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03/13/2018

DIESEL FUEL PRICES DROP FURTHER.

Another drop in diesel fuel prices during the week ending March 12 has prices at their lowest point since the beginning of the year, according to the Department of Energy’s latest report.

The U.S.’ average price for a gallon of on-highway diesel is now $2.976, which is 1.6 cents lower than a week ago. It is also the lowest price since the week ending Jan. 1, when prices were $2.973 per gallon across the country.

Prices fell in all regions across the country over the last week, except for California, where prices held steady. The most significant decrease was seen in the Lower Atlantic region, where prices dropped 2.3 cents.

The nation’s cheapest fuel can be found in the Gulf Coast region at $2.782 per gallon, followed by the Lower Atlantic region at $2.871 per gallon.

The most expensive fuel is in California at $3.652 per gallon, followed by the Central Atlantic region at $3.221 per gallon.

Prices in other regions are:

New England – $3.107
Midwest – $2.899
Rocky Mountain – $2.903
West Coast less California – $3.052
ProMiles’ numbers during the week saw a 1.9-cent decrease in diesel prices during the week to $2.912 per gallon nationwide.

According to ProMiles’ Fuel Surcharge Index, the most expensive diesel can be found in California at $3.61 per gallon, and the cheapest can be found in the Gulf Coast region at $2.768 per gallon.

05/23/2017

ONCE SEXY, NOW OBSOLETE? THE DECLINE OF AMERICAN TRUCKER CULTURE.

January of 1976, the number one song on the Billboard pop chart was C.W. McCall’s “Convoy,” about a band of rebellious truck drivers who tear through America, disregarding speed limits and breezing past checkpoints. A film adaptation starring the heartthrob duo of Ali MacGraw and Kris Kristofferson followed two years later.

In 1977, the second-highest grossing film was Smokey and the Bandit, with Burt Reynolds as a hot shot trucker who agrees to smuggle bootleg beer past pursuing state troopers.

The 70s were the cultural heyday of the American trucker. In CB radio parlance, every cop was a Smokey and every ambulance was a Meat Wagon. Fill up your K-Whopper (Kenworth big rig) with go-go juice (gasoline) and ignore the double nickels (55 mph speed limits) as you drive non-stop from Idiot Island (California) to Pizza and Murder (Chicago) — that was the dream for a cadre of working-class American men.

In the late 20th century, the trucker was a modern-day bandit, an interstate cowboy. But trucking was also a stable job back then, a ticket to the middle class that often came with job security, a union card, and a decent paycheck. The trucker was a masculine two-for-one: part fugitive, part family man.

Since then, however, trucking has become a low-wage job characterized by long hours, high turnover and little collective bargaining power — leading some to compare modern freight trucks to sweatshops on wheels.

In 1973, 62% of truckers were unionized. But by 1996, that number had fallen to 23%. Correspondingly, wages had dropped by 30%. The shift was due to a series of deregulatory legislative efforts culminating in the Motor Carrier Act of 1980, which effectively exempted the trucking industry from federal economic regulation. The industry became a competitive free-market race to the bottom, and numbers of independent contractors swelled as wages took a nosedive.

Deregulation has been great for big freight companies, which continue to reap massive revenue, and for the American consumer, who continues to receive cheap stuff via freight transit daily. But starting in the 1980s, the individual truck driver was left in the dust.

No more truck-stop diners, no more songs or movies about big rigs, no more of that universal hand-motion for getting a driver to honk his horn - Its been a huge loss to the American culture.

Author - Meagan Day
Courtesy - www.timeline.com

04/26/2017

Trucker Bob Stanton on sleep apnea, fatigue research and bringing researchers, regulators into the truck.

04/26/2017

XPO REACHES NLRB AGREEMENT OVER TRUCKING WORKPLACE RETALIATION CLAIMS.

A division of trucking giant XPO Logistics has reached a settlement agreement with the National Labor Relations Board over unfair labor practice charges filed by truck drivers at the Port of Savannah.

Without admitting wrongdoing, XPO Drayage Inc. agreed to post an official notice at the company’s Wentworth, Ga., terminal stating that employees have a right to form a union and are protected under the National Labor Relations Act.

