Trucking Advocate and Activist Allen Smith of TruthAboutTrucking.com : Articles Current News and Information for CDL Truck Drivers and Truck Driving Students…"Raising the Standards of the Trucking Industry"
Like the movie with the same name, is the perfect storm brewing for the U. S. trucking industry? With the possibility of more than a quarter of a million truck drivers facing termination from their driving careers from the CSA 2010 initiative, coupled with the talk of changing the current HOS rules, is there a a catastrophic event heading straight toward professional drivers and trucking companies alike?
The hours of service rule for truck drivers could be looking at losing two hours of driving time, along with doing away with the 34 hour restart rule. The ATA and company CEO’s fear that these two aspects combined will reduce productivity among drivers. ATA Chairman, Tommy Hodges stated that the CSA 2010 will be a “free agency for drivers.” He went on to say, “a driver that knows he’s got a good record, he knows how to abide by the rules, and he knows and understands his value to your company, (is) going to come in and say, ‘look at my score, you’re going to pay me 50 cents a mile or I’m going to go to XYZ,’ and he will.” He went on to comment that productivity loss could be as high as 18 percent if the changes are indeed made.
No doubt that losing two hours of driving time and the 34 hour restart will change the way trucking companies operate, but could not adding additional time for rest also increase productivity by eliminating much of the “pushing of drivers” to run further and harder? The industry sees the loss of revenue coming by not being able to push their drivers beyond their physical and mental limits in order to get the freight delivered and move on to the next load. Are the industry leaders more concerned with the loss of dollars than the safety of their drivers?
Truck drivers operated under the former set of HOS rules for years and did just fine.The new HOS rules, if they occur, will basically return nearly as they were before.Is the industry fearful of losing their ability to push their drivers’ work loads, or more afraid of the good, safe and professional drivers gaining more control over their own careers?
For many, it is known as simply “The GW” and sooner or later most long haul truckers are going to have it in their sights. My best advise for new truck drivers who will be tackling the George Washington Bridge for the first time? Sit down . . . buckle up . . . and hold on . . .
The GW is one of the most heavily traveled bridges in the world, spanning the Hudson River between Washington Heights, Manhattan and Fort Lee, New Jersey offering 14 lanes for the traveling public. It has the greatest vehicular capacity of any bridge worldwide, and according to 2007 statistics, nearly 106,000,000 vehicles crosses its path every year, with approximately 9,549,000 being trucks. It is not so bad crossing in a 4-wheeler . . . but a big rig? This can be a different story.
The first time I made contact with the George Washington bridge, I had no reason to believe that it would be any different than any other structure. Besides the enormous amount of traffic, nobody ever told me about the deteriorating road conditions. I hit the GW running with no seat belt locked in and the next thing I knew I left the comfort of my seat, bouncing so high I hit my head hard on the top of the cab . . . most of the items in the bunk went flying and landed all over the place. From that day forward, before I met up with the GW . . . I had the seat belt fastened and ready to go.
Through the years I have often thought about the reconstructing of the GW crossing. With all the toll dollars and New York taxes, why does this remain as one of the roughest traveling areas in the country? Trucking across the George Washington bridge gives new meaning to the phrase, “Beat you to death.” Along with being such a well-known landmark, the bridge also boasts having some of the most state-of-the-art technology and advanced traffic management systems in the world.
GW Bridge Traffic Managment System
Transdyn has successfully delivered traffic management systems for some of the most important bridges and tunnels in the world including the Boston Central Artery/Tunnel and the Delaware Memorial Bridge. Multi-million dollar traffic systems, yet . . . truck drivers take a beating upon crossing. The high-tech system is very much needed, allowing for the increase of an “effective crisis prevention plan by identifying unauthorized stopped vehicles, monitoring critical structure areas, and responding rapidly to emergency situations with real-time decision support tools.”
So, the question came to me again the other day . . . “why do they not repair the travel portion of the road?” The more I thought about it, I considered that the question should be . . . “how do they repair the travel portion of the road?” To get around the 4,760 feet span, how and where do they detour the nearly 300,000 vehicles that crosses every single day?
