October - LandLineMag.com

Transcription

LAND LINE
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OCTOBER 2002
SPECIAL OOIDA MEMBER EDITION
OOIDA ON THE ROAD
Truck sales idle
while buyers
ponder
OOIDA
Lawsuit
update
Help wanted
Annual winter
chain-up guide
Savvy truckers
to aid DOJ with
security program
The Official Publication of the
Owner-Operator Independent Drivers Association
PAUL’S PICKS FROM GATS RUST JACKING NAFTA UPDATE
contents
FEATURES
36 Out of the ashes
OOIDA member Luis Espinoza and his children still
live with their loss of 9/11
Out of the ashes...page 36
Record-breaking convoy...page 52
52 Record-breaking convoy
Raises big bucks for Special Olympics
58 OOIDA on the road
Woody and Paula Chambers chronicle the travels
of OOIDA’s truck
60 Member profile: Tom Dixon
A trucker who drives with a putter
64 Paul’s Picks from GATS
Neat stuff from the exhibit hall to you
LAND LINE
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18 Hot topics
• Rocor files bankruptcy
• FMCSA’s Cirillo to retire
• ‘Rolling memorial’ honors WTC victims
• Wolf to Mineta: No 18-year-old truckers
• Diesel Idling Reduction Association created
Easing traffic on VA I-81?...page 48
Most dangerous drivers?...page 44
22 Help wanted: Savvy truckers to aid
redefined TIPS program
Senior editor Dick Larsen interviews Deborah J. Daniels,
assistant U.S. Attorney General
26 EPA’s deadline for enginemakers is here
Truck sales idle while buyers ponder
30 Lawsuit update
32 State legislative update
34 Cross-border trucking awaits two J
‘ ohn Hancocks’
40 Trucker acquitted in fatal crash
Feature Editor René Tankersley reports on John Kendrix trial
TRUCKERS
SPEAK OUT
Voting = change … page 12
TRUCKER
PERSPECTIVES
Know your numbers;
don’t haul cheap … page 13
6 LAND LINE
44 Who are the most dangerous drivers?
It ain’t truckdrivers. AAA study: Car drivers are
more likely to cause car-truck fatalities
48 Easing traffic on VA I-81?
Truckers leery of Virginia’s dressed-up proposal
50 Lemonade? Volvo introduces new design
for VN model
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Volume 27, Number 7 • October 2002
ISSN 0279-6503
Land Line Magazine is written by and for professional
truckers operating trucks and semi-trailers in for-hire transportation of exempt and regulated commodities. Editorial
policy encompasses informing truckers, the trucking
industry and various government agencies that regulate
trucking, of the views of professional truckers. News and
feature articles are compiled to keep professional truckers
updated on legislation, industry activities and trends, and
how these affect his or her business in particular.
PUBLICATION HEADQUARTERS
1 NW OOIDA Drive Post Office Box 1000
1-800-444-5791 (816) 229-5791 Fax (816) 443-2227
e-mail: [email protected] www.ooida.com
www.landlinemag.com
EDITOR/PUBLISHER
SR. CONTRIBUTING EDITOR
MANAGING EDITOR
SENIOR EDITOR
TECHNICAL EDITOR
FEATURE EDITOR
STAFF WRITERS
ART DIRECTOR
PUBLICATION COORDINATOR
CIRCULATION
NEWS
I
The Official Publication of the
Owner-Operator Independent Drivers Association
COLUMNISTS
ADVERTISING DIRECTOR
AD SALES REPRESENTATIVE
ADVERTISING COORDINATOR
Todd Spencer
Jim Johnston
Sandi Soendker
Dick Larsen
Paul Abelson
René Tankersley
Donna Carlson
Keith Goble
Debbie Johnson
Kim Borron
Pam Perry
Teneille Leach
Kay Warren
Pat Holcomb
Cindy Stickley
Paul Cullen Jr.
