Letters to the Editor: Port Restrictions, Congress and LCVs, Hours of Service, Farewell Trucking
These letters appear in the March 3 print edition of Transport Topics. Click here to subscribe today.
Port Restrictions
This is in response to the Port of Long Beach’s idea to restrict trucks at the port. It sounds like they are trying to eliminate owner-operators by forcing them to upgrade their trucks when they can barely survive with the cost of fuel and insurance, among other things, going through the roof. This would force owner-operators to become employees, which the unions support.
It sounds like collusion to me. These trucks meet the standards for delivering in California, so they meet the requirements to enter the ports. The ports, or the Teamsters, do not regulate truck emission requirements.
It sounds like something out of “The Sopranos,” with the port trying to coerce the truckers into joining the union, and if the truckers don’t comply with the port’s rules, they will be put out of business.
I hope the governor of California will stand up and do what’s right, and all the port workers will refuse to put up with this.
Rick Crosby
Owner-Operator
Tykatie Transport Inc.
Ramsey, Minn.
Congress and LCVs
I believe the U.S. Congress should allow longer combination vehicles on most interstate highways. This would be an inexpensive way to create an immediate impact on diesel prices. It also would be an answer for the driver shortages in our industry.
I haven’t yet seen or heard this topic in any discussions involving the government or the media, but I believe it would be a great alternative to the more than $100 billion it will cost Uncle Sam to issue refund checks for most of us.
The use of LCVs would have an effect on inflation from the price of transporting goods. Instead, we lower interest rates again, devaluing the dollar a little more, which increases the price of oil a little more, which increases the cost of transportation a little more — and so on.
I don’t want to make a long letter out of this. I do wish that Washington at least had this topic on the table.
Although I understand it’s more popular to do the irresponsible thing and give people money when you can’t afford it than it is to be responsible and do what’s best for the environment, safety, government and the people.
Sean Morton
Dispatcher
Morton Express Inc.
Winston-Salem, N.C.
Hours-of-Service
The Federal Motor Carrier Safety Administration needs to put everyone on a level playing field and get their information from someone who actually has the knowledge and experience to give them true and correct information. You can’t write a rule based on something you read in a book, or from someone who works for a policy writer and can’t tell you which end of a tractor goes first. Give over-the-road drivers the same exemptions the oil-field drivers get.
Oil-field drivers can show waiting time (off duty) while resting at an oil or gas well. If they have 10 consecutive hours off duty, they reset their 14 hours. If they do not reset and their on-duty time goes past their 14 hours, if they have waiting time they can extend the 14 hours to get back to their home terminal. If they extend the 14 hours, then they will need 10 hours, plus the hours used to extend the time, before coming back on duty. For example, if a driver uses four hours of waiting time, he cannot come back on duty for 14 hours. Also, if they are off duty for a full 24 hours at any time, they reset the clock back to 70 hours.
The point I am trying to make is that if every driver had the same exemptions, there would be no reason for that driver to drive over-logged. If he was allowed to rest and show off duty while waiting to unload or load, that would allow him extra time to drive — but refreshed. If a driver could reset after a full 24 hours off, he should never run out of hours.
The biggest problem lies with the shippers, receivers and office operations people with the carrier. Any time a load is offered, the correct mileage should be run and the driving time figured at a 55-mph average. This allows for interstate driving at higher speeds and also takes into account driving on two-lane highways and city traffic and dispatch accordingly.
The shipper, receiver and the carrier put too much pressure on the driver, who feels he has to arrive at the time on the bills. The shipper should arrange for loading the trailer and the receiver should unload, allowing the driver time to rest before going on to his next load.
Let’s face it: We are here to make a living, not kill or injure ourselves or anyone else. There is nothing on that trailer that should ever make you make a bad decision.
Tim Rhodes
Safety Coordinator
Integrated Production Services
Elk City, Okla.
Farewell, Trucking
I am leaving the trucking industry after 31 years and a 1,500,000-mile accident-free and ticket-free career. The last company I worked for sold their trucks and ceased operations because of fuel costs, etc.
I no longer need to make big money. I was looking for a job that would allow more home-time with the grandchildren, but it’s not out there. All the big companies want you to be gone two weeks or more, and they want you to work for the same money as some guy just out of driving school.
I won’t sell my experience for newbie wages, so I’m taking a job in a factory and leaving trucking behind.