Although it is one of the most famous bridges in the world, its geographical location could very well be its downfall when it comes to much needed road repair.
Truck drivers across the country have been called on by Chapter 61 ministries to be the eyes and ears for the human trafficking crisis in America. The partnership between the Transport for Christ and Chapter 61 organizations, the Truckers Against Trafficking, along with many others, have led to a much greater awareness of this problem, not only in the United States but abroad. Recent headline news is focusing on this $32 billion a year business, which destroys countless lives and enslaves its victims . . . the majority of whom are women and children:
These are just a few of the most recent cases involving human trafficking. Most Americans are aware of the problem in Asia and Africa, but are oblivious to that fact that it is big business here in the United States. Chapter 61 ministries will be presenting another set of online informational webinars in September, 2010.
All webinars will begin at 9 p.m. EDT. Because members of the trucking and travel plaza industry represent the eyes and ears of America on those highways, they can play a critical part in fighting this crime and those who perpetrate it. They simply need to know what to look for, what questions to ask and what steps to take.
If you would like to participate, you can sign up by clicking on one of the following dates that you wish to attend:
The Big Rigs CD – Jason Law Fund has been established by songwriters, David Ayers and Barry Allen in order to assist Hope Rivenburg and her children, Joshua, Logan and Hezekiah, and her quest to promote the passing of bill H.R. 2156, better known as Jason’s Law.
Truth About Trucking “LIVE” talk radio discussed the release of the new trucking music CD, “When the Big Rigs Don’t Roll” earlier this evening on the popular Blog Talk Radio program. The two hour broadcast featured special guests:
David Ayers
David Ayers – An award-winning songwriter through the Georgia Music Industry Association. He has served on the executive board of the GMIA and has worked with beginning songwriters at the Georgia Music Hall of Fame. He is a member of ASCAP and the NSAI and is a prolific songwriter, and has developed the reputation for being the “country Christmas specialist” throughout the entire metro-Atlanta area.
Barry Allen
Barry Allen – A well-known songwriter, publisher and songplugger in Nashville, TN and is a member of the CMA, BMI and the Nashville Songwriters Association International. He regularly volunteers at the NSAI which offers training & education to aspiring songwriters and advocates for the interests of songwriting professionals in Washington, D.C.
Hope Rivenburg
Hope Rivenburg – With the help of Congressman Paul Tonko, Hope has brought the need for safe and secure parking areas for our nation’s truck drivers to the attention of the media. Her works and dedication toward the passing of bill H. R. 2156, better known as Jason’s Law, is named after her husband, Jason who was killed on the side of the road when he parked his rig in an abandoned gas station due to the lack of safe parking in the area. Her plight led to David and Barry penning the song, “Say a Prayer for Jason” on their new CD release.
Richie Acosta
Richie Acosta – Bodybuilder and professional truck driver, Richie Acosta maintains several websites for all truck enthusiasts around the world, and his rig is used as the main cover of the Big Rigs CD. His East Coast Large Cars Annual Truck Show has become the fastest growing truck show on the east coast.
For information on how you can help to support Jason’s Law and the Rivenburg family, please visit the Big Rigs CD – Jason Law Fund.
Listen to the stories behind the songs from our Truth About Trucking “LIVE” talk radio show:
How serious is the FMCSA’s CSA 2010 for truck drivers and trucking companies? While many truckers and trucking companies have taken a “wait and see” attitude, Rickey Gooch of PrePaid Legal Services, Inc., and Justice for Truckers, continues to address the seriousness of this new safety initiative.
Mr. Gooch was our special guest on Truth About Trucking “LIVE” talk radio, on Thursday, August 12th, 2010.
The discussion took a more in-depth look into the CSA 2010 and why he sees it as the most serious law to ever hit the trucking industry, with the intentions of the FMCSA being to “absolutely remove drivers from the industry.”