Donna Ryun
Barry and Howard
Bruce Mallinson
Jeff McConnell
Jim Mennella
Jonathan Lowe
Alex Gates
Scott Chaney
Beverly Kean
ADVERTISING Advertiser correspondence should be
directed to Land Line Magazine, Inc. PO Box 1000, Grain
Valley, Missouri 64029. Phone (816) 229-5791.
All advertisers in this publication are paid for by the advertisers. The publisher and/or the Association does not necessarily endorse or make claim or guarantee the validity or
accuracy of any advertisement herein contained. The publisher reserves the right to reject any advertising materials
which he feels are not in keeping with the publication’s
standards.
The publisher assumes no responsibility for return of
unsolicited artwork, photographs, manuscripts. All materials submitted for publication are subject to editing at our
discretion. The act of mailing material shall be considered
an expressed warranty by the contributor that the materials
is original and in no way an infringement on the rights of
others.
POSTMASTER - send address changes to Land Line, PO
Box 1000, Grain Valley, Missouri 64029.
LAND LINE MAGAZINE (ISSN 0279-6503) is published
bi-monthly/monthly (9 issues in 2002) by OOIDA, PO Box
1000, Grain Valley, Missouri 64029. (816) 229-5791.
Copyright 2002 by Owner-Operator Independent Drivers
Association, Inc. Reproduction in any manner in whole or
in part, without permission is strictly prohibited.
Periodicals postage paid at Grain Valley, MO and additional mailing offices.
SUBSCRIPTION RATES
1 year - $18 (9 issues)
2 years - $30 (18 issues)
Canada 1 year - $28; 2 years - $40
OCTOBER 2002
inside
more news
EQUIPMENT
70 Cab comfort: Part two
It’s your home. How can you make it
more livable?
Cab comfort...page 70
75 Peterbilt 379/Cummins ISX
Test drive report from tech editor Paul Abelson
78 Winterizing your rig
Quick tips for getting your truck ready for
cold weather
Rust jacking...page 86
MAINTENANCE
Q&A
54
FMCSA releases final PBBT rule
54
Truckers’ wife in spotlight with first book
57
Independent contractors honored
57
OOIDA member loses life in highway tragedy
57
Ohio town approves CB control law
61
Pair arrested in repair scam
79
NE trucking firm ordered to pay $2 million
79
Central TX cities tell truckers: ‘out of the way’
97
TX cities mull truck lane ordinances
97
IL to install cameras, call boxes at rest stops
97
80 Annual winter chain-up guide
A trucker’s guide to state chain requirements
Chain-up guide...page 80
FMCSA registration enforcement rule
Canadian o/o group launched
103
Ma-cho, ma-cho man
111
Suspect bomb really truck tire gauge
111
86 Maintenance Q&A: Rust jacking
The de-icer dilemma
88 10/02 engines: The sky is falling?
Is there a silver lining to Chicken Little take
on the engine situation? Also: Paul Abelson
test drives one of each model from six engine
manufacturers
Trucking in America
Poster Contest
96 Product news
Quarterly, OOIDA publishes a special
edition of Land Line for “members only.”
Member readers receive an info-packed
section inside their Land Line featuring
OOIDA happenings, special insider tips,
member news, benefit/program updates,
quarterly IFTA chart and discount
announcements. Join OOIDA today!
COLUMNS
10
14
20
38
46
56
62
68
74
92
94
Editor’s Page Sandi Soendker
Issues & Positions Todd Spencer
Washington Insider Paul Cullen Jr.
OOIDA Member Info Donna Ryun
Road Law Jeff McConnell & James Mennella
Tax Tips Barry and Howard of PBS
Just the Other Day … Pete Rigney
Audio Book Review Jonathan Lowe
Trucker to Trucker Ray Kasicki
Personal Wheels Paul Abelson
High Performance Diesels Bruce Mallinson
DEPARTMENTS
OOIDA Membership as of Sept. 10, 2002
83772
… and still counting!
8 LAND LINE
12
66
104
105
114
Letters
What’s New
OOIDA Gear
Classifieds
Roses & Razzberries
SPECIAL
SERIES
modern trucking techniques
Not an OOIDA member?
