Heavy Duty Trucking

OCT 2014

The Fleet Business Authority

Issue link: https://heavydutytrucking.epubxp.com/i/399400

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Page 11 of 101

Letters 10 HDT • OCTOBER 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 Fact Book were from the American Trucking Associations' U.S. Freight Transporta- tion Forecast to 2025, a collaboration between ATA and IHS Global Insight. This document 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.atabusinesssolutions.com or by calling (866) 821-3468. Fact Book question I enjoyed the August 2014 printed edition (yes, I still like the printed version), especially the 2014 Fact Book section. I did have a question on page 66 where the market shares by manu- facturers are shown for Class 8, 7, 6 and 3-5. Is it possible to get some of the data by units instead of simply market share. In other words, what was the total number of units for each class or for the classification group- ings as shown in the article? Rick Kempski via email Editors' Note: Thanks for the feed- back! Our Hotline section each month features the unit sales broken down by manufacturer and these same weight classes, with monthly and year-to-date figures. Electronic logs mandate Washington Editor Oliver Patton's coverage of the response to the proposed electronics log mandate in our August issue drew many comments: "Further, OOIDA said, the agency ignores the constitutional question of mandating a device to monitor driver conduct without a warrant." Without a warrant? Come on OOIDA. Your agenda is pretty transparent...to stomp the heck out of any regulation that interferes with the ability of independent drivers to do whatever they want, as if operating a big rig for a living is some sort of unalienable right. It isn't. When you take on this much responsibility, you give up some of your rights to privacy. The FA A monitors pilots "without a war- rant," as they should. There's your precedent. The job of plowing down A better approach to regulation I read your editorial [in the June issue] about how wonderful the new pollution regulations are going to be, and I just wondered how much ex- perience you actually have in dealing with the emissions systems we have right now, which are putting truckers out of business every day. You have no clue as to the kind of money that it takes to keep these trucks on the road with these advanced pollution systems that are just an add-on that chokes an engine down and keeps it from developing its real potential, which would save a lot of emissions just by the increase in the fuel mileage from not having that junk on there. Preston Sanitation via voicemail Editor's Note: We're well aware of how the NOx/PM emissions regula- tions you're talking about have plagued the industry over the past decade. I was advocating an approach where the industry works with regulators, as they are with the new fuel economy/GHG emissions regulations, which so far seems to result in better, or at least less painful, regulations. On page 67 of August's Fact Book issue, the U.S. Retail Sales by Class (2009-2013) chart misrepresented the totals for 2012 and 2013, which should have equaled 281,363 for 2012 and 279,783 for 2013. Correction a crowded interstate with 80,000 pounds deserves similar regulation of operator conduct as f lying a com- mercial aircraft, as well as similar education and salary requirements. That would knock a few cavemen out of the labor pool, but that might be a good thing. Big Joe via TruckingInfo comments Again we are downgrading our owners and drivers who have time and time again proven that they are safe companies with safe drivers. Why? Maybe because we allow new drivers into the industry that do not have the respect of the industry. We are the economic driving force of the country; nothing gets bought unless the truck brings it there. Why would we force someone with an impeccable record to spend their hard-earned money when they have proven that they are safe? Jeff via TruckingInfo comments

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