Did you miss the live broadcast? Not a problem . . . catch it from our show archives, or right here :
As provided in my previous post, Truck Drivers and the Controversial Gun Debate, the right for truck drivers to carry a firearm in the commercial motor vehicle is always a hot topic among truckers. I can see both pros and cons to this issue, although I have found that most truck drivers will stand on their 2nd Amendment Right to keep and bear arms. We have received many emails from truckers across the country voicing their opinions on this issue, and we are seeing that about 95% believe they have the right to carry protection with them in the CMV, while about 5% are against it.
As many will recite the Peaceable Journey Act to back-up their right to carry, I wanted to dig a little deeper as to what, if any, does the Federal Regulations say about the transportation of firearms by licensed CDL holders. What I found is the term, unlawful possession, which I feel is important for all CDL drivers to understand. This term could be the reason why some professional truck drivers find themselves in trouble with D.O.T. or other law enforcement officials.
According to the Code of Federal Regulations, Title 49, Volume 9 which was revised as of October 1, 2005 and Chapter XII, Subpart B under Section 1572, firearms are mentioned under Section 1572.103 – Disqualifying criminal offenses. Under this section, truck drivers can lose their CDL for life if they are found to be in violation of what is known as Interim Disqualifying Offenses. According to this Regulation, truckers can be disqualified from ever having a CDL license if they are found to be in:
“Unlawful possession, use, sale, manufacture, purchase, distribution, receipt, transfer, shipping, transporting, delivery, import, export, or dealing in a firearm or other weapon.”
As I read headline news where truck drivers have been arrested at a weigh scale or inspection site for having a gun in the vehicle, I had to wonder if there were another side to the story, since by all Federal Law and meeting all city, county and state laws and regulations, and if their motor carrier allows them to carry in the CMV, why were they arrested? I would have to conclude that they were, somehow, in violation of this unlawful possession offense. Not being an attorney, I had to research exactly what does “Unlawful Possession” mean?Although each state varies in their definition of unlawful possession, here is a general outline :
A person commits the crime of unlawful possession of a firearm(State permit license excepted) if the person knowingly:
Carries any firearm concealed upon the person
Possesses a handgun that is concealed and readily accessible to the person within any vehicle; or
Possesses a firearm and has been convicted of a felony;
Was committed to a State Health Authority (Court determination of mental illness);
Was found to be mentally ill and subject to an order (Court determination of mental illness) that the person be prohibited from purchasing or possessing a firearm as a result of that mental illness; or
Has been found guilty except for insanity (Effect of mental disease or defect) of a felony.
You can read more about Interim Disqualifying Offenses from the FMCSA website, and be sure to tune in to Armed American Radio on Sunday, August 8th, 2010 from 9-10 PM EST as Mark Walters, myself and others, will discuss the right to carry as it pertains to professional truck drivers.
Mark Walters is host of the nationally syndicated, Armed American Radio by Salem Radio Network. He is the columnist (The Ordinary Guy) for Concealed Carry Magazine, and co-author of the best selling book, Lessons from Armed America, which is available at White Feather Press and all major book retailers.
Armed American Radio is one of the fastest growing Nationally Syndicated Radio Programs in America. Host, Mark Walters is a columnist with Concealed Carry Magazine and co-author of the highly acclaimed book, Lessons from Armed America. He is also a 26 year veteran of the trucking industry. His radio show isheard in all 50 states and 11 countries, and he has appeared on the Fox Business Channel.
I have been asked by Mark to be a guest on the show which will air live on Sunday, August 8th, 2010 and is scheduled for the second hour of the show, from 9-10 PM EST. Discussion will be on truck drivers and their right to carry a firearm for protection. I urge everyone to tune in and call in to the show to share your views on this issue.
Professional truck drivers are expected to travel in and out of the highest crime areas in the country. We usually think of the most common places such as Chicago, Detroit, Los Angeles, and the inner boroughs of New York City. However, truck drivers today can face life threatening situations anywhere across the nation as crime continues to rise. States that one usually does not associate with a high crime level have now made the list of the top 15 most dangerous states for 2010. Arkansas, my birth state, comes in as number 10 on the list, while Oklahoma, my home state, ranked number 13. Crime is everywhere.
