The massive freight trucks traversing between urban and rural areas daily are more than just steel beasts—they are the lifeblood of economic vitality. Yet when these vital channels face congestion, reduced efficiency and rising costs ultimately impact every citizen's livelihood. How can we unclog these "arteries" to ensure smoother circulation of economic vitality?
Jeff Berman, news editor of Logistics Management magazine, recently interviewed Phil Byrd, CEO of Bulldog Hiway Express. Byrd boasts exceptional achievements in trucking, having served as Chairman of the American Trucking Associations (ATA), leader of Daseke's leadership committee, and currently heading Daseke's operating company Bulldog Hiway Express. His prior leadership roles include chairing the South Carolina Trucking Association, South Carolina Maritime Association, and the Advisory Committee of the Transportation Research Board. Under his guidance, Bulldog Hiway Express has earned multiple safety awards including the 2016 Fleet Safety Award from the Professional Truckers and Riggers Association and three Grand Safety Awards from South Carolina.
Berman and Byrd explored critical issues including transportation infrastructure, related legislation, and driver shortages. Below is their conversation.
Infrastructure: The Foundation of Economic Mobility
LM: Given your leadership in both the trucking industry and ATA, how would you assess current transportation infrastructure conditions?
Byrd: This has been a passion of mine for decades. Before chairing ATA, I twice chaired South Carolina's Trucking Association. Highway infrastructure affects our profitability, safety, lifestyle, productivity—everything. It inflates costs for every consumer good. We have compelling reasons to support a meaningful highway infrastructure plan that stabilizes the Highway Trust Fund (HTF). Congress has delayed this too long.
Living 40 miles west of Charleston, I've measured how my commute time has increased over decades while highways deteriorate. ATRI and ATA research clearly shows the costs of inadequate maintenance—both preservation and capacity-wise. Each passenger vehicle on congested highways bears $1,600 in annual extra costs from congestion and poor maintenance—funds families could use during COVID. About 65,000 bridges are either closed to commercial traffic or have weight restrictions impacting commerce and costs.
Legislative Pathways Forward
LM: With FAST Act extended through September 2021, what's the outlook for new long-term legislation? What should it include?
Byrd: ATA's "Build America Fund" proposes raising federal fuel taxes 5¢ annually for four years, then indexing to inflation and fuel efficiency gains. This would replenish HTF appropriately, generating $340 million over a decade—about $2 weekly per passenger vehicle. Trucking already pays significant diesel taxes and is willing to contribute more. Highway congestion adds $75 billion annually to freight costs. Reducing this would reflect in every retail product's price.
LM: What freight-specific elements might be lacking in new bills regarding corridor development?
Byrd: Stabilizing HTF is paramount. We need bipartisan action to fund HTF properly, enabling infrastructure investments that reduce operational costs for all vehicles while saving lives through enhanced safety features. Eventually, we need smart highway systems with advanced vehicle technologies like automatic braking and lane departure systems to reduce accidents and insurance costs.
Commercial vehicle idling data from 2016 shows truckers wasted 1.2 billion hours in traffic—equivalent to 425,000 drivers idling full-time. The environmental impact is staggering: 6.8-6.9 billion extra gallons of fuel consumed, emitting 67.3 million excess tons of CO2. Congress must address this. We'll move 30% more freight by truck in coming decades—40% of all goods travel via Class 8 vehicles on interstate systems.
Congressional Gridlock and Solutions
LM: Why has infrastructure progress stalled in Congress?
Byrd: This requires bipartisan resolve. With HTF facing $30 billion annual shortfalls just to maintain current funding levels—let alone advance smart infrastructure—both parties wear blinders. We need backbone to unite, not fear charging modest fees to voters like me stuck in traffic. My 40-minute interstate commute now takes 70 minutes. I'd gladly pay—my time has value.
The Driver Crisis: Recruitment and Retention
LM: How do you view current driver turnover rates? Is recruitment still an uphill battle?
Byrd: Absolutely—it's critical. Driver recruitment/retention may be our greatest challenge today and ahead. Demographics work against us. If you operate trucks, you should worry. We need better methods to attract talent while ensuring respect throughout their supply chain journey—from regulations to corporate treatment. These heroes deserve utmost respect. Everyone enjoying home-cooked meals should thank truckers. We must better communicate their vital role.
LM: How can the industry attract younger drivers?
Byrd: Modern truck cabs resemble aircraft cockpits—full of electronics where youth excel. We haven't adequately promoted this evolution. While being away from home remains challenging, we must treat drivers with maximum respect through competitive pay, benefits, and daily appreciation—because without them, we don't survive. COVID worsened an already critical situation.