TCA's Independent Contractor of the Year Receives Prize "That's my new free truck!"

Lisa Wilson, Fleetline Sales Assistant & PR Coordinator
June 2 qualified as a very exciting day for Jimmy Davidson as he took possession of a beautifully equipped, top of the line 2001 International tractor. The truck came all decked out with chrome and every imaginable option -- including big power under the hood. With a window sticker price of well over $100,000, the truck was Jimmy's prize for being the Truckload Carriers Association "Independent Contractor of the Year" for 1998.

Jimmy Davidson joined the ranks of a handful of exceptional independent contractors on March 17, 1999, when he was named the 1998 Truckload Carriers Association's Independent Contractor of the Year.

His grand prize -- a 2001 International built to his specifications --- was presented on June 2, 2000 at the Southwest International dealership in Dallas. Representatives from International and Fleetline were in attendance for a luncheon and presentation honoring Jimmy for his outstanding accomplishments. Television reporters from local affiliates for NBC, ABC, and WB (Warner Bros. Network) were on-hand to capture the event on camera for the evening news.

"I believe trucking is the heartbeat and lifeline of America," said Davidson. "Without trucking, our country would not survive. If it moves, it moves by truck. Because I chose to become a professional truck driver, I have had an opportunity to go places and see things that I couldn't otherwise."

Jimmy has always been committed to improving the image of this industry, and has set the standard for protecting the motoring public. When asked how he thinks the profession could be improved Jimmy replied, "If we could find a way to educate the public on how truckers operate, we could improve the drivers' working conditions and reduce stress on the road. We need the patience of the motoring public. If every person that applies for and passes a driving test is required to see a 15-minute video on trucks and trucking, there might be less road rage when they get behind a slow-moving truck."

One of Fleetline's original independent contractors, Jimmy celebrated his 16th anniversary with Fleetline in July. Davidson finds much to like about Fleetline. "I like the area I run, and the opportunity to be my own boss. Fleetline pays well, and they have an open door policy. If I have a problem, I can come in, sit down, and talk to someone in management about it. They never make me feel that they don't have time for me."

Jimmy is a man of great integrity and dedication. You can always depend on him to get the job done, and do it right. With 37 years on the road, Jimmy has driven over 4.7 million accident-free miles (3.4 as an independent contractor), and he has never had a late delivery or received a moving violation.

In addition, Jimmy takes great pride in helping his fellow man. "I believe it all began with what my Dad told me many years ago as a child. He said, 'It's not what people build in life that is important. It is what they achieve by taking time out for others that will be everlasting.' As an independent contractor, I have received more blessings than I could ever imagine. I've had the opportunity to use my resources to help kids and families in need. I've worked closely with St. Jude Children's Research Hospital since 1992 and the Wednesday's Child program since 1994. These children, through no fault of their own, are a little less fortunate than most of us. While some independent contractors believe that taking time out in this business usually means taking money out of their wallets, this is not the case with me. I fully believe I have been blessed each time I took a little time out to help others."

George Krueger of Fleetline
Cathy Aydelott, Staff Writer
When George Krueger retired from the Navy, he wasn't sure what he wanted to do, so he began driving for a pharmaceutical company. He liked driving a truck, so he took a big step forward to become an owner operator with Fleetline.

After eight years with Fleetline, George says the quality of Fleetline contractors is superior to those of other trucking companies. He says Fleetline is a good company that treats people fairly. "If you don't mind working hard and want to be successful, you can do it as a truck driver." And Fleetline is the place to do it.

About dispatcher Roger Smith, George says, "He keeps me running and he knows how I like to operate. I never worry about what I'm doing next."

George and his wife Betty have been married twenty-eight years. He is also a big Atlanta Braves fan and enjoys shooting for sport.

Mel Alseth of Dart Transit
Steve Gundale, Editor
The best thing about the trucking industry," says Mel Alseth, is "meeting people". He thrives on personal contact, and his people skills drive his business success.

Some say he has a "golden attitude". "I treat everyone the way I want to be treated -- and it works 99% of the time. The other 1% doesn't matter," he says. His dispatchers in the Northern Region say he is always willing to help them with problem loads.