Your magazine could be
missing valuable info!
All entries have been received.
Winners will be announced in the
November issue of Land Line.
Visibility
Visibility– Part one: Mirrors
Next month: Part two: Lighting
by Paul Abelson, technical editor page 76
OCTOBER 2002
EDITOR’S
PAGE
Sandi Soendker
Managing Editor
L
Out of the ashes. It’s been a year since you read about
OOIDA member Luis Espinoza and learned of the
loss of his wife, Fanny, in the terrorist attack on NY’s
World Trade Center. Land Line’s Donna Carlson
recently visited again with Luis and on Aug. 23,
Feature Editor Rene Tankersley met with Luis and his
children at the cross at Ground Zero. They found him
trying hard to put his life back together. Page 36.
Rush to justice. Five people dead in an interstate crash,
a truckdriver numbed from the tragedy, a badly
botched drug test — all the elements of a trucker’s
worst nightmare. René’s report on page 40 takes you
into the Saline County, MO, court room for the trial
of Georgia owner-operator John Kendrix.
Help wanted: savvy
truckers to aid redefined
TIPS program. LL
Senior Editor Dick
Larsen interviews
Deborah J. Daniels,
assistant U.S. attorney
general. Daniels describes the role truckers can play
in a new security program officials hope will be
operational soon. Page 22.
Vindication. A golf ball won’t blow up if you unravel one
to the core; two aspirin in your Coke will not make you
high and truckers are NOT the most dangerous drivers
on the road. A new study from the AAA Foundation for
Traffic Safety says nationally, car drivers are more likely
to cause car-truck fatalities than truckdrivers. The
trucking industry has known it for years. Keith Goble
reports, page 44.
Beefed up CDL rules. The Federal Motor Carrier Safety
Administration (FMCSA) is making it tougher to keep
your CDL if you run afoul of the standards set forth in
the final ruling. And the penalties established for certain
traffic violations occurring while operating your
commercial truck can turn around and bite you even as
you’re tooling down the boulevard in your Camaro. For
details, see “Road Law” on page 46.
Driving in winter. When it’s time to do a winterizing
article, I can’t help but think of LL Senior Editor Ruth
Jones, who died of cancer
more than a year ago. Ruth
used to say she could write a
winterizing article in two
sentences. “Get out your
chains. Hang ‘em on your
truck.” Paul Abelson may not succeed in being that
succinct, but his guide for getting your truck ready for
winter is a good quick read. By the way, the photo used
for this story was an old photo contest entry from
members Bill and Barb Kelley of Brandamore, PA. You’ll
find it on page 78, followed by LL’s annual trucking
guide to chaining up in the lower 48. This is not a
quick read. You wanted details? You got ‘em. The photo
of the Pete in the snow was taken by senior member
Harry Russell of Hesperia, CA. Harry snapped it in
Pemberton, BC.
It appears EPA has won the battle.
But did they win the war?
EPA deadline. The Oct. 1 deadline for cleaner diesel
engine emissions survived challenges and it appears
the regulators won the battle. But did they win the
war? Dick looks at where the dominos fall as
manufacturers lay off workers, prices for new engines
increase, buyers are left in the lurch and some
question whether EPA-approved engines actually will
improve emissions. Page 26.
Let’s make a deal. Owner-operators may find this an
opportune time to negotiate a good extended
warranty and get a good price out of their used
truck. On page 88, Technical Editor Paul Abelson
evaluates the 10/02 engine predicament and reports
what engine and truck manufacturers are offering to
boost sales. Also, Paul test drives one model from
each enginemaker.
10 LAND LINE
De-icer dilemma. Rust and corrosion has become a major
concern in recent years, due mostly to the chemical stuff
being used by the highway departments as de-icers. And
it’s not just a truck owner problem now. More on this in
Paul A.’s “Maintenance Q and A” on page 86.
