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Truckload Carriers Association president says association has had ‘difference-maker’ year



Truckload Carriers Association John Lyboldt told delegates to the annual convention that TCA has created an environment that strives to make the association, its members and the industry stronger, more knowledgeable and capable of preparing itself for the next generation of leaders. (Courtesy: TCA)

LAS VEGAS — Surrounded by collateral material that repeatedly proclaimed the theme of the 81st Annual Truckload Carriers Association Convention, TCA President John Lyboldt told convention delegates that to understand the meaning of “Truckload Strong,” one must fully digest the notion of where the association has been and where it is today.

“I truly believe we should respect the past, embrace today and shape the future, knowing that where we have been helps dictate where we are going,” he said.

And it’s going forward, full speed ahead, Lyboldt said, noting that the past year has been a “difference-maker” for the association, thanks to TCA members.

“Our association has chosen a direction that has been defined by you, the collective you, not merely described as an officer or member, but by everyone who lives or breathes truckload, in other words, those of you that are in the room now,” Lyboldt said. “That is what Truckload Strong is, an epiphany that we should not just be in the line, but rather be at the front of it, to not let others decide what we do, but rather determine that for ourselves. That very notion is one in which has always been self-evident, that we and we alone are responsible for the path that we travel.”

He cited two areas where the organization had changed the path of its course — advocacy and education.

In the past, Lyboldt said the organization had let others across the trucking industry dictate that it shouldn’t advocate and should not take the lead on what happens in Washington.

“However, as issues became more and more truckload-centric, our membership became more and more vocal as to their needs and the direction in which our association needed to travel.  The desire to tell our story became prevalent and the opportunity was upon us,” Lyboldt said. “We stopped stating that we were the elephant in the room and started acting like it.”

Today, TCA’s advocacy efforts are not defined by following someone else’s lead but rather leading itself, Lyboldt said.

“Truckload issues such as ELDs, sleeper berth flexibility, F4A, and now infrastructure are the topics of discussion on which we must not only listen-in, but lead by example,” he said.  “The opportunities to tell our story and the effects that these issues have on our segment are far and wide, and our association is not just a part of the discussions, but rather we are steering them.  You, the membership, have decided that. You have elected to become difference makers and have directed us down a strategic path in which success is defined as the crossroads where opportunity and preparation meet. We not only tell our story, but we live it every day. Truckload is not easy. You truly have to be driven to make it work, and our advocacy efforts define that very approach.”

Lyboldt told delegates that at one point in its history, TCA had been defined as the education arm of the trucking industry.

“[That was] a definition bestowed upon us that doesn’t truly solicit a Truckload Strong response, and in fact that definition was hardly embraced by those who owned it, our members,” he said. “Today, I stand before you presenting an education aspect of this association that has not been declared for us, but rather defined by us. We have energized our once stagnant benchmarking program that continues to grow and be the envy of all in the transportation sector.”

TCA has created an environment that strives to make the association, its members and the industry stronger, more knowledgeable and capable of preparing itself for the next generation of leaders, he said.

“We have aligned ourselves with partners that have created the data-driven ability to truly outline the course of our actions,” Lyboldt said. “Our Truckload Indexes microsite was wholeheartedly embraced by TCA’s membership. This incredible platform not only aids in the decision-making capabilities of our members, but provides them with nearly real-time evidence to support those very decisions. We have created an industry-wide education essential that will only get better over time.”

In the next year, the instructional development arm of TCA will roll out an instructor-led educational environment to enable its members to gain comprehensive and profitable approaches across all carrier operational entities that effectively keeps the wheels rolling, and essentially provides themselves with a new and innate ability to tell our story, Lyboldt said.

“That, my friends, is Truckload Strong,” he said. “The aptitude to tell our story and do it well.

If we continually look back at where we have been to find out where we are going, it truly depicts a historical aspect to where our association stands now. They said we couldn’t advocate, yet here we are, advocating. They said our educational programs have grown stale, yet we have developed programs that continue to be coveted by all who experience it. In other words, if those on the outside challenge us, we are dedicated to proving them wrong. My objective in all of this has been that TCA, as whole, had merely survived before but now we thrive. The difference between then and now is that we, the collective we, have just decided to try.”

None of what the association has accomplished the past year could have been done without the engagement of membership, Lyboldt said.

“Gather a common set of business practitioners, provide them with a concept that they will rally around, and build upon the success that arises from it,” he said. “It will not just end there. The spirit of Truckload Strong will grow, and the prevalence of our shield will be more than a pin that adorns your lapel. It will represent a common notion that motor carriers involved specifically in the truckload segment will want to do more, representative of the fact that they can make this industry better, operate more safely, and lead by example.

