Heavy Duty Trucking

SEP 2014

The Fleet Business Authority

Issue link: https://heavydutytrucking.epubxp.com/i/382090

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Letters 10 HDT • SEPTEMBER 2014 www.truckinginfo.com Write to us! Send your letters to Editor in Chief Deborah Lockridge via email at dlockridge@truckinginfo.com. Letters are subject to editing for length and clarity. ■ For more 'Forecast" Several graphs in the August's 2014 Fact Book were sourced from the American Trucking Associations' U.S. Freight Transportation Forecast to 2025, a collaboration between ATA and IHS Global Insight. This docu- ment includes far more detail that can be used in economic planning. The Forecast can be purchased as a bound volume or downloadable PDF at www.atabusiness solutions.com or by calling (866) 821-3468. Test driving Allison's TC10 tranny After reading the online version of the August issue's Test Drive on Allison's new TC10, one operator is concerned about costs. As an owner, I have had my eyes on next go around with [an automatic manual] or the Allison, and have been looking hard at Allison. Where the bump in the road is, is cost. The AMT's premium price is pausing, and the Allison gets outside the comfort zone. Wouldn't be so bad if we were not also hit with the higher emissions cost in both the buy and operation. One thing that seems to be tell- ing, while many of the component improvements offer better mpg numbers, their initial cost and cost of operation removes any substan- tial cost savings, and downtime is increased. On the surface, many of these things really catch one's eye, but when the spreadsheets get worked, it does not always play out the way it is hoped. Cliff Downing via Truckinginfo.com comments Praise for trucking attorney Q&A August's Hotline/Truckinginfo.com featured Q&A was with Bill Cham- blee, an experienced trucking defense attorney. Great article. The main point I came away with, is we are respon- sible for a large part of the outcome in court. If we do not have a safety program that is real and not just on paper, then we show our com- mitment to safety. The same goes for violations, the cleaner we run, the less ammo a prosecutor has to try and show we are sloppy. An accident isn't intentional, and it is up to us to prove we run a clean operation, because it can save us thousands in insurance premium and ten to hundreds of thousands in court. Safety and clean running isn't that hard once we get a system down. Jason Claspill via Truckinginfo.com comments Commenting on the HOS commentary Editor in Chief Deborah Lockridge's July editorial, "Hours of Service Insan- ity," dealt with the media frenzy fol- lowing a crash where a Walmart truck driver crashed into a limo, injuring comedian Tracy Morgan and killing another occupant. Deborah, I applaud you. Very good commentary and you have "framed" the story well for those with a thorough understanding of trucking, drivers, of how trans- portation works, and those who really know the nitty gritty of what drivers face each tour of duty and how well drivers will safely man- age those situations if they are not severely restricted by July 1, 2013 mandates. I feel sure Walmart driver Roper was trying to beat the [electronic log] and make it back to his workplace before time expired. The July 2013 mandate put more tired drivers on the road than ever before. It took away the driver ability to manage rest breaks and manage time to restart and to rest 34 hours and go out fresh even more than once in seven days. The mandate forced drivers operating between 12 noon and 2 a.m. to forgo their own safety to meet the demands of the mandate. Somehow [regulators] think drivers are going to drive for days without rest unless rigid unworkable controls are in place...not so, drivers for the most part are very concerned and do a lot alerting other drivers and really looking out for the public. Lee Lenard via Truckinginfo.com comments Trucks (all classes) registered and used for business purposes (excluding government and farm) in 2012, representing 24.4% of all trucks registered. 32.1 million In August's 2014 Fact Book, we mistakenly labeled the above statistic as referring to Class 8 trucks only. Correction

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