is one of the great values that TCA provides, bringing carriers together to achieve a common cause — in this case, improving highway safety. For those who are interested, the TCA is in the process of forming a benchmarking-type group that solely focuses on safety. If you are interested in participating, please reach out to David Heller for more details. Linda: As noted earlier in the conversation, 2023 is coming to an end, and the winter holiday season is upon us. Do you have any thoughts to share with our readers? Dave: Thank you to all of those who dedicated their time and their resources to making this a better industry. Your efforts are not always acknowledged, but they are truly appreciated. We have so much to accomplish. Let’s stay after it! Linda: Thank you for your time, Mr. Chairman. I look forward to our next conversation. This article originally appeared in the November/December 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

It’s been a busy summer for the Truckload Carriers Association (TCA), with the annual Safety & Security meeting, Refrigerated meeting, officers’ meeting and retreat, and more — and TCA Chairman Dave Williams says he’s enjoyed every minute. As the sunny days of summer begin to give way to crisp autumn breezes, the association is ramping up for more events and educational resources for members, from informative webinars and on-site seminars to TCA’s Call on Washington and Fall Business Meetings. Williams reiterates the importance of the annual visit to Capitol Hill and making sure the voice of the truckload industry is heard loud and clear by the nation’s lawmakers. Turn the page to read Williams’ thoughts on a variety of issues faced by the trucking industry, along with a wrap-up of TCA’s summer events.   It’s been a busy summer for TCA, with the annual Safety & Security Meeting in June and the Refrigerated Meeting in July. Please share a few highlights from the two events. The Safety & Security Meeting in San Antonio was great. The highlight of the meeting for me was the panel of our TCA Professional Drivers of the Year sharing their thoughts and insights on managing safety. They were very candid and had some great feedback for the fleets in the room. The Refrigerated Meeting in Park City was equally good. One of the things we have really been stressing is that every function we present needs to provide high-value educational content. When you combine that with our trademark networking opportunities, these become “can’t miss” meetings. We are working hard to make sure we provide fresh, relevant takes fleets can benefit from. While I think we can always work to get better, I do believe that we are solidly heading in the right direction.   TCA’s Fall Business Meetings, along with the association’s annual Call on Washington, are just around the corner. Addressing each event separately, please explain why membership participation is important. How can companies find out more about these initiatives? I am disappointed that I will miss the Call on Washington this year due to a conflict. This will be the first time I will have missed it. The Call on Washington is so important, as it connects real people in the industry — who are impacted by legislation and regulation — with those who are deciding what the rules should be. So many of our members comment that they are afraid they may not know the right thing to say. First of all, you don’t have to say anything. You can just go and listen. You can also share your thoughts on how the rules and regulations are impacting your business. You don’t have to debate with anyone; you just share your thoughts. I have found that members of Congress listen intently when someone from the industry is sharing their perspective. It is a way for members of Congress to stay connected. Our Fall Business Meeting also brings a lot of value, as members get a chance to take advantage of hearing from Washington, D.C.-based resources including our contracted lobbyists, members of Congress, and leaders of regulatory agencies, among others. With so many important decisions being made in Washington these days, companies need to know what is coming and anticipate what needs to be done in their own businesses to remain successful.   Many — I dare say most — truck drivers are concerned about the adoption of automated heavy-duty trucks, fearing that their jobs will ultimately be eliminated in favor of self-driving trucks. Please share your thoughts on this issue. I am not a fan of the phrase “driverless or self-driving trucks.” In fact, I have fought against the use of the phrase since I first heard it. This is not because I am in denial, but because I have stayed close to this technology. I believe we are further away from widespread use of this technology in the truckload industry than people may think. As you may have noticed, the buzz around autonomous trucks has died down over the past year or so. This has come as tech companies realize that applying this technology to heavy-duty truck applications is more challenging than they may have anticipated. Operationalizing an autonomous articulating tractor-trailer combination weighing 80,000 pounds is a different proposition than trying to operationalize an autonomous taxi. And, by the way, that same tractor-trailer combination weighs 60% less as soon as it is unloaded, dramatically changing the center of gravity for the unit. There are technical, economic, and operational challenges that will need to be overcome, which will require substantial funding and a good amount of time. Many of the tech providers in this space are running out of cash as investors grow impatient and the cost to develop the technology continues to grow. Someone will eventually figure it out, but it will likely be limited to a small number of applications until some of these issues are overcome. On top of this, we haven’t even started considering social acceptance, liability questions, and cybersecurity concerns, among others. I am by no means counting this technology out, but the reality is that we will need good men and women to operate trucks in the truckload market for a long time to come.   