Drivers and Teamsters filed a NLRB complaint last June after Ben Speight, a Teamsters organizing director, and two other union organizers were arrested for passing out handbills outside the Georgia terminal.

In its complaint, the Teamsters alleged the police action, which was witnessed by several XPO employees, “intimidated them and prevented them from exercising their Section 7 rights under the NLRA, the right to form a union.”

“This is a tremendous shot in the arm for XPO workers because the NLRB is recognizing their legal right to form a union in their workplace,” said Barb Maynard, spokeswoman for the Teamsters union.

Truckers have asked the NLRB to intervene in a string of cases against XPO in which the drivers say they have become victims of workplace retaliation after they pushed for collective bargaining and improvements in working conditions.

The NLRB, an independent federal agency charged with protecting the rights of private-sector employees, has interceded in some of the cases.

The settlement agreement with the Teamsters comes just a week after XPO Logistics Chief Executive Bradley Jacobs told The Loadstar, a logistics industry news site, that he doesn’t like working with the Teamsters union, which wants to organize XPO drivers across the country.

“I don’t believe in the Teamsters,” Jacobs told The Loadstar.

In recent years, the NLRB has been sympathetic to drivers in retaliation claims associated with unfair labor practices, especially regarding the issue of misclassification of drivers as independent contractors. Contractors are not provided employee protections under the National Labor Relations Act.

03/24/2017

TRUMP MET WITH TRUCK DRIVERS AND ATA MEMBERS TODAY TO DISCUSS TRUCKING INDUSTRY ISSUES AND PROMOTE HEALTH REFORMS.

03/10/2017

Keep Trucking!

03/10/2017

FMCSA CONFIRMS PERMANENT "RESTART ROLLBACK" BASED ON STUDY RESULTS.

FMCSA has confirmed that 34-hour restart regulations will not go into effect.

The 34-hour restart regulations took effect July 1, 2013, and were suspended on Dec. 15, 2014, following widespread pushback from the industry. As part of a broader hours-of-service overhaul by the DOT’s Federal Motor Carrier Safety Administration, the regulations required 34-hour restarts to include two 1 a.m. to 5 a.m. periods and allowed truckers to only take one restart per 168-hour period.

Congress suspended those provisions in December 2014 and required FMCSA to perform the study to determine whether they could go back into effect.

The study, however, concluded the rigs did not enhance safety or lower driver fatigue.

FMCSA studied 235 truck operators for five months. Nearly all of the drivers studied were men, 224. Their average age was 45. Drivers operating under the more restrictive regulations show no greater levels of safety.

Drivers’ were monitored via video recorder systems that trigger during safety critical events, which were then reviewed by researchers. Agency used wrist actigraphs to determine sleep timing and quality and brief psychomotor vigilance tests to measure their alertness levels.

02/11/2017

TRUCKING INDUSTRY'S USE OF DRIVERS AS INDEPENDENT CONTRACTORS UNDER SIEGE.

On 5th January 2017, federal court ruling has found Swift Transportation guilty of misclassifying some of its drivers as independent contractor. Swift could now face claims for millions of dollars in back wages.

Trucking companies that lease equipment to owner-operators will want to review those agreements closely after a US judge decided some drivers that leased equipment from Swift Transportation as independent contractors should be considered employees.

The degree of control a company exercises over an individual typically decides whether that person is a contractor or an employee. In trucking, that often translates to whether a driver is free to decline loads, is dispatched by the company, or can haul for other carriers.

In the Swift case, the plaintiffs claimed that due to misclassification the carrier failed to pay all the wages required by federal and state wage and hour laws, including the Fair Labor Standards Act.

Drivers who claim misclassification allege that their lack of employee status allows carrier to bypass minimum wage requirements, meal and rest breaks, health coverage and other work-related expenses.

The drivers considered themselves to be employees because Swift controlled every aspect of their work schedules – from where and how the plaintiffs delivered freight to which routes the truckers had to use. Swift also controlled the equipment the truckers used, including the maintenance and condition of the trucks, the lawsuit said.