Good luck to you all — the way trucking is headed, you will need it.
Loren Wood
Former Driver
Raleigh, Ill.
Port Restrictions
This is in response to the Port of Long Beach’s idea to restrict trucks at the port. It sounds like they are trying to eliminate owner-operators by forcing them to upgrade their trucks when they can barely survive with the cost of fuel and insurance, among other things, going through the roof. This would force owner-operators to become employees, which the unions support.
It sounds like collusion to me. These trucks meet the standards for delivering in California, so they meet the requirements to enter the ports. The ports, or the Teamsters, do not regulate truck emission requirements.It sounds like something out of “The Sopranos,” with the port trying to coerce the truckers into joining the union, and if the truckers don’t comply with the port’s rules, they will be put out of business.
I hope the governor of California will stand up and do what’s right, and all the port workers will refuse to put up with this.
Rick Crosby
Owner-Operator
Tykatie Transport Inc.
Ramsey, Minn.
Congress and LCVs
I believe the U.S. Congress should allow longer combination vehicles on most interstate highways. This would be an inexpensive way to create an immediate impact on diesel prices. It also would be an answer for the driver shortages in our industry.
I haven’t yet seen or heard this topic in any discussions involving the government or the media, but I believe it would be a great alternative to the more than $100 billion it will cost Uncle Sam to issue refund checks for most of us.
The use of LCVs would have an effect on inflation from the price of transporting goods. Instead, we lower interest rates again, devaluing the dollar a little more, which increases the price of oil a little more, which increases the cost of transportation a little more — and so on.
I don’t want to make a long letter out of this. I do wish that Washington at least had this topic on the table.
Although I understand it’s more popular to do the irresponsible thing and give people money when you can’t afford it than it is to be responsible and do what’s best for the environment, safety, government and the people.
Sean Morton
Dispatcher
Morton Express Inc.
Winston-Salem, N.C.
Hours-of-Service
The Federal Motor Carrier Safety Administration needs to put everyone on a level playing field and get their information from someone who actually has the knowledge and experience to give them true and correct information. You can’t write a rule based on something you read in a book, or from someone who works for a policy writer and can’t tell you which end of a tractor goes first. Give over-the-road drivers the same exemptions the oil-field drivers get.
Oil-field drivers can show waiting time (off duty) while resting at an oil or gas well. If they have 10 consecutive hours off duty, they reset their 14 hours. If they do not reset and their on-duty time goes past their 14 hours, if they have waiting time they can extend the 14 hours to get back to their home terminal. If they extend the 14 hours, then they will need 10 hours, plus the hours used to extend the time, before coming back on duty. For example, if a driver uses four hours of waiting time, he cannot come back on duty for 14 hours. Also, if they are off duty for a full 24 hours at any time, they reset the clock back to 70 hours.
The point I am trying to make is that if every driver had the same exemptions, there would be no reason for that driver to drive over-logged. If he was allowed to rest and show off duty while waiting to unload or load, that would allow him extra time to drive — but refreshed. If a driver could reset after a full 24 hours off, he should never run out of hours.
The biggest problem lies with the shippers, receivers and office operations people with the carrier. Any time a load is offered, the correct mileage should be run and the driving time figured at a 55-mph average. This allows for interstate driving at higher speeds and also takes into account driving on two-lane highways and city traffic and dispatch accordingly.
The shipper, receiver and the carrier put too much pressure on the driver, who feels he has to arrive at the time on the bills. The shipper should arrange for loading the trailer and the receiver should unload, allowing the driver time to rest before going on to his next load.
Let’s face it: We are here to make a living, not kill or injure ourselves or anyone else. There is nothing on that trailer that should ever make you make a bad decision.
Tim Rhodes
Safety Coordinator
Integrated Production Services
Elk City, Okla.
Farewell, Trucking
I am leaving the trucking industry after 31 years and a 1,500,000-mile accident-free and ticket-free career. The last company I worked for sold their trucks and ceased operations because of fuel costs, etc.
I no longer need to make big money. I was looking for a job that would allow more home-time with the grandchildren, but it’s not out there. All the big companies want you to be gone two weeks or more, and they want you to work for the same money as some guy just out of driving school.
I won’t sell my experience for newbie wages, so I’m taking a job in a factory and leaving trucking behind.
Good luck to you all — the way trucking is headed, you will need it.
Loren Wood
Former Driver
Raleigh, Ill.