Also in this issue: OOIDA lawsuit update, page 30;
cross-border trucking update, page 34; Special Olympics’
convoy, page 52; OOIDA on the road, page 58. LL
OCTOBER 2002
YOUR
LETTERS
TRUCKERSSPEAK OUT
Vote = change
Hot mail
I am an owner-operator pulling piggy backs from
Memphis to Nashville and back. I arrived in
Memphis and called my dispatcher he said
“go to the railroad yard and hurry, there is a load of
hot mail coming in needed in Nashville as quick as
possible.” I jumped in my truck, went across town
as fast as possible, run in the office and asked for the
trailer load of hot mail. They said “the train has not
arrived yet, go down to the track and wait on it.”
So I went down to the railroad track, walking back
and forth looking down the railroad track. Finally, I
saw the train coming. It was too long to come all
the way into the yard.
As I was standing there wondering what to do
there was a little foreign car come flying
by me with four big men in it with neck ties on.
They jumped the railroad track, went up the track
to the mail trailer and got a crane and
set it off. Then a yard truck brought the trailer to
me at a high rate of speed. He dropped it and ran
out from under it before it stopped rolling. I
hooked on to it real fast and left Memphis in a great
rush. As fast as my old Freightliner would go up
I-40. Thinking I surely had a load of social security
checks or important papers.
I finally arrived at Nashville at the post office.
Pulled up on the lot fast and put the parking brakes
on the truck was still sliding. Slammed the door and
went in the post office. With papers in hand, holding the door open for the postal clerk and him looking for his cable cutters he finally came out to the
trailer door. He cut the cable and opened the door
and said, “A load of empty pallets, drop it over by
the fence.”
Oh, well, it was fun anyway.
Leon Wofford
McKenzie, TN
Article is “right on the mark”
As the wife of an owner-operator and the mom of
two young boys, I just wanted to say I think Joan
Kasicki hit it right on the mark in the “Trucker to
Trucker” column (July 2002). Thanks, Joan, for
showing that being the wife of a truck driver is not
easy, but we wouldn’t have it any other way. We do
12 LAND LINE
By David W. Etter
Jonesboro, GA
Getting the laws changed means you have to
speak and write to your local, state and U.S.
congressmen and senators. They are the ones
who make the laws and can make the
changes. Our lawmakers are not going to listen
to a bunch of people that don’t even take the
time to vote. OOIDA has pushed this since I
became a member (1993).
Now the standard response for this is that
truckers can’t be home to vote on election day.
But there is a thing called absentee voting
which can be done at least two weeks prior to
election day and in some states even longer.
So there is no excuse! Letting our elected
officials know is one way of getting our point
across, but cleaning up our act is another.
Thirty years ago, truckers were known as “The
Kings of The Road.” Just look at our reputation
now and it’s our own fault. Instead of having
one bad apple in the bunch, we seem to have
only one good apple in a bunch.
With these ideas instilled upon me since I
first started 15 years ago, I have learned that I
can be not only respected, but profitable. Also
it shows to others that by me doing my very
little part to help clean up this industry, there
are some out here that do care. If you want to
organize, get these people to the polls so we
can get the laws changed. Get these bad
apples to start respecting themselves so they
can start respecting others. We can become
the Kings of the Road again, but we have a
long way to go. Let’s take a good look at
ourselves before we start to blame others. It’s
called taking responsibility for our own actions.
If we change our bad habits, maybe they will
change the laws.
OCTOBER 2002
TRUCKERPERSPECTIVES
Know your numbers;
don’t haul cheap
By W. Wilz
Lolo, MT
In addition to Scott Pergande’s comment in the
July issue, 9/11 has proven this nation can stand
united. By comparison, (and by no means
belittling it), the trucking industry has been
having its own 9/11 for the last few years.
Consider the bloodbath of tens of thousands of
repos and broken families. The tears and
frustrations of drivers and their families are just
as real. The cause? Those who haul for breakeven or lesser rates! What is it going to take to
get us to stand united against cheap rates?