The recent prison escapees out of Arizona, hijacked a tractor-trailer rig with two truckers and as all three escapees were serving sentences for murder, these truck drivers were lucky to escape with their lives. Others have not been so lucky:
NY Truck Driver Shot, Killed In Cab
Truck Driver shot in Fort Worth
Truck Driver shot in neck, dies
Truck Driver shot in Dillon
Truck Driver shot and killed in Tampa . . . and on and on and on . . .
The issue of truck drivers being able to carry a firearm in the truck with them for protection is always a heated one. Many do not believe that this would be a good idea, and in fact, would lead to more criminal acts. Evidence, on the other hand, shows this is not the case. In case studies, both here in America and Europe, when more law abiding citizens were armed with protection, crime actually went down. The question is not whether or not truck drivers should be allowed to carry a gun in the commercial vehicle . . . the question is : are you willing to give up any of your Constitutional Rights under any circumstance?
Contrary to what you may have read on the internet, there is no Federal Law against truck drivers carrying a firearm with them in the commercial motor vehicle. In fact, Federal Law states that you can. According to Title 18 Section 926(a) of The Peaceable Journey Act, under Part 1, Chapter 44, it states:
“Notwithstanding any other provision of any law or any rule or regulation of a State or any political subdivision thereof, any person who is not otherwise prohibited by this chapter from transporting, shipping, or receiving a firearm shall be entitled to transport a firearm for any lawful purpose from any place where he may lawfully possess and carry such firearm to any other place where he may lawfully possess and carry such firearm if, during such transportation the firearm is unloaded, and neither the firearm nor any ammunition being transported is readily accessible or is directly accessible from the passenger compartment of such transporting vehicle:
Provided, that in the case of a vehicle without a compartment separate from the driver’s compartment the firearm or ammunition shall be contained in a locked
container other than the glove compartment or console.”
The problem with truck drivers not being able to carry a gun with them for protection has nothing to do with a Federal Law. Truckers are faced with two hurdles to overcome when faced with this issue: (1) Being legal and not violating any city, county or state law of any state that they will be passing through and (2) abiding by any company policy that their employer may have in place. The first point is clear in the opening sentences of the Peaceable Journey Act:
“Notwithstanding any other provision of any law or any rule or regulation of a State or any political subdivision thereof . . .”
A truck driver must know for certain that he or she will not violate any law of any city, county or state that they will be passing through on their journey, as it pertains to carrying a firearm within the CMV. Most often, this is not a problem since most states recognize a permit to carry . . . most do . . . not all:
Driver arrested at Texas D.O.T. weigh station when gun discovered in truck
Truck Driver arrested in New York when hand gun was discovered on routine inspection stop
Maryland Truck Driver arrested after firearm found in vehicle
Whether you have a licensed, permit to carry . . . laws in cities, counties and states matter. That is number one . . . number two, an employer has the right to establish any such company policy that employees are expected to adhere to. Most motor carriers have a policy of “no firearms” allowed in company vehicles. It is the same as the policies of many shippers and receivers, such as a Walmart Distribution Center, for example. They will usually have a sign on their property stating that no firearms are allowed on company property and that they reserve the right to search your vehicle. It is their property, their policy.
So how do you answer the question, “Can truck drivers carry guns?” From a law point of view, yes . . . but I would make certain that it is registered and that you have a state license to carry. On the other hand, “Can truck drivers carry guns?” . . . no . . . not if the motor carrier or employer has a policy forbidding it.
So the final answer to this question really comes down to you, the truck driver. Are you willing to carry a firearm for protection within the cab of the CMV at the risk of losing your job? Federal Law allows it . . . your 2nd Amendment Right allows it . . . but as a professional truck driver who’s motor carrier may have a policy against it . . . you must make the personal choice of whether or not to carry a gun in the truck with you or not . . . and risk losing your job for it . . . as well as running the risk of arrest by violating any city, county or state law as stated in The Peaceable Journey Act. This is what it really boils down to.
