On March 3, 2026, during the Truckload Carriers Association’s annual convention, incoming Chairman Mark Seymour addressed attendees.
Seymour, who serves as the CEO of Ontario-based Kriska Transportation Group, is only the third Canadian to serve as board chairman in the association’s history.
“TCA doesn’t note borders to the north or to the south,” he said. “As an organization, TCA embraces core values and principles — members with shared interest in continuous improvement education, celebrating successes. TCA is about people.”
Kriska Transportation was founded by Seymour’s father, with just three trucks, nearly half a century ago. Today the carrier operates more than 300 trucks, piloted by company drivers and independent contractors.
Seymour credits this success two key factors: Listening to people and supporting subject matter experts as they do their jobs.
“I want to listen to (TCA) members as I’ve listened to our people,” he said. “I won’t try to fix what isn’t broken. I’ll try to enhance what we have, respect the good stewardship before me and pass along after me.”
As Seymour picks up the reins of TCA, he continues to bridge borders, not only between nations, but between stakeholders in the truckload industry.
⏵ Good morning, Mr. Chairman, and welcome to your very first Chat with the Chairman segment for Truckload Authority. Let’s start by letting you introduce yourself to our reading audience. Tell us a little about yourself and how your career in the trucking industry began.
Well, as I said when I introduced myself in Orlando, my name is Mark Seymour. I’m the CEO of Kriska Transportation Group, based in Mississauga, Ontario, Canada. I’m a proud Canadian, and I’m especially proud of my trucking heritage.
I’m a second-generation family business manager, and I grew up alongside trucks. My late father was a mechanic, then a truck dealer — and then he started Kriska in 1978. I started driving a truck as soon as I could, at age 18. I never imagined it would bring me to where I am today — sharing time and experiences with so many great friends and people I have met along my journey.
I joined the business in 1984 — started as a driver. It was a small business then, so through its growth, I’ve had a chance to learn many aspects along the way. It all helped. In 1994, my father handed me the keys to the business and said, ‘It’s your turn.” I was 30, with no formal education — just the will to not disappoint and a team of great people around me to support our goal: “Don’t fail.”
Fast-forward to now, 40 years later, and it’s still the same. The company is much bigger. I have a partner, Mullen Group, and our brands are much wider and diverse. What hasn’t changed is that we have a great team committed to success as we define it: Be really good at three things every day.
- Be a good employer to our employees and contractors;
- Be a good supplier to our customers; and
- Be a good business partner to our banks and lenders.
If we do all of this well every day, we’re built to last a long time.
⏵ How did you become involved with TCA? What impact has the association had on you as a professional? On your company?
Kriska Group has been a member of TCA for 30 years. It started because a friend who I trusted and respected was a member. They said we should join, so I did. That’s not really the best reason for joining, but I’m glad we did!
For many years, we paid our dues, but we didn’t really participate; again, that’s not what I’d suggest. It wasn’t until about 10 years ago that we started to pay attention and get involved. It was only then that I realized how much goes on at TCA that really has impactful take-home value for our business.
Networking is always fun and important — but so are all the other things people do to deal with industry issues that they are willing to share, and share such that you can relate.
For me personally, TCA has been a wonderful experience — new friends, new tricks, new ideas. The members are now involved in a big way with meetings, programs, awards, scholarships, councils and so forth. People really enjoy all the same experiences I’ve enjoyed at TCA. Hey, work is and can be a grind! If you can take a break from work — yet share work life with others and bring something back to work that’s new and refreshing — it’s like therapy.
⏵ What meetings, events and educational opportunities do TCA members have to look forward to this year?
I’d say every TCA event, whether online or in person, is a great opportunity. Online participation is so easy — and so important. It’s really the best way to get more people involved. Many members can’t afford to send people away (from the business) for periods of time. It’s not easy, especially if your business is small and the people are key to day-to-day operations. I know; that was me (or us). But virtual participation is so easy and effective.
In-person events — well, they are great investments. The marquis events rounding out 2026 would be the Safety+Security Meeting in June; the Refrigerated Meeting in July; the Call on Washington and Annual Business Meetings in September; and the TCA Truckload Forum — One Border, No Barriers (formerly Bridging Border Barriers — and TCA’s only event in Canada) in November. And it’s not too early to start planning for our 2027 convention in Las Vegas next February. Check the events page at truckload.org/upcoming-events for more information and updates on all of these. I encourage you to make as many of them as you can a priority.
⏵ I understand you’re only the third Canadian to lead TCA’s board of directors. What are some of the main differences between trucking in the U.S. versus Canada?
Well, I happen to think that trucking is trucking — so any and all differences tend to be in the lines of business or the jurisdictions in which you operate.
In Canada we have federal and provincial laws and regulations, not harmonized. Our drivers need to know both if they cross provincial borders. Once we cross the border into the United States, our drivers must know your federal laws. That’s a lot to need to know — and not knowing isn’t an option.
In my business, like many others based in Canada, we depend on trade between our two countries. Our trucks cross the northern border hundreds of times a day. Our drivers and support staff have to be really proficient at the process. Mistakes are not tolerated. They can be costly and punitive. Other main differences would be hours of service, speed limiting and drug testing.