I run a doubledrop and will not run for less
than $2 a mile for a legal load or $1,400 per day
for short haul. I will eat my homebound expense
rather than “haul for fuel money” because I can’t
bear the shame of hauling for less than breakeven. (In my book $1 per mile to the truck.)
Backhaul means a load back to where you came
from and not an excuse for a cheap load to get
home. Let the bottom-feeders knock themselves
out on cheap freight.
Know your numbers because if you don’t know
your business, you will go down or at least never
get ahead. If you think I am wrong and feel
offended, then let me suggest you run the
numbers and figure out your income vs. hours
spent on the job. It takes a lot of nerve to stand
for something, but no one will have the
satisfaction of having me haul a load for next to
nothing. Mr. Johnston is a prime example of
standing up for what is right. A tip of the hat to
you, sir.
anything we can to help our husbands and we are very
proud of them. Also, instead of a “to do” list — just
enjoy the little amount of time they are home.
Kimberly Cline
Crawfordville, FL
Thanks for doing the legwork
A trucker’s day is busy enough with pickups and
deliveries alone, never mind invoicing, maintenance,
etc. I would like to thank you people for doing the
“legwork” regarding the fuel surcharge referendum by
generating letters to our respective senators and
mailing them to each member.
All we had to do is sign them and forward them to
our senators. It was painless. OOIDA even furnished
the senator’s fax number. By faxing and mailing the
letter, there wouldn’t be any reason why the letter
didn’t cross their desk. If all members mailed these
letters out, just think how effective this will be. As of
yet, I haven’t received an acknowledgement from
Lieberman, however, I received a very positive reply
from Sen. Dodd. Once again, thanks for making
things easy.
Gary Raynes
Somers, CT
On the front lines
The truth being spoken about the current issues in this
industry has been faced by OOIDA. Both Jim and
Todd ought to be awarded for bring out those things I
thought about putting pen to paper. I might yet!
Again, congrats to both Jim and Todd for bringing
these issues to the front lines.
David Mitts
Mt. Sidney, VA
No bright lights
In reference to the August/September “Roses &
Razzberries” article about flashing headlights to signal
truckers that it is OK to change lanes. It’s not a proper
way to signal. When you flash bright lights, it blinds
the driver and postpones the changing of lanes until
vision refocuses.
The proper way would be to turn your headlight off
and back on. Yes, we appreciate the thought of being
courteous when done in the right way, but please
inform readers of correct signaling for the safety of
others.
Debra Riggs
Batesburg, SC
Continued on page 98
OCTOBER 2002
LAND LINE 13
ISSUES&
POSITIONS
Jim Johnston
President OOIDA
L
OOIDA litigation strategy
While the efforts of OOIDA to represent and fight
for the interests of professional truckers are
directed at many different fronts such as legislative,
regulatory and general business issues, a primary
focus over the past decade has been a litigation
strategy.
Prior to the ICC Termination Act (ICCTA)
passed in 1995, our litigation activities mainly
involved court actions against unconstitutional
state taxes that discriminated against interstate
commerce. We also intervened in numerous actions
filed by others to assure refunds would go directly
to those who actually
bore the burden of the
taxes rather than to a
motor carrier who may
only have acted as a
conduit for payment of
the taxes to the state.
Those actions were very
successful resulting in
hundreds of millions of
dollars in refunds and
an end to at least some
forms of unfair taxation of commercial trucks.
Another major litigation action was the five-year
court battle over the abusive practices of the
Tennessee Public Service Commission, involving
cab searches and unfair targeting of primarily outof-state truckers. While that action was only
partially successful, failing on Fourth Amendment
issues, the court found the PSC did in fact practice
discriminatory enforcement against interstate
commerce and others who may not have
contributed to the political campaigns of PSC
commissioners. Facts uncovered in this case
substantially contributed to the abolishment of the
PSC just two years before its 100th anniversary.