Finding and keeping qualified workers is always top of mind for motor carriers. What basic strategies would you recommend a trucking company undertake to ensure their drivers and employees are satisfied with the opportunities they have in front of them? It takes work to understand what an employee is looking to get out of their relationship with a company. In the truckload market, there is so much diversity in our driving jobs alone — there are long haul jobs, local jobs, and regional jobs. There are loads that require significant physical demands for unloading, while other loads are virtually no-touch. Some freight is so time-sensitive that it may shut down a factory if it is late, while other freight may sit for weeks after delivery. There are companies that supply the newest high-tech equipment, and there are those that buy equipment that has already been around the block a few times. Some routes run though the open roads of the Midwest, while others may run through gridlocked mega-metropolitan cities. There are cold-weather climates and climates that are blazing hot. Depending on the combination of those factors, our drivers are going to have different expectations for compensation, benefits, and opportunities for personal growth. After accounting for all the workplace variables, I believe it really comes down to relationships. Communicating well, being available, listening to concerns, setting clear expectations, following through on what you say you will do, and showing genuine concern will always yield positive results. There are no one-size-fits-all problems, and there are no one-size-fits-all solutions. However, there are some best practices in how we treat people that will resonate no matter what.   Earlier this year TCA, along with a handful of other industry groups, came together to form the Clean Freight Coalition. As the nation progresses along the road to zero emissions, concerns about the time line and the feasibility of developing technology remain. What progress has the coalition made in addressing these concerns? I have said and written much about this topic over the last few months. Should the current proposed rules and time lines stand, this could be one of the single biggest transformational events in the history of our industry. I am not trying to be dramatic — that is just how I see it. One of our challenges is that the rules keep changing, sometimes for the good but oftentimes, not so much. The Clean Freight Coalition has gotten off to a slower start than many of us wanted, but you should expect to hear and see more from this group in the coming months. With multiple federal and state government agencies involved that are not in sync, it creates some very challenging dynamics. In addition, the entire subject has become strongly partisan, so the difficulty level rises again. This issue is too important for our industry. We certainly want to do our part in preserving clean air and clean water, but these rules have to work for our industry. Rest assured that we will be fighting hard to make sure that whatever happens won’t put the nation’s supply chain in jeopardy.   The annual TCA Officers’ Planning Meeting is something participants look forward to each year, not just for fun and fellowship, but also for the chance to brainstorm about issues facing the trucking industry. Please share a little bit about this year’s meeting. Our strategic planning meeting this year was held in beautiful Monterey, California, which is one of my favorite places. This meeting is a really important opportunity to unplug from everyday activities and focus for a couple of days on the TCA organization, programs, policies, and value proposition. We had the chance to perform an honest evaluation of everything that we do. We really wanted to step back and reflect on how our programs and organization can provide greater value to members. I am really pleased with the direction we are headed; now we just have to keep building momentum. As a side benefit, it also gives a chance for our officers to bond together and create some important team dynamics. I really look forward to it every year.   In addition to normal price increases due to inflation, what factors are driving up the cost of equipment, maintenance, staffing and other business expenses? Are the after-effects of the COVID-19 pandemic still impacting pricing in the industry? The truckload industry is currently suffering through one of the worst markets we have seen in some time. After all-time highs through the pandemic, it didn’t take long for the bottom to fall out. While rates dropped farther and faster than anything we have possibly ever seen, costs within the industry continued to climb. This has put a lot of carriers at risk. While I am not an economist, I have learned a few things about cost over the past three decades. When you talk about equipment prices for example, there are a couple of buckets you need to understand, including raw materials, margins, labor, and regulation. We are starting to see relief on raw materials after the COVID years and world conflicts took raw material inflation to extreme highs. That alone should start to bring cost relief, although it may not show up right away. Some manufacturers that are still seeing strong demand may keep those raw material savings to bolster margins; they may only give those savings up when they see a softening of demand. Manufacturers may also keep those raw materials savings to offset higher labor costs. Those higher labor costs are affected by many different factors, including the supply-and-demand balance within the workforce, cost-of-living pressures, and pressure on local minimum wages in many states, just to name a few. Another wild card in equipment costs is environmental regulation. Each new regulation puts upward pressure on equipment costs. With several new standards coming over the next few years, it could be a bumpy ride.   TCA and many of its members are active participants in nonprofit initiatives, such as The Wall That Heals and Wreaths Across America. Please share a little bit about the association’s involvement with these organizations. One of the things I really appreciate about the trucking industry is that we have good people. Many of the owners of companies are self-made and down to earth. They also recognize the importance of giving back. The TCA officers and staff are continually evaluating how we can effectively give back to the communities we serve. With many of our drivers and office staff having served in the military, programs such as the Wall That Heals and Wreaths Across America provide an opportunity to give back and honor those who served. Even for those who didn’t serve in the military, there are strong feelings associated with this great country. We appreciate what we have and want to instill that in future generations. In addition to these programs, the TCA Scholarship Fund provides meaningful education dollars to the up-and-coming generation. We have been in discussions about potentially expanding the reach of those dollars to include vocational education needs, including mechanics. There is a growing need for trained mechanics in our industry, and I think we are in a position to adapt — and at least participate in solving that need.   In addition to the topics noted in previous questions, what issues are top of mind for the trucking industry at this point? I think the most pressing issue in my mind right now is the financial health of our members. With the truckload market embroiled in a tough cycle, this is a time when membership in the TCA should be most valuable. Carriers have a chance to really examine their companies to make sure best practices are actually being followed. Our benchmarking programs and seminars allow carriers to really see where they are doing well … and where they still need some work. We continue to push for favorable tax policies at the federal level. We are cautiously optimistic that we may finally see some relief on the Federal Excise Tax. This will be important in the short term, giving cost relief to member companies. It will also provide the ability for companies to better afford safety technologies and emissions reducing technologies down the road. Every little bit helps.   Thank you for your time, Mr. Chairman. I look forward to our next conversation. This article originally appeared in the September/October 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