On a broader level, the decision may have a ripple effect on truckload carriers that contract with owner-operators and specifically, those that lease equipment to drivers and then contract them. The devil may be in the details of those leasing agreements.

When done correctly, this does a lot to put people in business that deserve an opportunity to run their own business and gives trucking companies the opportunity to have a piece of equipment and a driver for which they don’t have to expend investment. But the agreement can’t be exclusive, it can’t be restrictive.

Trucking companies that lease equipment needs to re-examine those agreements to ensure they don’t create working conditions that can be interpreted as employment.

This is just one of the several recent court rulings that has dealt setbacks to the trucking industry’s practice of classifying drivers as independent contractors rather than full employees.

01/21/2017

ATA ANNOUNCES 20 TRUCK DRIVERS AS ROAD TEAM CAPTAIN FOR 2017-18

America’s road team was established in 1986 by ATA as an outfit to to introduce the motoring public, lawmakers and the media to the trucking industry.

For the next two years, the newly chosen America’s Road Team Captains will tour North America in ATA’s Interstate One Image Truck, an American flag emblazoned Volvo VNL 780 with a state-of-the-art truck driving simulator. The Captains, who will remain full-time truck drivers with their various ATA member companies, will speak candidly about the life of an American truck driver, the important role trucking plays in the delivery of critical goods and the safety-first mentality held by all professional truck drivers.

A panel of industry officials and trucking news media selected captains based on their knowledge of the trucking industry, dedication to safety, ability to communicate the industry’s messages and overall safe driving record.

“By compiling millions of accident-free miles, serving hundreds of hours in their communities and articulating the passion they have for their careers as truck drivers, these new Captains are excellent examples of the professionalism that’s become a hallmark of our industry.” ATA COO and Executive Vice President of Industry Affairs Elisabeth Barna.

Let’s hear why some of them become truck driver ---

Gary Helms, Covenant Transport, Cleveland, Tennessee: “I was in construction and it took a toll on my knees and back.”

James Moore, Saia LTL Freight, Magnolia, Texas: “Got into a rut and was looking for a career change.”

Micheal Sheeds, Werner Enterprises, Bandera, Texas: “My father’s dream.”

Tim Taylor, FedEx Freight, Valdosta, Georgia: “I never had a job without a steering wheel. It’s a part of me.”

Steven Smalley, ABF Freight System, Mesa, Arizona: “My Dad was in management and after a visit to the National Truck Driving Championships I caught the bug.”

Jon Brockway, Wal-Mart Transportation, Westbrook, Maine: “I was 4 years old and got to sit in a dump truck.”

What is your story?

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12/18/2016

Christmas Truck Parade from our friends in Canada 🎄

12/11/2016

REPUBLICANS BLOCKED MAJOR SAFETY RULE AND MORE TO FOLLOW.

Republicans lawmakers effectively blocked Obama administration rule requiring truckers to take two nights off to rest after a work week of up to 70 hours. Truckers are required to take a 34-hour break after at the end of a work week. But the trucking industry objected to requirements that the 34 hours include two periods from 1 am to 5 am. Sleep scientists say rest during the early morning hours is critical for people to feel refreshed. The suspension means truckers can head out on the road again during those hours if the 34-hour break has elapsed.

Another regulation that prevents truckers from working 70 hours, followed by a 34-hour break, and then resume driving again in the same week was also suspended.

The American Trucking Associations is pledging to come back next month, when Republicans will control the White House and Congress, and try to block state laws that require additional rest breaks for truckers beyond what federal rules require. The group says there should be one uniform national rule on work hours for interstate truckers.

“Unfortunately, it’s going to be an open season on safety in this coming Congress,” said Jim Hall, chairman of the National Transportation Safety Board during the Clinton administration.

Shippers and some segments of the trucking industry probably will also push for long-sought goals of increasing the weight limit on trucks to more than 90,000 pounds and increasing the length of individual trailers in double-trailer combinations from 28 feet to 33 feet, safety advocates said.

“It’s going to be very tough because the companies really care about the cost. They don’t care about the safety no matter what they say,” said safety advocate Joan Claybrook.