What are the pros and cons to this issue? Good idea or bad? I hope you will tune in to the showon Sunday, August 8th, 2010 at 9 PM EST and let host, Mark Walters hear your thoughts on this matter.
A recent article posted in the Newspaper.com stated that the Department of Transportation was promoting women to enter a career as a professional CDL driver: “US Transportation Secretary Ray LaHood wants to put more women behind the wheels of big-rigs.”
However, after researching, we have found that the programs being funded are targeted for women at the college graduate level.
According toThe announcement, “U.S. Transportation Secretary Ray LaHood signed an agreement with the Women’s Transportation Seminar (WTS) International to encourage women to complete undergraduate and graduate degrees in science, technology, engineering and math – while pursuing careers in transportation.” This program does not appear to be targeted towards CDL professional truck drivers who are considered “unskilled” labor by the Department of Labor.
Secretary of the US Department of Transportation, Ray LaHood announced at a Women’s Small Business Day hosted by the Department of Transportation (DOT), that he would like to see more women in the transportation industry by expanding an existing intern program.
According to a recent press release , the program is one of several internships and fellowship programs offered through the U.S. Department of Transportation for both high school and college age girls. The expanded effort supports President Obama’s mission and the work of the White House Council on Women and Girls.
Although the idea of encouraging more women into the transportation industry is to be applauded, the thought of using transportation funds for this, rather than for the repair of roads and bridges or securing more safe truck parking ( such as Jason’s Law, HR 2156 and S970) must be questioned.
Recently we were told by a staffer in the Highways and Transit subcommittee that funding was low and that this is a main reason that Jason’s Law has been sitting in the Transportation and Infrastructure Committee. So where then, are these funds coming from which are being used to promote more women entering the trucking industry? I would think that we would be more interested in repairing the roads and protecting our “unskilled women” who are already in the industry driving big trucks.
This does lead up to another problem which should be mentioned:
There is and has been a strong recruitment movement going on via organizations, truck driving schools, trucking companies, government work force placement programs and grants and incentives, in order to encourage more women to enter the “unskilled” level of the trucking industry as a CDL driver.
This is a major concern of ours and others alike, as the CDL training going on within trucking companies has not been one to be admired. Often women are not told what to realistically expect when entering a CDL training program, including the fact that they will be living in a truck for 3 months with a total stranger, the trainer.
Many times the requirements for drivers to be trainers are no more than the “desire for them to be one.”
The fact that there are no strict guidelines set up by many of the companies has caused numerous problems for trainees, including the lack of a way for trainees to safely remove themselves from situations which could either cause emotional stress or even worse, bodily harm.
There has been a tremendous increase in women entering the field of truck driving, and yet the number of actual women drivers has not significantly increased, still sitting at five to six percent of total drivers. So where are all those increased “numbers of women” entering into trucking that have been recruited? Why isn’t the increased figure of women drivers entering matching the number of actual drivers? The main reason is . . . that they do not stay for very long, many not making it past the training process. This is a clear sign that something is wrong in the way that many trucking companies conduct their CDL training programs.
So I suggest this to everyone promoting the advancement and promotion of women entering the trucking industry:
Create a program to protect the women that you have already encouraged to enter the industry, before you try to promote more women to come in.
I challenge every organization, company, or government program to create a data base of driver statistics which includes all women they have successfully recruited into the industry as a CDL driver, and then maintain records to follow up with them in order to determine if they are still driving, and if not . . . WHY?
Would this not make more sense? I for one, would like to know why more and more women are entering the trucking industry, and yet their numbers are not going up?
I believe if you are reading this that you would like to know too.
Truth About Trucking “LIVE” talk radio show discussed the safety and health concerns that truck drivers face with the no idle law, on Thursday, July 29th, 2010.