As Dave Williams enters his second quarter as chairman of the Truckload Carriers Association (TCA), he’s continuing the organization’s focus on providing valuable resources for its members, from enhanced educational offerings to amplifying the “voice of truckload” on Capitol Hill. This year’s Safety & Security meeting is one for the record books and the Refrigerated meeting is just around the corner; Williams says both events have been redesigned to better help carriers catch up on regulations and trends. Looking forward, TCA members are encouraged to participate in September’s Call on Washington and place issues vital to trucking directly on the desks of their legislators. There are many topics of note, from the feasibility (or non-feasibility) of the Environmental Protection Agency’s zero-emissions deadlines for big rigs to AB5-type attacks on trucking’s independent contractor model, a shortage of truck parking, the prevalence of lawsuit abuse and nuclear verdicts, and more. Read on to discover Williams’ thoughts on the state of trucking in general, plans for the future of TCA, and ideas for meeting the industry’s day-to-day challenges. Congratulations on completing your first quarter as chairman of the Truckload Carriers Association (TCA). What goals do you have for TCA in the next two to three months? We have some really good things going on right now. We are working toward getting the entire organization hyper-focused around creating value for TCA members. We are focused on developing ways to improve the driving job, to improve roadway safety, to improve motor carrier financial sustainability, to shape the industry’s environmental stewardship efforts, and to improve the industry’s image. We are also developing several new value opportunities. Over the next couple of weeks, we will be meeting with two new subject-based benchmarking groups to see how we can help member fleets improve in equipment maintenance and safety management. Many fleets have expressed a high degree of interest in getting their safety and maintenance personnel more connected so that they can learn from the experiences of others. More to come! In June, TCA hosted the 2023 Safety & Security Division Meeting in San Antonio, Texas, and the 2023 Refrigerated Meeting is scheduled for July. How do events like these benefit TCA members? The Safety & Security and Refrigerated Meetings have both recently experienced significant makeovers, so if you haven’t gone in a while, I would encourage you to attend. As part of our focus on value, the leadership teams from both of these groups have been challenged to continue raising the bar in presenting the highest quality educational content. These meetings provide an excellent opportunity to get educated on the latest regulations, to catch up on the latest trends, to share best practices, and to really get a chance to interact with some of the best subject matter experts and suppliers in the industry. You won’t want to miss out. September is just around the corner. In addition to the association’s Fall Business meetings, members are encouraged to take part in the annual Call on Washington, D.C. What issues do you see at the top of the agenda? The beauty of TCA’s Call on Washington is that TCA members can discuss the issues that are top of THEIR agenda. There is no script. These meetings provide a chance for TCA members to get in front of policymakers and help members of Congress understand what keeps them up at night. If you’re not comfortable sharing a concern specific to your own business, there are plenty of general industry topics to talk about — truck parking, abolishing the Federal Excise Tax, the realities of zero-emissions tractors, lawsuit abuse, nuclear verdicts, predatory towing, the attack on the independent contractor model … the list goes on and on. There are some really important issues that impact our businesses every day. Most members of Congress don’t fully understand how important these issues are. The Call on Washington is one of the best opportunities to step up and inform them. In the May/June 2023 edition of Truckload Authority, you mentioned that it’s vital that the trucking industry look beyond “next week” and “next year,” and focus on more long-term goals for the next few years and even decades. Please share some of your long-term industry goals. The truckload industry is often its own worst enemy. Short-term thinking has historically led us into deep and vicious economic cycles. The “make hay while we can, before we run off a cliff” mentality is dangerous for a business that is trying to build a reasonable balance sheet. One of my long-term goals is to get stakeholders in this industry to think differently about their businesses. A great step in that direction is to get business leaders to understand truckload cycles. What causes truckload cycles? Can the industry mitigate the magnitude or duration of a cycle? Can a business predict the beginning or the end of a cycle? Should a business act differently if it knows a cycle is beginning or ending? Should a fleet have a portion of their tractors paid off to more effectively adapt to a down cycle? The answer to each of these questions within reason is yes. It takes a lot of work. But knowing more about what makes the tide rise and fall is very powerful and enabling for a business. I liken this to the role of a quarterback: If the quarterback is only looking downfield, then the quarterback is likely to get pummeled. If the quarterback is only trying to avoid getting sacked and never looks downfield, then we never make progress. We need to be good at both. One ongoing debate involves requiring speed limiters on big rigs; however, the top allowable speed has yet to be determined. Both TCA and the American Trucking Associations have spoken out in favor of such legislation. How do you believe speed limiters will help the industry? Please share any thoughts on how a speed cap should be determined, and by whom. First of all, let’s be transparent and recognize that this issue does not enjoy unanimous support across our industry. We can disagree and still be friends. To me, this is about the long game. In the long game, our industry has to be safer. We can proactively take steps to get safer, or we can wait until the government tells