That hasn't always been his business approach. "When I bought my first truck, I thought that being an owner operator meant I could be picky about my freight. Well, that attitude almost cost me my truck." Being picky eliminated too many loads and too many miles, he explains.

Several years ago he decided to buy his first truck, and someone recommended Dart as the best owner operator company. "I didn't go with Dart then, but I wish that I had. I've worked for a bunch of companies during my 26 years of driving, and this is the only place where I'm treated like someone of value."

Junior Lopez of Fleetline
Cathy Aydelott, Staff Writer
Junior Lopez, a professional truck driver since 1971, feels the trucking industry has great potential for highly motivated people. Driving a truck is "hard work, but you can make a good living at it," he says.

"Fleetline is a good company, and my dispatcher works with me. I'll stay out three to four weeks and she gets me home for three or four days.

Junior says that dispatcher Tabra Paulsel has earned his trust. "Tabra keeps me running and she knows what I like to do. I don't have to worry about what I'm doing next."

Junior is from Jennings, Louisiana. He spends his spare time with Linda, his wife of two years, twin sons Shawn and Shane, Justin, and daughters Sheree and Kesea. Lopez also enjoys drag racing when he is not working on his "honey-do" list.

Stan Schultz of Dart Transit
Steve Gundale, Editor
Stan Schultz understands the call of the road. It's an irresistible song that beckons him.

He first heard this call when he was fresh out of the Army, working in a produce warehouse loading and unloading trucks. "I saw those trucks coming and going … and I wanted to go there, too."

Then an ad caught his eye. With a $1,500 down payment he was in his own truck, on the road with North American. For eight years he was on the road until he heard another song. His family was calling. With his son in school, Stan needed more home time. First he switched to a local haul, then he bought a convenience store and sold the truck.

Two years later he got the truck back. The road still was calling, so Stan took the truck back on the road. "I love driving," he says. "I love it so much I'd truck for nothing." He doesn't have to do that, of course. After eight years with Dart, Stan has his career all together. He is financially successful. He's respected. And he regularly gets home to his beloved Kentucky."

Stan has a wonderful positive attitude," says dispatcher Sean Blum. "He moves whatever freight we have, and that's one reason he's so productive."

 

Hour of Service Proposal Would Overhaul The Trucking Industry Proposal Unlikely to Help Safety

Highlights of Proposed Rules

• Creates five driver types. Most Dart & Fleetline contractors will be Types 1 and 2.
• Uses a 24-hour clock.
• Maximum of 12 hours on-duty time per day.
• Eliminates "on-duty not driving" status. On-duty time includes driving, contacting dispatch or any other carrier personnel, waiting for load, loading or unloading, fueling, etc.
• 7 day week limited to 60 hours on-duty.
• Requires 10 hours of uninterrupted off-duty time in every 24-hour period. Rest time cannot be split.
• Once started, the 12 hour on-duty clock cannot be reset. Sleeping during on-duty time does not count as rest.
• Mandatory "Weekend Off" after 5 days on duty. Must include two nights off, with sleep times from midnight to 6:00 am. Total off-duty hours range from 32 to 56, depending on when the "weekend" started.
• Mandatory "Black Boxes" to monitor driver's activity. Paper logs no longer necessary.

Your doorbell rings and you find an official-looking person carrying a briefcase. "Good Morning. I'm from the Federal government and I'm here to schedule your personal and professional life."

Outrageous? If the Federal DOT has its way, that briefcase toting Federal official will be ringing your doorbell. The 375 page document inside that brief case is the revised Hours of Service (HOS) regulations proposed by the Federal Motor Carrier Safety Administration (FMCSA).

Their vision for your future includes an enormous growth in government bureaucracy that will turn truck drivers into 3rd class citizens, and throw a huge wrench into the gears of the U.S. economy.

Transportation Secretary Rodney Slater's ambitious agenda has a worthy goal: reducing "truck related" highway fatalities by 50% by 2009. That's a goal that everyone can support. Mathematics, however, suggest that Mr. Slater's approach to his goal is doomed because his agency is tackling too small a portion of the problem -- truck driver fatigue.