With passage of the ICCTA in 1995, our
litigation strategy took on a new and more direct
focus toward what we consider the primary cause of the
industry’s problems. In passing the ICCTA, the Congress
determined that while most remaining motor carrier
regulations should be abolished along with the ICC, the
leasing regulations should be retained. The Congress, in
passing that legislation, stated in effect that owneroperators are a vital part of the nation’s transportation
system and because they are at such a substantial
economic disadvantage in dealing with the much larger
motor carriers they must contract with, the leasing
regulations must remain in place to help assure their
continued viability.
We worked very hard to convince Congress to retain
those regulations and were supported in our effort by the
ICC and the DOT. At that time the underfunded and
understaffed ICC was doing very little in the way of
enforcement of leasing regulations. We were certain when
the responsibility was transferred to DOT, it was likely
even less attention would
be focused on this type of
economic regulation. Since
federal rules essentially
inhibit private enforcement
of federal regulations
without specific
authorizing language, we
lobbied for inclusion of a
private right-of-action
provision and again
received the support of
both ICC and DOT in successfully convincing Congress
to include this provision.
The passage of this legislation finally afforded us the
opportunity to enforce through the courts the regulations
we worked to have implemented in the late 1970s —
regulations that despite our best efforts received only
token enforcement for more than a decade and a half.
The regulations are very clear in their meaning and if
fully complied with by motor carriers, provide not only
full disclosure but substantial protection from many
common abuses and scams that unfortunately are
common practice throughout the industry. It’s important
to note that these abuses and illegal scams impact not
only those directly affected, but in fact the entire industry
— all owner-operators, all drivers and those motor
carriers that attempt to conduct their business honestly in
With passage of the ICCTA in 1995,
our litigation strategy took on a new
and more direct focus toward what
we consider the primary cause of
the industry’s problems
14 LAND LINE
OCTOBER 2002
competition against the illegal or
unscrupulous practices of the
bottom-feeders.
In the best of all worlds, good,
honest business practices should
lead to success. Unfortunately, in
the rate-cutting, cutthroat
environment these people have
created throughout the industry,
that’s not the case. Honest
operators are rapidly being forced
out of business, creating massive
consolidation and it is those with
the very worst business ethics
willing to profit at the expense of
professional drivers and everyone
else that are growing to become the
dominant force.
Because this is new law and
because the worst offenders have a
lot of money to pay attorneys,
many of our lawsuits against
carriers have been moving very
slowly, tied-up on every legal
maneuver imaginable. So far
though, we have not lost on a final
determination and the result is that
the circle is closing with fewer
options for legal maneuvering.
While I think most professional
truckers understand the importance
of this litigation strategy and
support our efforts, we have heard
some negative comments. While
these views come from what I
believe is a small minority of
drivers, it’s important to respond to
one in particular in order to clarify
our position. The comment was
“you guys just want to go after the
big carriers for the personal
publicity and not do anything
about the smaller companies that
are doing the same things.”
First, after almost 30 years at this
effort, personal publicity is the last
thing on my mind. Second, while
we have filed legal actions against
some smaller companies our
primary focus has been on the
It’s important to note that these abuses and
illegal scams impact not only those directly
affected, but in fact the entire industry
larger companies. This is because
their practices have the greatest
impact on setting the standard for
the industry. If we are successful
against the big companies and the
smaller ones don’t get the
message, they will get their turn.
It’s also important to recognize
that as we are able to obtain
favorable legal precedents in the
courts these types of cases become
more attractive to other attorneys
who wouldn’t otherwise be
interested. As that happens, and
as more actions are filed, the leasing
regulations will truly begin to
accomplish the intended purpose.
When unscrupulous companies can’t
make their profits from cheating,
stealing and taking unfair advantage
of drivers they will have no choice
but to raise rates to profitable levels
or go out of business.
This strategy is not easy or fast
but I believe if we are successful, it
is the way to the resolution of many
of this industry’s most serious
problems. LL
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OCTOBER 2002
LAND LINE 15
Facing tough re-election,
Mica targets big rigs
U.S. Rep. John Mica (R-Winter Park) is
urging Florida transportation officials
to consider pulling semis off I-4 and
I-95 during rush hours and possibly
lowering the speed limit for big rigs.