“The business imperative of being Truckload Strong is shown in the promise to create a membership that is more engaged than ever before, dedicated to telling our story, improving upon our industry safety record, and providing sound, data-driven information that leads to support for sensible regulations,” he concluded.

The convention ends Tuesday night with the annual awards banquet.






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The Nation

Minnesota legislative panel debates Walz 70 percent gas tax hike plan



Minnesota Gov. Tim Walz says the gas tax increase is needed to provide a stable, long-term revenue stream for transportation projects. (©2019 FOTOSEARCH)

ST. PAUL, Minn. — The Minnesota Legislature began work in earnest Thursday on Gov. Tim Walz’s transportation plan, including his hotly disputed proposal to raise the state’s gasoline tax by 70 percent.

A House transportation committee gave the Democratic governor’s plan its first hearing. Supporters then rallied in the Capitol rotunda, where they heard key lawmakers and Walz urge the Legislature to approve the package. Altogether it calls for $77 million in new spending on roads, bridges and public transit for the two-year budget that takes effect July 1.

“There is no reason that Minnesota can’t have nice things,” Walz said. “And those nice things improve lives.”

Walz said the only obstacle “is the political will inside this building,” a reference to the strong Republican opposition to raising the gas tax by 20 cents a gallon from its current 28.6 cents per gallon. GOP leaders say there’s no need given the state’s $1 billion budget surplus.

Rep. Paul Torkelson, of St. James, the lead Republican on the transportation committee, said during the hearing that they all understand the need for increased investments in transportation — their differences are on what resources to tap for those investments.

But Walz says the gas tax increase is needed to provide a stable, long-term revenue stream for transportation projects.

“This is not a choice between raising the gas tax or not raising the gas tax,” the governor told the rally, which was heavy on public transit supporters. “This is a choice about having a robust, multi-modal, safe transportation system or having potholes that your children can drown in.”

Walz has been targeting Senate Republicans who represent districts he carried in the November elections. He touted his plan at a railroad crossing in Anoka on Tuesday that’s been dubbed the most dangerous in the state but made a political misstep in the process.

The senator who represents the area, Jim Abeler, didn’t get an invitation until shortly before the event. Abeler has sent mixed signals since then about whether he would support even a smaller gas tax increase. Given that Abeler broke ranks with fellow Republicans to override GOP Gov. Tim Pawlenty’s veto of the state’s last gas tax increase in 2008, he’s the kind of Republican that Walz needs to cultivate.

The governor told reporters he’s going to keep reaching out to Republicans.

“I’m going out to try to make the case to them, come to the table and talk to me about this,” he said. Let’s start to have the conversation.”


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The Nation

Ohio Senate proposes 6-cent increase to state gas tax



Republican Gov. Mike DeWine proposes raising Ohio's current tax of 28 cents per gallon on gas by 18 cents beginning July 1, and adjusting it annually for inflation. The tax on diesel fuel under his plan also would go up by 18 cents. (The Trucker file photo)

COLUMBUS, Ohio  — The Ohio Senate on Thursday voted in favor of a proposal to increase the state’s gas tax by 6 cents a gallon, down from the House’s planned increase of 10.7 cents a gallon and well below the governor’s proposed 18-cents a gallon to maintain roads and bridges.

The Senate’s transportation committee unveiled its tax plan Thursday for an increase of 6 cents a gallon for gas and for diesel fuel in a substitute version of Ohio’s transportation budget that passed the committee 6-5. The full Senate voted 24-to-6 later in the day to approve the bill. It now heads back to the House for almost certain rejection, which would call for a House-Senate conference committee to convene for an attempt at a compromise.

Republican Gov. Mike DeWine proposes raising Ohio’s current tax of 28 cents per gallon on gas by 18 cents beginning July 1, and adjusting it annually for inflation. The tax on diesel fuel under his plan also would go up by 18 cents.

The House proposes an increase of 10.7 cents a gallon over three years beginning Oct. 1. The House proposal would increase the current 28-cents-per-gallon diesel-fuel tax by 20 cents a gallon, with that increase also phased in over a three-year period.

The House plan, which would not index the increase to inflation, would raise about $872 million per year, compared with about $1.2 billion from DeWine’s plan. The Senate proposal, which also does not set the tax to automatically rise with inflation, would raise about $400 million per year.

DeWine, who has already said that the increase proposed by the House wasn’t enough, said again Wednesday that his proposal was the “bare minimum” to keep up with needed repairs of poorly rated bridges, dangerous intersections and some new construction. A message seeking comment on Thursday’s vote was left with a spokesman for DeWine.