Again, I’ll summarize by saying that when Canadian drivers are in your country, they play by your rules, so we need to know them very well and teach accordingly.
⏵ What are some of the unique challenges of cross-border trade, and how can motor carriers address these challenges?
Cross-border trade is what we support and facilitate, not what we control. Our customers hold the primary risk; we’re downstream from that.
So, how can we address the challenges? I know for us it’s to know what we control — and don’t let our eyes off those things. Tariffs? We don’t control. Economic cycles? We don’t control. Sadly, those two matters have been top of mind for too long in recent years, so we’re all anxious for some stability and certainty in both.
⏵ Of course, tariffs have been in the headlines a lot for the past year, with many changes and a lot of uncertainty. What challenges have you faced as a cross-border carrier?
Again, the real challenge has been that imposed on our customers and its downstream impact to us. Volumes can spike ahead of an announced tariff change, and volumes get held back after a change. Material sourcing (shipper) can change quickly. It’s chaos for our customers, and therefore for us. It’s no fun. It’s very hard to plan and budget.
⏵ It’s no secret that the U.S. government has been cracking down on immigration laws, particularly when it comes to non-citizen drivers operating commercial motor vehicles. Is the Canadian government pursuing similar actions?
Yes, the Canadian government is taking notice and following the lead of the U.S. initiatives, and I’m thrilled. We — both countries — need to clean up the parts of our industry that have been left to the honor system
Driving a truck, owning a trucking company, managing safety on shared public roads is not for any and all; it’s a privilege. It’s a privilege that should be fact-checked and tested on the front end and routinely held accountable along the way. Regulation without enforcement is like a dog that has bark with no bite. Let’s clean it up. Many will survive; I’m not worried about that. I am worried about the trajectory we were on, but that seems to be changing in both countries.
⏵ In addition to enforcing English language proficiency requirements and restricting the issuance of work visas and CDLs to non-U.S. residents, the U.S. Department of Transportation is working to clean up its list of qualified CDL training facilities. In fact, during TCA’s 2026 convention in March, FMCSA Administrator Derek Barrs said he’d like to clear the registry and start over. What are your thoughts on this?
I think it’s fantastic, and long overdue. I applaud all that has been shared. The trucking industry been the “Wild West” for too long. Why and how can be debated. The main issue is that it’s led us to where we are — a place where we’re not comfortable as an industry. So let’s get it cleaned up.
⏵ In your opinion, what is the most important issue facing the truckload industry right now, and why?
Wow, there are so many issues that are important! But you asked me, so this is my answer: We need to support the surgical, strategic fix of the systemic issues in our industry that will support the longer-term sustainability of a safe, reliable system that customers and consumers can depend on and feel good about. These systemic issues have been well publicized and well documented.
I’m all about the American dream of entrepreneurial spirit — but only when price is determined by safe and compliant operations, held accountable by regulation and enforcement. Service and trust then become the big differentiators.
⏵ How does TCA address truckload industry challenges as a whole? How can association members make sure their concerns are addressed at the federal level?
TCA is clearly a member-driven organization as the members are the customers. Staff are the subject matter experts to lead the strategic plan, which needs to be both clear but nimble. Pivots are important and I’ve been privy to seeing how nimble can be and is. There are plenty of ways for members to get involved in crafting plans. The officer group and staff are well aware of what’s said within the various committee groups and what each group feels are their priorities. It really is a bottom-up group. I’ve witnessed it. So, if you have time or interest, make it known. There is always room for new people with fresh energy.
⏵ How does membership in TCA benefit trucking industry professionals, from motor carriers to service providers, manufacturers and others?
I’ve been a part of this great association for a long time. Over that time I’ve met lots of great people, taken many great ideas I’ve heard, shared a few ideas I have, had some input to changes that have been made with regulations, and had some input to suppliers that helped shape what they do. With all that said, it’s about collaboration. You give and you take. Our desired outcome is mutual. Be better, be safer, be more efficient; work for continuous improvement. You don’t get there alone. You get there as a group, and I think TCA provides that platform.
⏵ Before we close, are there any thoughts you’d like to share with TCA members today?
Get involved in TCA any way you can. If it’s only through virtual meetings, start there. Expand from there as much or as often as you can. And it’s not just you — it’s your people. Membership is just the fee. Value of membership comes from participation, and that starts with your leadership. Make it happen. I look forward to hearing from you.
⏵ Thank you for your time, Mr. Chairman. I’m looking forward to the year ahead!
This story first appeared in the May/June 2026 print edition of Truckload Authority, the official publication of the Truckload Carriers Association.
Linda Garner-Bunch has been with The Trucker since 2020, picking up the reins as managing editor in 2022. Linda has nearly 40 years of experience in the publishing industry, covering topics from the trucking and automotive industry to employment, real estate, home decor, crafts, cooking, weddings, high school sports — you name it, she’s written about it. She is also an experienced photographer, designer and copy editor who has a heartfelt love for the trucking industry, from the driver’s seat to the C-suite.