us what we have to do. In this case, much of the industry has already voluntarily moved to reasonable governed speeds, which is a form of speed limiter. Some will argue that highway speed differentials are a problem, and I would agree that there are some legitimate concerns, but we have that issue today with the fleets that have governed speeds. There are trade-offs in everything we do. In my opinion, the laws of physics rule the day here. When you operate an 80,000-pound tractor-trailer combination, additional speed equates to additional risk — substantial risk. With nuclear verdicts looming as a threat to shut down a business after just one accident, we have to control what we can control. We can’t control the behavior of four-wheelers, but we CAN control what we do and how fast we drive. If a fleet feels like it needs to run fast in order to hire drivers, or to meet customer demands, or to meet productivity goals, then I would say that the odds are not in favor of that fleet surviving in the long run. I would estimate that the majority of TCA member fleets operate at or under the 65 to 70 mph speed range that has been discussed as part of the proposed rule. These fleets are not only likely to be safer, but they will also experience the benefits of better fuel economy, as well as improved ESG metrics. Another hot topic is the Environmental Protection Agency’s push for zero-emissions vehicles in all sectors. Aside from charging facilities and range being issues for heavy-duty trucks, what other challenges do these requirements mean for motor carriers? As I have stated before, we want to do our part as responsible environmental stewards. We have a responsibility to be part of the solution. The problem is that many of the policymakers are not addressing industry concerns. Electric tractors likely have a future in our industry but are currently facing real-world issues, including significant range limitations, excessive vehicle weights, very high acquisition costs, higher-than-expected operating costs, excessively long lead times for charging equipment, and an underpowered electrical grid. Each of these issues will see improvement over the course of time, but policymakers have decided to force an accelerated timeline that doesn’t allow for the maturing of the technology. It’s become a matter of partisan politics, which is now producing unbalanced — even unreasonable — demands on our fleets. Hydrogen-powered solutions also hold promise but are likewise seeing significant early development challenges. I don’t want to be dramatic, but the current path is leading us towards a financial and operational wreck. We need policymakers to retool the rules to fit technologies that actually work today and allow future technologies to naturally mature. As for the myriad of recent California rules, that is a can of worms that we don’t have space to cover right now. Compliance with a rule should be achievable, it should apply to all equally, and it should be easy to understand. I believe they missed badly on this one. One of the stories in this edition of Truckload Authority (click here to read) touches on ways carriers can attract — and retain — safe, reliable drivers. While many offer sign-on bonuses or guaranteed weekly pay or home time to pull in new hires, how can carriers work to reduce driver turnover? After 31 years in this industry, I can safely say that I still have a lot to learn. Driver hiring and retention is one area that few have mastered, and a place where we all still have a lot to learn. I have seen a significant number of strategies to attract and retain drivers deployed in one way or another. Some strategies come across as very gimmicky, while others are more innovative. In the end, this is a “people business,” and each fleet needs to find a way to provide meaningful personal connections with their drivers … easier said than done. This involves creating a culture that goes beyond words. Surprisingly to some, I believe that it involves setting high expectations and holding people accountable to those expectations. It involves providing well-maintained equipment, favorable working conditions, consistent work opportunities, good benefits, and competitive pay. It involves building relationships and having healthy lines of communication to work through issues. It’s a balance of all of these efforts. No fleet does all of these things perfectly, but if, as an industry, we can focus on making progress related to each of these efforts, then we have a shot at making the driving job more attractive than other options that high-quality workers may have. I wish there was a silver bullet, but it is a lot of hard work. The American Transportation Research Institute (ATRI) has selected five topics on which to focus in 2023, including expanding truck parking at public rest areas, identifying barriers to entry for female truck drivers, complete streets impact on freight mobility, the diesel technician shortage, and the cost of driver detention. Of these five, which two do you see as the most critical to the trucking industry, and why? I wish it was as simple as picking two priorities and saying that these priorities will bring the greatest amount of benefit to the industry. Just like a truck’s engine, every component performs a critical function. If any component fails, then the entire engine can be compromised. As an industry and as an association, we have to be prepared to make meaningful progress across several fronts. If I were to pick critical areas, my list would certainly complement the areas you have mentioned — but might look a little different. In fact, these may sound familiar! I would pick: Improve the driving job and make it a more attractive job for all high-quality workers. Improve roadway safety through technology and by adopting effective best practices focused on reducing accidents. Improve motor carrier financial sustainability by educating carriers on proper returns on investment and by advocating for favorable tax policies and regulations. Shape the industry’s environmental stewardship by educating policymakers on the huge progress we have already made and then implementing reasonable real-world solutions going forward. Improve the industry’s image by highlighting the many things that the truckload industry does to support communities and keep America’s supply chain strong. I know this is a bit of a repeat from what I said earlier, but these are the things I would see as most critical. Within each of these five broader areas, there are a number of more specific challenges captured in the ATRI report that need to be addressed — including truck parking, barriers for female drivers, diesel technician shortages, and driver detention, just to name a few. Finally, what thoughts would you like to share with TCA members about the issues facing the trucking industry? The truckload industry is full of great people — smart people, who want to make a difference. We need more of this industry’s leaders to engage on these issues to help shape what this industry looks like for the next generation. There is no questioning the essentiality and critical nature of what we do for the economy. We just need to find more effective ways to move the needle. Thank you for your time, Mr. Chairman — and have a wonderful summer. This article originally appeared in the July/August 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