House GOP members had indicated their plan would lessen the impact of a tax increase on consumers while still meeting road-maintenance needs. Republican Rep. Scott Oelslager, chairman of the House Finance Committee, has described the House plan as a “more equitable” distribution of the tax burden.

Senate Transportation Chairman Rob McColley voted against the Senate version Thursday because it doesn’t contain a corresponding tax cut to off-set the 6-cent increase. McColley said, however, that he was comfortable after an “extensive analysis” that the 6-cent proposal is enough to fund existing road maintenance with some extra construction on top.

“Our policy, number one, should be taking care of existing roads and bridges, and this budget definitely does that,” said McColley, a Republican from Napoleon in northwestern Ohio.

The Senate committee’s proposed transportation budget also would reinstate the requirement for Ohioans to have both front and back license plates on their vehicles. The House has proposed eliminating the front license.

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The Nation

L.A. tops list of metro areas with most aggressive drivers



Cars and trucks choke the San Diego Freeway in both directions during the afternoon rush hour in Los Angeles near an interchange. Los Angeles has the most aggressive drivers in the United States, according to a study published by GasBuddy. (©2019 FOTOSEARCH)

BOSTON — Honking, squeaking brakes and bumper-to-bumper traffic are common problems in many of America’s congested cities.

Frustrated drivers can get agitated quickly, and their aggressive driving habits like speeding, rapid acceleration and braking can lower gas mileage by as much as 40 percent, costing them as much as $477 per year in additional fuel consumption.

GasBuddy has revealed the major metropolitan areas in the United States with the most aggressive drivers, causing them to pay more for gasoline by making more frequent trips to the pump.

GasBuddy compiled data from its Drives feature in the GasBuddy app, examining the top 30        metropolitan areas by population as defined by the United States Census Bureau from November 2018-February 2019, noting the frequency of an aggressive event while driving, whether it be speeding, hard braking or accelerating.

The top 10 cities with the most aggressive drivers included:

  1. Los Angeles
  2. Philadelphia
  3. Sacramento, California
  4. Atlanta
  5. San Francisco
  6. San Diego
  7. Orlando, Florida.
  8. Detroit
  9. Austin, Texas
  10. Las Vegas

Los Angeles consistently tops the list of having some of the most expensive gas prices in the nation, currently averaging $3.35 per gallon. Combined with traffic and congestion, the GasBuddy Aggressive Driving study revealed that the way Los Angeles motorists are driving is also contributing to a larger gasoline budget. And it doesn’t stop with Los Angeles: four of the top 10 cities with the most aggressive drivers are in California, including Sacramento, San Francisco and San Diego.

“Frustration while driving in densely populated cities with high levels of congestion leads motorists to drive more aggressively and with more urgency. Interestingly, these are areas that typically see some of the highest gas prices in their respective states,” said Patrick DeHaan, head of petroleum analysis at GasBuddy. “With drivers in Los Angeles, Philadelphia,

Sacramento and Atlanta being 20 percent more aggressive than the average driver in America, it’s particularly important for commuters and rideshare drivers in these areas to work on shedding their lead foot and relax more to keep money from flying out the window each time they hit the road.”

Last year GasBuddy’s Aggressive Driving Study examined the states with the most aggressive drivers. Seven of the top 10 cities with the most aggressive drivers from this year’s study are within the top 10 states with the most aggressive drivers, including California, Georgia, Texas and Florida.

Additional findings include:

  • Frustrating Fridays. Motorists are 1.2 times more likely to encounter aggressive driving on Friday than on Wednesday. The most aggressive day on the road is Friday, with 14 percent more aggressive driving events occurring compared to the average across the United States. The least aggressive day on the road is Wednesday, with 6 percent fewer aggressive driving events occurring compared to the average across the United States.
  • Wearing Out the Brakes (All Week). The most frequent aggressive driving habit on weekdays is hard braking, followed by rapid acceleration and speeding. On weekends, the most frequent aggressive driving habit continues to be hard braking, followed by speeding and rapid acceleration.

San Diego’s Need for Speed. While cities like Los Angeles and Philadelphia take the top spots in regards to hard braking and rapid acceleration, San Diego, Orlando and Detroit take the top three spots for cities with the most speeding incidents.

GasBuddy is a company that connects drivers with the company’s Perfect Pit Stop. As a source for crowdsourced, real-time fuel prices at more than 150,000 gas station convenience stores in the U.S., Canada and Australia, millions of drivers use the GasBuddy app and website every day to find gas station convenience stores based on fuel prices, location and ratings/reviews.

For more information, visit



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