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You’ve been in trucking over 44 years. What are some
of the most significant improvements in the industry
during that time?
Equipment changes for sure — the trucks were
predominately cabovers when I was driving. The safety
features and technology in the cabs today such as lane
departure, roll-over protection and cameras, are quite
a long way from when I started driving. Operations
management software didn’t exist when I was learning
the business. We operated on pay phones and our
loadboards were cards on a wall. We had offices close to
all our major shippers so the drivers had a place to wait
for their next load.
You said in your acceptance address that TCA has made
a dramatic impact on you and your family. Could you
expand on that statement?
TCA opened a whole new world to me, a new world
of people, education, recognition and development. I
have learned so much from other trucking professionals
by just sitting in meetings and listening to ideas, best
practices and positions on areas of our business. As
Rob Penner said in his remarks, rooms full of type A
personalities create an interesting dialogue.
What is going to be your focus as chairman?
Building on our successes at our fall meeting and
our Call on Washington. We have some great things
planned for this year’s trip to Capitol Hill. Also, we will
be working on Hours of Service reform, specifically the
14-hour clock and split sleeper time. Our drivers need
more flexibility in their on-duty/driving time. Today’s
race against the 14-hour clock is not working. It is not
safe. We have a new administrator at the FMCSA and he
is asking for our input, and we are going to make sure
he gets it.
What would you say to tca members who are not
actively involved in tca conventions and programs?
What are you waiting on? You don’t know what you
are missing! Get involved! Speak up! You are missing
a great network of people and ideas. I have always
learned something, or met someone new, or been able
to take something back to the office.
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What are the key issues facing trucking in 2018 and what
are the obstacles to having those issues come out in
favor of the truckload industry?
We as an industry are operating in a new trucking
environment. ELDs have already begun to accurately
portray our industry in a manner that tells the true
story of trucking and with the data generated by this
technology, it certainly makes sense to continue having
discussions around Hours of Service and sleeper berth
flexibility. The daily problems our driving force faces
can more easily be dealt with by providing drivers with
practical options that will not jeopardize safety, but
rather improve upon it. 2018 will also be the year in
which we must advocate for sensible regulations that
fix our infrastructure problems and provide our industry
with a fix to the F4A federal pre-emption issue, all while
paying particular attention to productivity issues that
the truckload segment of our industry faces.
Speaking of issues, you mentioned in your address that
the 14-hour clock was not working. Specifically, what
would tca support in terms of changes in Hours of
Service?
Our drivers need flexibility in their on-duty and
driving time. Solving the everyday problems that our
drivers encounter on our highways — be it weather,
congestion, construction or delays — flexibility would
allow our drivers to get rest, avoid stressful situations,
and actually gain safe, productive miles that would
make their jobs better. Drivers know their limits and
the signs of fatigue. Imagine a hot summer day, driving
west into Chicago at rush hour after eight hours of
unloading, loading, tarping and securing a load. Our
drivers should not be forced into rush-hour traffic by
an arbitrary clock. Drivers should have the flexibility to
stop the 14-hour clock, pick it up four hours later and
resume their trip. We need to be able to stop the 14-hour
clock for a period of time in which our drivers can feel
comfortable moving onward, an amount of time that will
not prioritize productivity over safety. These issues can
peacefully coexist in today’s trucking industry and TCA
must continue to tell that story in order for it to happen.
How would you summarize the 2018 convention?
Productive and enlightening. I think we opened some
eyes to a new side of TCA.
What excites you most about the year ahead?
The fact that we have been invited to the Federal Motor
Carrier Safety Administration by new Administrator
Ray Martinez. That is encouraging. I remember the
Julie Cirillo days when the FMCSA would not talk to the
industry, much less ask for our input.
Lastly, Mr. Chairman, we’ve talked mostly about
trucking in our Chat. What rounds out your life other
than trucking?
Horses — my wife and I have a small farm where we
enjoy spending time. Also, a good cigar and a glass of
bourbon.
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24 Truckload Authority | www.Truckload.org TCA 2018