Rules and policy makers suggest that professional truckers can simply “plug in” at the truck stops or get a motel room . . . the problem, however, is that the majority of truck stops across America do not have plug in locations and those that do charge a fee which comes out of the drivers’ own pocket. Furthermore, the reason semi tractors have a sleeper, is so the driver does not have to obtain a motel room . . . which, by the way, also would come out of their pocket.
Theno idle law is being pushed by the Smart Way EPA program and many trucking companies are beginning to instigate their own policies on this issue, placing all of the burden and expense on the truck driver. Is it really all about the green movement and protecting the environment, or is it more about greed?
Any driver who has been driving long enough has experienced the ordeal of spending a night in the sleeper birth with no air or heat until they could get to a repair shop and have the problem fixed. Try sleeping in 100 degree heat or -25 below zero, without the proper comfort devices . . . at the same time, truck drivers are expected to get the rest and sleep needed . . . after all, this year has been declared as the “Year of Safety,” right?
Some drivers have pointed to an amendment to the no idle law which allows the truck to idle if the driver has a pet in the cab of the truck with them. Perhaps this is the way for truck drivers to get around this law? It is OK for the driver to suffer in immense heat or cold, but for an animal . . . absolutely not! However, this may not be the case in all states. California, for instance, has stated that as of January 1st, 2009, that a driver can no longer use a pet for an excuse to idle.
All of the shows are archived, or in case you missed it . . . you can catch it here:
The last year for the professional truck driver has been filled with many challenges. The recession has caused many drivers to take a significant cut in pay, drivers still endure negative retaliatory DAC comments by former employers, “fleecing” scams still exist, owner operators maintain their struggle with high fuel costs, HOS rules that cause conflict with shipper and receiver appointment times (creating fatigue from lack of sleep), the talk of new DOT medical requirements, and lets not forget CSA 2010, which has the entire industry buzzing.
With all these issues to contend with, I find none more inhumane than the “no idle” and “limited idle” laws and rules which are being enforced for large trucks by either the states or the trucking companies. These regulations are disguised as “being green” and “environmentally friendly,” attracting praise and recognition from the general public towards the trucking companies who voluntarily enforce them.
These trucking companies are more than happy to enforce such idling regulations, as it not only gives a positive recognition from the general public and the conscientious “go green” advocates, but it also creates a larger profit and bottom line. How perfect is that?
Trucking companies are so concerned with the environment that they have teamed up with the Smart way EPA program, creating their own strict limited idling rules for their drivers. This program gives awards to companies that are most compliant and “eco friendly”, and many times you will see these company trucks proudly displaying their partnership with Smart Way, sharing their enthusiasm for caring for “Mother Earth” and fuel conservation….But here comes the truth….the other side of the coin.
What the general public doesn’t realize is that by carriers creating limited idling rules, truck drivers health and safety is being placed in harms way. I don’t need to tell you what it feels like to be in your vehicle when it is either extremely cold or hot. Many of us turn on the ignition and cannot even wait the 5 minutes that it takes for the air or heater to work, and yet these laws and “carrier idle driver rules” are being enforced against their drivers, expecting them to sleep in 90+ degrees and sub-freezing temperatures without air or heat.
There are some companies that have trucks with an APU ( Auxiliary Power Unit) on board for their drivers, but not all companies and not all of their trucks. If you think about it, why would they? The APU’s are too expensive. After all, they do not have to sleep in these inhumane temperatures, right? It is only the dog sleeping in there, I mean the driver . . . wait, I forgot, you are not allowed to have an animal in the truck under those conditions . . . drivers ok, pets not ok . . . what’s wrong with this picture?
Many of the Smart Way Partners are winning awards for being the “best ” in compliance ( SMART WAY EPA AWARDS), by forcing their drivers to abide by limited idle rules so they can receive and be recognized for their gallant efforts towards improving the environment and conserving fuel. Yet, they are risking the health and safety of their driver employees.
So the next time you see a truck proudly displaying their Smart Way Partnership, give them a call and ask them what percentage of their trucks have an APU for their drivers, ensuring their drivers’ health and safety? It is just another way of asking them, ” Do you treat your drivers humanely?”