During the closing banquet for Truckload 2023: Orlando, Dave Williams officially picked up the reins as chairman of the board for the Truckload Carriers Association (TCA). Williams first entered the trucking industry in college, landing a job in the shop at what was then Knight Transportation. Now, 31 years later, he serves as senior vice president of equipment and government relations for the same carrier, now known as Knight-Swift Transportation. An active member of the TCA for nearly a decade, Williams says he’s excited about the momentum the association is gaining on Capitol Hill and the value it provides to its members. As he accepted the role of chairman on March 7, Williams clearly outlined his goals for TCA as well as the trucking industry as a whole. During this first visit with Williams, the Truckload Authority team quickly discovered that Williams is intently focused on the issues faced by the trucking industry; in addition, he is dedicated to providing value to TCA’s members. Here, he shares his passion for the industry, along with a few of his goals for the coming year.   Congratulations on picking up the reins as the chairman of the Truckload Carriers Association. What does this step mean to you, both personally and professionally? Serving as TCA Chairman is a tremendous responsibility. I feel strongly that each of us has an obligation to give back to the industry, and this is one of my opportunities. Fortunately for me, the TCA staff and the officers group are very strong and won’t let me get too far off track.   What do you see as the most important issue facing the industry today? Truckload is such a wonderful and essential industry. But let’s be honest, it’s not for everyone … it’s a tough industry. It requires a tremendous amount of capital risk, with financial rewards that often don’t coincide with the amount of risk that is taken. That is a problem. I believe that one of our big issues is being able to spend less time locked into survival mode and spend more time understanding the driving factors that make it difficult to succeed in our industry. We should be spending more time asking ourselves what we want this industry to look like in five, 10, or 20 years. We have potentially transformational technologies and regulations that we are going to face over the next couple of years. We really need to make sure we are thinking clearly about our place in the economy and make sure that it works for us.   TCA’s annual convention, Truckload 2023: Orlando, wrapped up just a few weeks ago. How would you describe this year’s event? It was a tremendous success! We have received a lot of positive feedback, and we are so grateful for all that attended. Special thanks to those who helped in any way. It takes an army of volunteers to pull off a good conference. Thank you all. We have really gone to great lengths in recent years to build fresh energy back into the convention by adding new elements, staying relevant with topics, bringing in high-quality learning opportunities, and listening to the feedback from our fleet and allied members. This is an evolutionary process where we hope to adapt to current needs and create a valuable experience for all. Our plan is to build on this year’s success and make it even better next year … no pressure right?!   During your acceptance speech at the closing banquet at Truckload 2023: Orlando, you touched on the main points of your goals for the trucking industry and for TCA. Please explain those for the membership. Throughout much of my career, I would describe our industry as fairly reactive, and a bit resistant to change. When proposals for change came our way, our immediate response was more than likely to fight against them. This is not necessarily a bad thing, considering that many of the proposals weren’t that good! As we fast forward to today, the proposals are coming at us at light speed. We find ourselves under attack from every angle, and we need a new strategy. As part of that new strategy, we have an opportunity to reclaim the narrative and set our own agenda. An industry that ‘proactively polices’ itself can more effectively take the high ground and defend against well-intentioned, but misguided, proposals from outside groups. The key is being forward thinking and rallying around initiatives that will ultimately put the industry in a better position. In my remarks, I recommended creating initiatives around four areas: Improving the driving job. Improving safety. Improving the financial sustainability of trucking companies. Improving our tangible impact on air and water quality. I don’t think anyone in the industry wants bad jobs, more accidents, bankruptcies, or dirty air. These are all things we can agree on…no brainers. I proposed that it’s time to do something about it. We would then ask government agencies to support our goals rather than the other way around. We change the narrative. It starts with defining what we can do in each of those areas to really make an impact. Over the next few months, we are going to begin outlining how we go about getting some of these things done. I am excited and anxious to do this and would invite all who want to play a role in this process to let your voice be heard.   What events and projects are on your calendar for the next three months? My other job with Knight-Swift Transportation is keeping me plenty busy, as we just announced our plan to acquire U.S. Xpress. Outside of that, I plan to spend a significant amount of time working with TCA members and staff on our issues in Washington, D.C. We have started putting together monthly visits for TCA members on Capitol Hill for those who are interested. I would recommend them to everyone, beginners and experts alike. These visits are not only critical in educating policy makers, but they also help TCA members realize how effective their voice can be in shaping policy. I also plan to attend the Safety and Security meetings in San Antonio in June, and the Refrigerated Meeting in July in Park City. No rest for the weary.   