Slater's math doesn't add up

Who will argue with Secretary Rodney Slater's goal to reduce truck-related fatalities by 50% by the year 2009? Unfortunately, the goal cannot possibly be reached by combating truck driver fatigue.

According to DOT estimates, only 30% of all truck-involved crashes are the fault of the truck driver, and only 15% are "fatigue relevant".

Even if truck drivers were perfect -- eliminating 100% of all crashes in which the truck driver had fault -- 70% of the truck-related fatalities would still occur.

An even more telling statistic comes from FMCSA's own web site: "Only one half of one percent of fatalities and injuries occur in a crash with a truck whose driver has been reported driving 12 or more hours...." If so, the DOT's proposal to limit daily work time to 12 hours will have little effect on fatality rates.

Clearly, if the DOT is to reach Mr. Slater's goal of a 50% reduction in truck-related fatalities, the DOT must turn its attention to the driving behavior of four-wheelers and other accident factors such as highway and vehicle design.

Faulty estimates of safety benefits

While the DOT uses statistics to support its contention that its HOS proposal will save lives, another government agency concluded that the DOT figures and projections may be unfounded.

The General Accounting Office reviewed the DOT's proposal at the request of Rep. Frank Wolf. The GAO concluded that the DOT's statistical assumptions were not reasonable. According to a report in the July 24 issue of Transport Topics, the GAO concluded that the DOT's estimates of the number of fatigued drivers AND the lives that would be saved from the new regulations, were "uncertain". According to the GAO report, much of the DOT's scientific data amounted to nothing more than guesswork. For example:

• The DOT claims that 15% or 755 of the truck-related fatalities each year are fatigue related. The GAO could find no data to support this claim. This is only the DOT's estimate based on one study that found a range of 2.8% to 6.1% of fatal crashes caused by fatigue. The DOT split the difference in this study, then added another 10% that it estimated were indirectly caused by fatigue. The DOT cannot show that 15% is a real number.
• The DOT chose to ignore an analysis of police reports that concluded fatigue was a factor in only 1/4 of 1% of truck-related crashes.
• The DOT further projects that black boxes will save 20% of the 755 persons estimated to die from the above estimated fatal crashes. According to Transport Topics, Julie Cirillo, FMCSA's acting chief safety officer, admitted in June that her agency had no data to support this claim.

In other words, the DOT tries to prove the value of its HOS proposal by taking an arbitrary percentage of a number it cannot substantiate.

The DOT would do better to focus on the 70% of crashes that are not the fault of truck drivers. The largest number of lives would be saved by focusing on the largest part of the problem. Instead of picking on truck driver fatigue, the government should find ways to keep cars from crashing into trucks.

New Regs May Increase Deaths

The DOT readily admits that it's proposed new Hours of Service rules will make trucking less efficient. Longer break times, elimination of split rest periods, and long mandatory weekends mean that drivers will not be able to use their time as efficiently.

The FMCSA estimates that the new regulations will require 40,000 more drivers and trucks to haul the same amount of freight. The American Trucking Association projections are higher, forecasting a need for 100,000 additional drivers and trucks. With either number, it is clear that many new, inexperienced drivers will be needed.

But won't more trucks increase the risk of fatal crashes? Yes, according to the very agency that argues for this proposal. The FMCSA reasons in its explanation of its proposal that "Increased exposure to the risk of accidents follows automatically from annual increases in the number of trucks and other vehicles on the road...."

Inexperience is another risk factor in fatal crashes. FMCSA observes that straight trucks in long-haul operations are over-represented in accidents. The agency attributes this to driver inexperience. Straight truck drivers are "...unaccustomed to the rigors of long-haul operations." suggests the FMCSA. It follows from the agency's own reasoning and data that any proposal that increases the number of trucks and the number of inexperienced drivers will INCREASE the number of car/truck accidents.

The proposed HOS also will increase traffic congestion by eliminating much of a driver's flexibility in scheduling his own driving time, push-ing more trucks into metropolitan rush hour traffic.

Because of the mandatory weekend, the new rules also discourage driving on weekends. This will force more trucks onto congested highways during traffic hours, further increasing the risk of accidents.