Many others within the trucking industry are concerned about this limited and “no idle” enforcement. Here’s another post by TruckerDesiree of RealWomenInTrucking who has also written in detail about it.
Also Rhianna Weir, the Madison Trucking Examiner, has an interesting challenge for those of you who may or may not believe just how serious a problem this is.
The article explains new rules in the state of North Carolina: The North Carolina Environmental Management Commission now requires that operators of heavy-duty trucks refrain from idling their engines. I wrote a lengthy response to the article, however, it was not posted, so I’ll post my response here.
Response 7/17/10 by Allen Smith
“I find it always amazing that those who wish to appear to be advocates of various causes or missions, will often do so at the sacrifice and expense of others, not to mention the total lack of respect and the disregard of another human life.
I wonder if Sheila Holman would be quite as emphatic and passionate about her remark, “Exhaust from idling trucks is a significant source of air pollution that we can’t ignore,” … “The idle rule will help improve air quality while conserving large amounts of fuel”, if she or her family and friends were the recipients of the sacrifices required to reach these goals. In other words, I would like to know how she would feel if she and her children were made to sleep in a 100 degree closed truck ( 60 days consecutively) and then be expected to work a 14 hour day, driving 80,000 pounds down the highway safely and alertly.
Tell me Ms. Holman, would you be quite as worried about the air quality or saving fuel then? Answer: I DOUBT IT. How easy it is though, for Sheila Holman, National director of the NC division of Air Quality, to so boldly, proudly and confidently share this air quality improvement solution with so many, accepting applause and recognition for doing such a marvelous and sacrificial job as she rides off in her air conditioned car and sleeps in her air conditioned home.
My suggestion to her is that if she truly believes this is the way to improve air quality, then she should request that herself, her staff, her family and friends, refrain from turning on the air at night, so they may also share in this much needed conservation and sacrifice.
Now, as far as the other statements:
“The EMC points out that some truck stops have power connections, so truckers can plug in their rigs and not have to idle the engine to keep warm or cool. The release also points out that a truck can have more than one source of power installed.”
Let’s start with the “some stops have power connections”. Well EMC, that means that “some do not. It also means that the driver pays for that, not the trucking company. . . Which brings up another fact that the general public should be aware of . . . drivers continually survive on limited wages, which by the way, the trucking companies have significantly reduced further because of the recent economic recession. Many of these drivers are new drivers, receiving sometimes as low as 18 cents per mile (between 200-400 dollars per week, depending on how many miles they drive). Figuring that many send home most of this to their families, how much do you feel they would be able to spend keeping themselves cool or warm, depending on the weather? I doubt many can even afford the 10-15 dollars per night for these luxuries of heat and warmth, let alone a motel room, which some extremely ignorant and naive folks have even suggested.
Let’s move on to the APU units which would solve all the idle problems, right? Well yes they would, in a perfect world that is. Company drivers have no authority over this. The Carrier decides whether or not they want to place APU’s in their trucks in order to accommodate their drivers health and comfort. MOST DO NOT!! Yet, many of these companies are receiving awards for their “green efforts” again, on the backs and sacrifices of others while they themselves enjoy the comforts and luxuries of daily life.
I will end with this: It is this kind of inhumane thinking and treatment which contributes to the former 128% turnover rate of drivers as an ongoing problem. Many people do not stay in trucking, or bounce from company to company, hoping to find a “good company”. What is ironic, is that they define good as one which will not exploit or abuse them.
What keeps the trucking industry moving is the continuous influx of new drivers, those who do not know that they will be treated badly because they have been told the sugar coated “happily ever after” recruitment story. Many of these drivers leave the industry, and so the truck driver turnover rate continues. One day, drivers may get fed up . . . and God help us all if that happens. Think about it, and then be concerned: No food, medicine, NOTHING!
What’s the saying? “Don’t look a gift horse in the mouth.” Furthermore, stop telling truck drivers want they can or should do, until you have lived their life.
: ata, change, CSA 2010, hos, hours of service, trucking