As the incoming chairman, what message would you like to share with TCA members who are not actively involved in the association’s educational programs, legislation reform efforts, and other opportunities? For me, getting involved early in my career has been a great blessing. I feel like I have been able to make better decisions on behalf of my company as my understanding of the issues has improved. Behind every regulatory or legislative policy is a business issue or practice. I have worked hard to really dig in and understand how some of these proposed policies will impact our businesses. While I still have a lot to learn, I feel like I have been able to make more balanced decisions that stand the test of scrutiny and time. So, I would encourage members to commit to making the critical investments of time and involvement. The more you invest, the greater the returns within your own business. There is a tremendous amount of value that can be unlocked as a TCA member. If you are unsure how to start, please reach out and let us make a few suggestions.   As many in the industry would agree, there is a shortage of company drivers. In your opinion, how can carriers work to attract and retain qualified drivers? One of the things you will find about me is that I was trained by my mentor, Kevin Knight, to think a little differently. I don’t like the word “shortage.” I have been hearing about the driver “shortage” since I started in the industry in 1992, and it was talked about for at least 10 years prior to that (a total of over 40 years). The law of supply and demand would say that if there is a shortage of something that is in strong demand, the price (driver wages) for that resource goes up until supply and demand are balanced. Until recently, driver wages have generally increased in line with, or even below, inflation. And even more recently, driver wages have stopped rising. If there is a shortage, why would driver wages not continue to increase? Because supply and demand have reached balance. There is something else going on here that we need to look at from a different angle. Part of that discussion involves addressing the pain points that make the driving job less competitive than other options that workers may have. Another part of that discussion involves acknowledging the peaks and valleys of truckload cycles and understanding that demand for drivers is not constant. That will take longer than we have room for in this chat.   Earlier this year, TCA joined a group of industry stakeholders to form the Clean Freight Coalition. What is the group’s ultimate goal, and how can TCA members get involved in the efforts? The Clean Freight Coalition is important because it combines the voices of several large trucking stakeholders in the national debate on energy and climate change. Like it or not, this issue is not going away. Our goal is to help policymakers understand the industry’s strong track record of collaboration in achieving meaningful emissions reductions over the years. We also want to make sure that the transition to a zero or near zero-emissions future is done the right way and doesn’t jeopardize the nation’s supply chain. Recent proposals from policy makers have been far from collaborative. This is a critical time for the industry to ramp up the dialogue on some of the technical challenges associated with zero emissions tractors that we have not been able to solve. This is not about a reluctance to adopt technology, it’s about timing. Much of the proposed technology has not matured enough to be effectively commercialized. Even if we resolve some of the operational issues associated with the weight, range, and cost of the tractors, we still have significant infrastructure issues that loom over us. Rather than trying to take the massive leap to zero-emissions, I think we would be much more successful by implementing intermediate targets and working in stages towards zero-emissions. The current proposals put us on a path where the threat of the industry spending massive amounts of money, and then realizing that we need to backtrack and readjust our national strategy, is very real. That would be a disaster.   In recent years numerous types of safety technology, from automated driver-assistance systems (ADAS) to forward- and driver-facing cameras, rear underride guards, and more have been integrated into most fleets. In your experience, what impact have these measures had on the overall safety of the trucking industry? For most of my career, the safety technology options available on our tractors and trailers were slow to develop, and the choices were few and far between. In the past decade, the number of legitimate options has exploded. This is a huge win for safety, as many of these options improve our drivers’ ability to avoid or minimize the severity of accidents. While driver training will continue to play an important role, many fleets have turned to these emerging technologies to “engineer” accidents out of the system. It is critical that as an industry we do a good job of training our drivers how to interact with these technologies rather than assuming that the technologies will work on their own. Going back to our discussion about our industry being more proactive, this technology will play a critical role in helping us reach the next level of safe operations.   We’ve heard talk of eliminating the federal excise tax (FET) in recent months. If the proposed legislation is passed, what kind of effect will it have on the freight industry as a whole, and on trucking specifically? Federal excise tax was first implemented 100 years ago to help the country pay for World War I. It’s funny how some things start for one reason and then never go away. I think this issue has really come to the forefront as new emissions technologies have seen their already-astronomical costs compounded even further by FET, adding $40,000+ to the cost of some of these zero-emissions tractors. The tax has become a financial obstacle in deploying some safety technologies as well. In addition, the tax is too concentrated on buyers of new equipment, while the benefits of the tax go to all road users via the Highway Trust Fund. By removing the tax, we really hope to create momentum for investing in safety technologies and other emissions reducing technologies as those technologies mature. It’s the right thing to do.   Finally, as you assume the chairmanship, what excites you most about the year ahead? I really feel like the truckload industry is approaching a fork in the road. We have some big decisions to make. I am really excited about facilitating healthy discussions within the TCA membership on how we should approach our future. Finding the right balance between learning from the past and adapting to the future is tricky. We can’t underestimate the need to leverage the hard-earned lessons from the past that have brought great success to our industry. At the same time, if we aren’t willing to adapt, we run the risk of becoming the next Blockbuster Video, MySpace, or travel agency industry. While fashion trends eventually come back in style, business models usually don’t. I have a tremendous amount of confidence in our industry. We are survivors, and together, we will succeed.   Thank you, Mr. Chairman, for your time. We look forward to an exciting year! This article originally appeared in the May/June 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.