Courtesy – www.cbsnews.com

11/29/2016

AUTONOMOUS TRUCKS CAN'T REPLACE DRIVERS.

A few days back, a self-driving truck generated no small hype. With its driver on the passenger seat, the truck made its way at 55mph across Colorado, to deliver 50,000 cans of Budweiser.

This feat, which is clearly more than an impressive marketing campaign by Budweiser, undoubtedly marks the beginning of a new era in trucking technology.

Understandably, this has generated a lot of discussions and questions about the future of truck drivers and there are fears that self-driving trucks will completely eliminate the need for humans in trucking.

The realistic view among those who should know – that is, many trucking industry professionals, drivers inclusive, is that technology can’t replace the driver’s role, although it may change it into a more passive one.

In spite of this, I still get a bit worn out by folks who are of the opinion that technology is set to replace drivers. Therefore, I’d like to put in proper perspective, why I believe this isn’t going to happen anytime soon or may be never.

TECHNOLOGICAL CAPABILITY

Driverless technology currently offers level-4 autonomy. What this means is that it’s possible for it to perform all safety-critical driving functions as well as monitor roadway conditions for an entire trip. However, it’s yet to cover every possible driving scenario.

Before you say ‘it’s just the beginning”, you must understand that although there are set rules in driver's education, “spur of the moment” situations do arise that require human intervention.

For instance, the rules are clear about who gets the right of way at dreaded four-way intersections, but we often have to wave to let someone else know that it's ok to go ahead. In such complex situations, I don’t see robotic interaction working very well with fellow drivers. Then, think of construction sites where hand gestures are used to signal to a truck driver when to move or stop; no autonomous technology available today, can reliably make the right decision in such situations.

CITY AND RESIDENTIAL NAVIGATION

At the moment, autonomous technology works only on highways, where it doesn’t have to contend with tricky variables like jaywalking pedestrians, four-way stops, or kids on bicycles. Self-driving trucks maintain a safe following distance, and lanes are executed only when absolutely necessary. Would you trust a robot to make a wide turn right in the middle of busy city traffic? I wouldn’t.

LOADING/UNLOADING

It’s the truck driver’s responsibility to make sure that the freight remains secure along the route. When loading, the driver needs to use load bars or straps to secure the freight and he needs to communicate with dock workers when necessary. Also, when offloading, the driver is required to make sure everything is being offloaded appropriately. And if it’s an LTL delivery, the driver will need to verify that the right amount of freight is being offloaded at each drop-off location. All these tasks cannot be left completely to a robot.

PAPERWORK

Paperwork is another huge part of the equation. Drivers would need to collect signed BOL and POD at pick-up and drop-off locations respectively. They would also need to ensure that the information on the BOL and POD are accurate. Sometimes, the driver may need to get the shipper or receiver to mention the detention time on the BOL or POD; and in cases of LTL deliveries, ensure that right BOL gets signed at the right place. Yes, it can be argued that the receiver and shipper ends can be made 100% perfect to reduce the driver’s role; but I guess we will need robots at the dock in that case.

INFRASTRUCTURE

Deploying driverless trucks will require much more than clear lane markings on roads. Deeper thought has to be given to other aspects of road safety; as technology can go astray without these. For example, plans for road construction or maintenance will need to be filed in well ahead of time to give autonomous operators, enough time to plan around these complex and unusual situations. Traffic lights and signals should be able to intelligently communicate with trucks. Gas stations would need to figure out a way to fill gas into trucks without drivers. There is so much more that would have to change, outside of trucking, in order to make the dream of fully autonomous trucks, a reality.

Autonomous technology will definitely increase efficiency and make our roads safer. It will significantly reduce the driver’s role and may increase their average daily operational hours. Furthermore, it may help reduce driver shortage by encouraging those who were hitherto unqualified or hesitant due to concerns about highway driving fatigue; to embrace trucking.

In my humble opinion, it’s impossible to take drivers out of trucking. So, let’s focus on improving driver’s condition in trucking rather than waiting for technology to pull off a miracle.

Author - Manny Bains
https://ca.linkedin.com/in/bainsmanny

Trucking Recruit

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