Testimony at HOS Hearings

While the safety benefits of the HOS proposal are controversial, it is clear that its economic costs are high.

Both Dart and Fleetline attended hearings to provide testimony. Gary Volkman, VP of Safety and Compliance, and contractor Harvey Zander represented Dart at Kansas City on June 14. Safety Advisor JD Detterman and contractor Bruce Douglas traveled for Fleetline to Indianapolis, Indiana on June 20.

In arguing for more flexibility in splitting rest and work times, Gary Volkman's testimony centered on the scientific effectiveness of naps to increase alertness and stamina.

JD Detterman testified on the likely loss of drivers because of the rules, and the resulting economic costs to drivers and carriers. He supported his testimony by summarizing a Fleetline study that projected an average 10% loss of contractor productivity. According to his calculations, lower productivity would cost a typical Fleetline contractor "a little more than $8,000 a year," a loss that would total $9 million for Fleetline in annual revenue.

Detterman also requested that the proposal be changed to replace the mandatory weekend with a "24-hour restart rule", and continuing paper logs instead of on-board recording devices.

Contractor Bruce Douglas spoke against further government intrusion into small business, and requested enforcement of current regulations rather than creating new ones.

Harvey Zander's comments focused on how eliminating split off-duty time would harm safety and increase highway congestion. "I like to leave the house at about 6 A.M. so that I can miss most of the heavier Minneapolis/St. Paul traffic. After driving for a few hours, I'll stop for a break and breakfast. Then I'll drive until late afternoon when I'll be nearing Chicago. I'm not about to make a bad situation worse by driving through Chicago at 5 p.m. so my preference is to take a nap while I wait out the traffic," and then continue driving after rush hour.

The new rules would not let him split his rest and work time, reducing his efficiency and forcing him to drive in heavy traffic. "When I applied the proposed hours of service rules to my normal month, the time that I have spent sleeping at the shipper or receiver dock now becomes part of the 12 hours 'driving' time I'm allowed. Therefore, I'll only be able to move 75% of the freight that I currently haul. Not because I'm fatigued, but because I don't have a 10 hour block of time available to log my mandatory 'off-duty' time." That would cost him $3,000 gross income per month, or $36,000 a year, he calculated. Zander closed by inviting members of the panel to experience the realities of the road by riding with him for a week. None of the panel members has taken him up on the offer.

Truck Drivers Would Become 3rd Class Citizens

Enforcing the new rules with mandatory on-board recorders, or "black boxes" is a key part of the DOT's proposal. If implemented, every movement of most trucks would be monitored by law enforcement officials, even during off-duty time. This "Big Brother" application of technology subjects truck drivers to an astonishing and outrageous degree of government surveillance. No other segment of society is asked to undergo this kind of constant scrutiny. No other segment of society, except convicted criminals would tolerate it.

Black boxes will make an already inflexible set of rules even more rigid by making it illegal for drivers to use their trucks for any reason during off-duty time. Examples:

• Having used his 12 hours of on-duty time, a driver cannot drive to a restaurant for dinner or a truckstop to park for the night. If he were to use the truck as personal conveyance, law enforcement officials would interpret it as a return to duty before the required 10 hours of uninterrupted rest were complete.
• Delayed at a shippers dock and out of hours, a driver cannot move his trailer away from the dock until he has completed at least 10 consecutive hours off-duty.
• Running close to the end of his 12 on-duty hours, a driver is stuck in traffic, unable to move when the highway is closed because of a crash. His on-board recorder proves that he is over hours. He is trapped in an illegal operation beyond his control.

The Politics of Safety

The entire trucking industry eagerly awaited the DOT's long delayed proposal to revise Hours of Service regulations.

When the proposal finally arrived, the industry's initial reaction to the DOT's 270 page proposal was muted and mildly negative. But as the trucking industry began analyzing the proposal, reaction became increasingly negative as the consequences of the proposal become apparent.

Perhaps to avoid effective lobbying by the trucking industry, the DOT under Secretary Slater's direction, tried to railroad the approval process by limiting the required comment period to 90 days, ending July 31.