Load One CEO John Elliott didn’t just step into the role of chairman of the Truckload Carriers Association (TCA) in March 2022. He burst onto the field, snatched the ball, and started running for the goal — and he never slowed his pace during the following 12 months. Together with newly appointed TCA President Jim Ward, he set out to not only grow the association’s membership, but also to expand and improve member benefits, revamp existing programs, and amplify the voice of truckload on Capitol Hill. Now, as he prepares to pass the ball to the next chairman, he says he would be hard-pressed to name TCA’s greatest accomplishment of the past year; however, he is quick to applaud the association’s members for their enthusiasm and engagement in both local and national initiatives. While Elliott is planning a couple of well-deserved breaks, it’s doubtful he’ll slacken his pace during the coming year. In addition to plans to grow and improve his own company, he says he intends to remain an active voice in TCA and the trucking industry as a whole. Following is the Truckload Authority team’s final chat with Elliott.   Mr. Chairman, thank you for joining us for the last of your Chat with the Chairman interviews. As usual, it has been an eventful year for the trucking industry. What have been TCA’s major accomplishments during your term? It is simply amazing to me how fast this year as chairman has gone. It has been an extremely busy year for the association. I think the first big thing was a highly successful transition to our new president, Jim Ward. Our officers and I tasked him with a long list of desired improvements and initiatives. I can say without a doubt that Jim and our TCA staff are making it happen. Our membership and retention numbers are the highest they have been in decades, and they continue to grow. We have revamped the TCA Professional Driver of the Year program, and we will see more winners and greater prizes. We will also see these individuals be a valuable resource as industry ambassadors to help tell the story of truckload as the year goes on. We have spent a good deal of time working to bring our Truckload Profitably Program in house, and that project is progressing very well. We have over 150 carriers submitting data and added another full-time facilitator as the value of the program to our members continues to grow.   How has TCA worked with other trucking organizations to strengthen the voice of the industry in Washington? A great example of our government affairs push was our ability to help financially support the American Trucking Associations (ATA) in the fight against the predatory tolling by the State of Rhode Island. It was a great victory for our industry and all carriers, as this practice of truck only tolling would have quickly spread across many states and been another unfair economic burden placed upon our industry. It was a great example of how the strong relationship TCA and ATA share only makes the trucking industry more powerful in D.C. TCA and ATA have recently joined the Truckers Service Association as partners in its fight to preserve and protect the owner-operator/independent contractor model, which has been under attack more and more. This model is the basis of the American dream and is the exact way so many trucking companies were founded — with a dream, one man, and one truck.   What are some other highlights of the year? Another major initiative involves the North American Transportation Management Institute (NATMI). Most people are very surprised to learn that NATMI is owned by TCA. We did not leverage this relationship in the past anywhere near its full potential, but that is changing. We are moving NATMI onto our Association Management System, and we will be making more announcements this year. Last, but not least, we recently announced the launch of the Clean Freight Coalition with TCA as a founding member. This coalition will spearhead industry initiatives to help push for a logical, balanced, and realistic application of technology and regulations. Trucking has made huge improvements in our impact on the environment, and we are steadfast in our commitment to continue to improve. However, it needs to be done with well-thought-out policies that include trucking as a stakeholder at the table, not just policies put forward that can have disastrous implications for our industry and ultimately affect the people we serve.   Which of those accomplishments has given you the most pride in TCA and its members, and why? I cannot honesty answer that question. What I am most proud of is the organization as a whole, its upward trajectory, and the exciting energy that comes from it. I have heard from so many members and vendors that the organization just continues to evolve in such a great direction. The ROI value of TCA has never been higher, in my opinion.   What can TCA members expect in the coming year? We will see exciting new enhancements coming over the next year. We are launching a revamped fleet safety program that will improve upon this highly successful program and provide even more actionable data to our members to help them improve in this critical area of their companies. Our government affairs efforts continue to increase on behalf of our membership. We now have two internal and two external lobbyists who are focused on telling the story of truckload and helping to shape opinion on proposed regulations and legislation that can affect our members.   While Democrats still control the U.S. Senate after last fall’s elections, Republicans now lead the House. In addition, there has been a “changing of the guard” in the House Transportation & Infrastructure Committee. How do you foresee those changes affecting the trucking industry? Great question, because going into the election there were many things still on the table as it relates to our industry, and that hasn’t changed regardless of the outcome. Trucking is the very backbone of this nation’s economy, and the truckload segment is the heartbeat. We know that many of our issues will continue to permeate in the next Congress. We must continue to challenge the threats to the independent contractor business model, creating new opportunities for truck parking, and of course, making this industry more attractive for people looking for rewarding careers. These are essential to moving the needle toward the advancing of our industry — and in many cases they should be viewed as bipartisan. Of course, as the years shake out, we will continue to weigh in on issues regarding equipment, highway funding, and certainly size and weight questions that could arise as the congressional demographics have changed.   Earlier this year the Biden administration released the U.S. National Blueprint for Transportation Decarbonization to eradicate all greenhouse emissions from the transportation industry by the year 2050. What do you believe will be the earliest impacts felt by motor carriers? The earliest impacts are already being felt by motor carriers as we progressively continue to look at the equipment landscape and the environmental impacts that coincide with them. Our environment has no friendlier ally than our industry, and recent data has proven exactly that. In just over 35 years, it would take 60 of today’s trucks to produce the emissions of just one truck in 1988. Over the past 30 years, our engines have cut NOX and particulate matter emissions by more than 98%, eliminating harmful pollutants from the air we breathe. In knowing that, and wanting our industry to continue to be great stewards of the environment, it is essential that we continue to test equipment to the point that each has proven itself roadworthy. Our carrier members want to be an active part of the solution to this problem, to preserve the environment and ensure that the store shelves are stocked with the goods that this nation lives on. In short, the impact for these regulations are already being felt to the point that our industry must make sure the deadlines are realistic and that the changes to equipment are ones that truly work to fulfill the nation’s freight delivery needs.   It’s now been 15 years since the Federal Motor Carrier Safety Administration (FMSCA) launched the CSA (compliance, safety, accountability) program with an initial “test run.” How have you seen the program change over the years, and has it helped or harmed the freight industry? I think the intentions of the FMCSA were very noble. I don’t think we are anywhere close to a finished product. I know the industry looks to continue to work with regulators to improve CSA. We all want a fair, consistent measurement tool, but the devil is in the details, and I personally do not see safety as an area that should be graded on a curve. Of course, the issue of safety fitness determinations continues to appear on the DOT regulations report, and this may be the year that something gets done. The reality is that motor carriers should not be afraid to have their safety performance judged; however, that judgement must be done correctly. CSA continues to evolve from its original premise. They have incorporated the Crash Preventability Determination Program, removed the public viewing of scores because of the inconsistencies, and continue to try to improve the system. Discussions surrounding the Item Response Theory have proven themselves to be just discussions, as few could actually understand the algorithm changes that would have been required for the program. We must continue to insist that this program be as accurate as possible, eliminating geographical biases that exist and of course continue to account for clean inspections as much as we do for the bad ones.   Of course, the ratio of trucks on the road to safe, available parking is an ongoing concern. Last fall, new truck parking legislation was introduced in both the House and the Senate. If passed, how will these bills help motor carriers and drivers? Ample, safe parking is a critical need for our drivers. As we fight to retain and attract new drivers to the industry, parking is a huge issue. Drivers spend over an hour a day of wasted time looking for parking. On top of that, without hours-of-service flexibility, drivers are not able to utilize their available hours effectively as the fear of not finding a parking spot and running over hours in violation weighs on them. All this is stressful, and as an industry we want safe, well-rested drivers who are not stressed behind the wheel.   In addition to giving the trucking industry a voice in Washington, TCA is active in a number of community service efforts, including partnering with the Vietnam Veterans Memorial Fund (VVMF) to transport The Wall that Heals across the nation during its annual tour. Tell us a little about TCA’s affiliation with this project, and how members can get involved. Since 2015 TCA has partnered with VVMF to bring the Wall That Heals to communities across the country. The wall itself is a replica of the Vietnam Veterans Memorial in Washington, D.C., and our industry has risen to the challenge of supporting the transportation efforts of this monument. It is imperative that we continue to volunteer our equipment and drivers that help preserve the legacy of the wall and allow for cities and towns across the country and education everyone about the war and its impacts. Without the generous donations of trucks and drivers, this monument likely would not have the impact that is does.   What other service opportunities does TCA offer its membership? Besides the Vietnam Wall project, TCA has been a long-time supporter of Wreaths Across America and promoting its mission to remember, honor, and teach those military members that made the ultimate sacrifice. Also, at this year’s annual convention, our spouse/partner activity TCA is teaming up with Volunteer Orlando to drive change and support a local at-risk school to help them break the cycle of poverty and hardship. Trucking is an industry that has always stepped up when needed and looks to give back.   As your term comes to a close, what are your plans for the immediate future? I look forward to continuing with TCA in my role as past chairman and working with our incoming chairman and officers to continue the success. I also have a very exciting year ahead personally for my company as we continue to grow and build out our time-critical offerings. I am also looking forward to spending some time at a new condominium I recently had built in Cancun.   As is tradition, we always ask the outgoing chairman to give advice to the incoming chairman. What would be your advice to Dave Williams of Knight-Swift Transportation, who will soon be stepping into your shoes? Dave has been one step behind me for seven years on the officer line. We have had a great working relationship, and on a personal level he is a great person and a good friend. Dave is very much like me in valuing and listening to our carrier and vendor members. We are and will continue to be a member-driven organization. I know Dave, with his wife Suzy by his side, will be an outstanding leader for TCA and the industry as a whole.   Thank you, Mr. Chairman, for a wonderful year. Any closing comments to the membership would be welcome. Thank you to the members of TCA who entrusted me to be your chairman. As a third generation in trucking, it’s been an amazing journey — from a kid whose first job in trucking was sweeping out trailers to now being the chairman of the TCA. I do wish my late grandfather had been alive to see how far his decision to become a truck driver had affected my family’s life. I also want to thank Jim Ward, who has been an amazing friend, and I have to give a big thank-you to all of the TCA staff for all their hard work! This article originally appeared in the March/April 2023 edition of Truckload Authority, the official publication of the Truckload Carriers Association.