The proposal, however, unleashed a growing avalanche of protests as truckers and consumers of trucking services became aware of how the proposal would work.

Concern quickly spread to Capitol Hill. On June 15 the U.S. Senate voted 99-0 to prevent the DOT from spending any money on finalizing its final revision in order to delay the plan until at least October 1, 2001. The Senate's prohibition is part of the appropriation bill that moves to a conference committee where differences between the House and Senate versions will be worked out.

Meanwhile in the House of Representatives, two powerful House members vowed to press for passage of the new regulations. Rep. Frank Wolf, R-Va., and Rep. James Oberstar, D-Mn., are pressing to remove the Senate's ban on funding when the bill goes to the Appropriations Conference Committee. Wolf is chairman of the House Transportation Subcommittee, and Oberstar is the ranking minority member on the House Transportation and Infrastructure Committee. Together, the two exert great influence in the conference process.

Will these two men be able to force this proposal on the nation? It is important that you make your voice heard.

Now it's your turn

It is important that the DOT hears from you about how the proposed rules will impact you and your business.

The Federal Motor Carrier Safety Administration (FMCSA) is receiving about 1,000 comments per day. According to John Hausladen, president of the Minnesota Trucking Association, your comments should be as specific and factual as possible. He recommends that you include data on how the proposal will affect safety and your business.

You can submit comments by e-mail or snail mail. Your comments must show the docket number and your signature.

Mail written comments to:

Docket No. FMCSA-97-2350
Docket Clerk
U.S. DOT Dockets
Room L-401
400 Seventh St SW
Washington, DC 205900-0001

E-mail comments to: dmses.dot.gov/submit/BlankDSS.asp.

They're Avoidable, If You Know What To Do: Attitude Tickets

Mike Carlson, Dart Safety Advisor
Ever heard of an "Attitude Ticket"? They exist -- and they're avoidable, if you know how. Let's examine the tale of two truck drivers -- Phil Neatly and Bert Disheveled.

Phil Neatly is up early, making sure that he has plenty of time to plan the day's trip. After a shower and shave, Phil grabs a quick breakfast, inspects his vehicle, updates his duty status, and is off.

As Phil expected, the scale on I-90 is open. He gets his speed down and sits a little straighter in his seat because he understands that scale operators like to see drivers that appear rested and attentive in clean, orderly vehicles. As Phil crosses the scale, the operator gives Phil the green light and turns his attention to a truck with a very cluttered dash.

Bert Disheveled is running late. Traffic is heavy, and to make matters worse, the scale on I-90 is open. As Bert negotiates the scale entrance, the scale master notices that the dash of his truck is cluttered with paper, a carton of cigarettes, soda cans, and trash. Picking up the visual clues, the scale operator suspects that his logs might look like his dashboard. He signals the truck to come around back.

Bert scrambles to update his duty status. TOO LATE! The DOT officer is already walking up to the truck. Bert opens the door and snarls, "What the #@*# did you pull me back here for?"

The officer was having a great day, but suddenly he's thinking, "After I look at those logs, maybe I'll just have a good hard look at the underside, too."

A couple of hours later and a few dollars lighter, Bert arrives for his delivery, late. Bert's performance was poor -- and totally preventable. His tickets demonstrate that safety, customer service, and business success all grow from the very same point of origin: attitude. How's yours?

Drive safely, and keep it between the lines.

Not a Good Deal for Walt Newcomb Old truck -- No Payment?

Steve Gundale, Editor
Which way will you make more money -- with a paid-for truck or with a $1,700 monthly payment?

Common sense says "No Brainer!" And that's what Walt Newcomb said too.

Running with a paid-for 1985 Kenworth, Walt said what many others with older trucks say. "$1,700 a month? No way can I afford that. I'm barely making it with no payments!"

Walt leased his 1985 Kenworth Aerodyne from Highway Sales in 1990. After he completed the buyout, common sense told him he could "get ahead" financially by putting that monthly payment into his own pocket.

What he forgot to figure was wear and tear on his aging tractor. "I was determined to keep that truck. Something would break on it, and I figured it was going to be good to go after just one more repair."

With a 13 year-old truck with nearly two million miles on the clock, Walt never had just one more repair. "I was spending $22,000 a year in repairs and maintenance on a truck that was worth less than $5,000. John Seibel (President of Highway Sales) finally convinced me that I was already making more than a new truck payment to the repair shop. After all, I was averaging over $1,800 a month in repairs alone."

Reluctantly, Walt decided to purchase a new 1998 Freightliner from Highway Sales. It did not take long for him to realize how smart that decision was.

"This truck has been exceptional," he says. "My maintenance costs are very low. I had one minor repair -- and that was covered by warrantee. Otherwise, its just been standard wear items like tires and belts. And instead of spending all that time in the repair shop, I'm on the road making money."

Walt also finds the road a more comfortable place. "This truck is so much more comfortable. The cab is quiet. The ride is smooth. I'm not all wore out at the end of the day. I don't work nearly as hard, even though I'm driving the same number of miles."

When fuel prices were at their highest, Walt calculated his net earnings at 47 cents per mile after all expenses were paid. That was down from 54 cents before fuel skyrocketed last fall. His new truck's super fuel economy contributes to his profitability.

Averaging between 6.8 and 7.2 mpg, Newcomb says the surge in fuel prices forced him to take an even sharper look at fuel economy. "I'm a right lane driver," he says, "and I shut off my truck whenever I can." He also shops for "cheap, good fuel". The Advantage Fuel Network is a big help by allowing him to bypass pumps in expensive states where he regularly operates.

Old truck and no payment? Walt Newcomb doesn't think of it that way anymore. He's been there and done that. Right now he's planning to upgrade to another new truck when the warranty on his '98 runs out. Low maintenance costs, reliability, and good fuel economy add up to higher profitability for Walt Newcomb.

Highway Sales is Your "On-Ramp" to Success

Bonnie Marshall, Highway Sales
Highway Sales has every option for good owner operator equipment. Highway Sales started with the idea that everyone deserves a chance to become an independent contractor. Highway Sales has five steps to the top.

The first step is leasing a lower payment cabover or conventional to build credit worthiness. These tractors generally cost $1,200 or less per month.

The second step is a higher payment conventional. These tractors range from $1,350 to $1,610 a month.

The third step is leasing a brand new tractor. The payment on a 2000 model year truck is about $1,750 a month.

The fourth step on the "Ramp to Success" is purchasing a used tractor with outside financing. We currently work with Firstar, Conseco, Associates, and Mercedes Benz Credit Corporation. This program is designed for those who need to extend their outside credit line.

The fifth step of the program is purchasing a brand new tractor with outside credit.

Highway Sales currently has 290 new FLD120's in the lease program and 235 in the outside finance program. That is a total of 525! This number is in addition to those leasing or buying used equipment. Highway Sales is currently looking for a few additional contractors to fill brand new 2000 Freightliner FLD-120's.

Requirements for new FLD-120's:

• Contract with Dart or Fleetline.
• Average 9,200 miles or more per month.
• Currently have a 1997 or older tractor.

Know someone who would like a new tractor? Have them call Bonnie Marshall at ext. 326 or Phil Marston at ext. 821.

An opinion from the road Control your own fuel cost, Get immediate fuel price relief!

Jerry L. Dobson, Dart Contractor
Are you surviving with the high fuel prices, or are you still trying to adjust to them? Or maybe you're considering a career change. If that's the case I wish you well. For those of you who are still with me and trying to readjust operational cost to cope with the high cost of fuel, this article is for you.

Sometimes we are our own worst enemy. We sit around and talk about what the oil industry should do about the fuel price. Or what Dart/Fleetline should do. Or what the trucking industry should do. With all that talking, we forget about what we can do for ourselves.

As the actual users of diesel, we probably haven't even considered what we can do to lower our fuel expense. I'll look at my watch and say "I ain't got time to drive 5 mph slower just to save a few dollars of fuel. I gotta hurry and get there so I can get some rest before delivery. If "they" would just lower the fuel price I wouldn't have to worry about my speed."

Now let's do a reality check. What has voicing opposition to high fuel prices gained? High blood pressure and frustration. How about the fuel surcharge? Has it helped? Most definitely!

The fact is, no matter what we drive, we can all have relief from high fuel prices if we practice a little professional business sense. How you ask? Simply SLOW DOWN. I know. That sounds like such a bad little word or two. But put yourself in the following situation: You own 1000 trucks with electronic engines that give you the option to control how your trucks run.

Knowing that slowing your trucks from 70 mph to 65mph raises your mpg from 6 to 6.5, you do the following math. Figuring 2,250 miles per week per truck and $1.45 per gallon of fuel, that saves $41.83 a week for every truck. With 1,000 trucks, that's $41,827 a week. That's more than $2 million dollars of pure profit per year.

What would YOU do? I guarantee you my trucks would be running 65 mph or less.

I know your next argument. "I've got just one truck, and that's only $41.82 per week. What's the big deal?"

The big deal is that $41.82 for 48 weeks is $2007.36 a year in savings. When the oil industry realizes that we can control how much of their product we use, they might not be so eager to raise and lower prices, just so they can buy a new Mercedes each year.

So my fellow fuel guzzlers, let's start with ourselves by lowering the demand for fuel.

"Cut idling and save $1,800" says DOE

Idling trucks cost their owners about $1,800 dollars a year, according to the Department of Energy. The DOE bases its estimate on a truck that idles an average of 1,830 hours a year, or 6 hours a day, 43 weeks a year.

The agency recommends that tractors be equipped with auxiliary units for heating and cooling the cab and warming the engine block in winter. These devices use 85% less fuel, resulting in savings of 1,230 gallons of fuel worth $1,500 (at $1.25 a gallon), plus another $275 in maintenance costs.
Transport Topics May 8, 2000

 

Respect: It's time to earn it back

John Flynn, Dart Contractor
We all love respect. When we receive respect, we figure that we deserve it. When we don't get it, we feel slighted.

Sometimes there are good reasons why we don't receive respect. Maybe we didn't give any respect to the person who slighted us. Perhaps we were catching the fallout from someone else's actions.

When we are sitting in a drivers' section at a truck stop cafe and civilians (tourists, four wheelers, and locals) come into our section, we light up when the waitress informs them that only truck drivers are served in that area. We feel proud of being special and getting special treatment. The civilians look at us and can't figure it out. They walk away muttering, "What's so special about them? They're truck drivers."

They're right! We are truck drivers. "Professional truck drivers." That used to mean something in a different time. Nowadays, I wonder. When you see signs "No Overnight Truck Parking," or "No Trucks Allowed" period!!

That makes you feel a little upset. You think to yourself, "Trucks deliver the nation's freight. If it weren't for my dedication, these people wouldn't have anything to eat or drink." You know the drill, but you don't understand the attitude.

Just look and listen. You won't have long to wait to understand why civilians learn this attitude. Turn on the CB. Someone is soliciting sex or using absolutely vile language. Or you pull into a parking lot and see bags of garbage and bottles of urine lying around. The driver who did that doesn't care what civilians think of truck drivers.

Then you go into a business and people look at you as if you had the plague. You say to yourself, "What's this? I haven't done anything to these people." But your fellow drivers have.

You hear it all the time on the radio. "If they don't like what they hear, they can turn it off. Sure they can, but by then the damage is done. Civilians who hear the trash on the radio are the ones who elect our legislators and call our representatives when they vote on regulations that govern our lives.

You don't hear ham radio operators using bad language, and they usually won't talk to CB'ers because they consider themselves "Professional Radio Operators". The radio can be a great tool, but too many of us misuse it.

Consider the business people who hire extra help to clean up their parking lots. We are the problem, and we are the solution. We are the only ones who can clean up our acts. We have to stay after drivers who use the CB as a way to vent anger, and the ones who are too lazy to take their trash to the dumpster.

We can take pride in our chosen profession. And once we get our pride back, the respect will follow. Professional pride and respect go hand in hand. Leave one off and you won't attain the other. We can keep reminding each other. We can overcome the tarnished image.

Back Issues Corporate Newsletter