Mica wants transportation officials
to look at routing truck traffic
onto the Central Florida Greene
Way around Orlando to keep
tractor-trailers out of downtown
areas where traffic clogs.
In a released statement, Mica
also said the state should look at
whether to lower the speed limit
for big rigs and restrict them to
certain lanes on the interstates,
and whether to tighten licensing
requirements for drivers of tractortrailers.
“I have a whole list of options,”
said Mica, who is facing a tough
re-election battle. “And I want to
explore every one.” Mica called his
plans “simple solutions” to “what
is becoming a very big problem.”
James Long, director of
operations for the Florida
Trucking Association, said he had
“grave” reservations about any
plans to limit commerciallylicensed trucks from using I-4 and
I-95. “Trucks are already highly
regulated in our state,” he said.
Long told Land Line there were
several accidents involving semis
on interstates the week before
Mica’s press release came out.
“Mica is well-positioned in the
state,” he said. “We’ll have to see
what comes of this. I agree that
traffic exceeds the speed limit
most of the time on interstates,
but maybe the solution is to lower
the speed limits for everyone.”
Motorists and truckers alike are
concerned with Florida roads and
the fact that statewide, the
number of accidents involving cars
and trucks is increasing. Truckers,
however, feel that Mica’s solution is
not fair or even sensible. “It’s
ridiculous. What Mica fails to bring
into the equation is passenger cars
and the behavior of their drivers,”
says Florida trucker Paul Sasso of
Edgewater. “What’s their
responsibility in this?” According to
a recent AAA study, in more than
75 percent of all fatal auto and
truck crashes, police report that the
automobile driver committed an
unsafe driving act.
Mica said his proposals weren’t
based on historical data, just the
series of recent wrecks. “All I can
tell you is there have been several
lately,” he said to reporters.
“Yes, there have been numerous
serious and fatal accidents here in
central Florida involving big trucks
and four-wheelers,” said Robert
Moffat, OOIDA member from
Daytona Beach. “But the way
people drive on I-95 and I-4, it is a
wonder to me why more people
aren’t killed and maimed daily. If
Mr. Mica really wanted to do
something productive he would
encourage the Florida Highway
Patrol to increase its presence on
these two highways. I dare to say
that if Voulsia and Flagler counties
were patrolled as Miami, Dade and
Broward are there would be a
reduction of problems. However,
the law enforcement officers would
have writer’s cramp at the end of
the day.”
State transportation officials
reportedly have said they’re eager to
work with Mica. However, some of
his proposals may not work for
Central Florida. Studies say split
speeds for trucks and passenger cars
cause more problems than they
solve. LL —Donna Carlson, staff writer
OCTOBER 2002
LAND LINE 17
‘ HOT
TOPICS
Rocor files
bankruptcy
Rocor International Inc. filed a request
in August for reorganization protection
in the U.S. Bankruptcy Court in
Oklahoma City. The company cites
economic issues.
Rocor has downsized over the past
three years from 2,400 trucks and drivers
to 850 trucks and 1,100 trailers. Since
1998, the company has been embroiled
in two separate class actions filed by
OOIDA alleging illegal leasing practices.
“A lot of drivers have suffered at the
hands of companies who willfully violate
the federal truth-in-leasing regulations,”
OOIDA President Jim Johnston said.
“OOIDA has no intention of walking
away from this issue because of the
bankruptcy filing.”
Johnston said OOIDA plans to
evaluate all alternatives available to
prevent Rocor from escaping their
obligations through the use of the
bankruptcy courts.
According to an article in the Aug. 7
Oklahoman, records show the company
has more than 1,000 creditors and debts
of more than $100 million, $40 million
of which is unsecured. Rocor’s president,
Bill Wiley, told the Oklahoman the
company will continue to operate and is
already looking at a potential buyer. LL
FMCSA’s Cirillo to retire
In a meeting Aug. 13 with the entire
Federal Motor Carrier Safety
Administration (FMCSA) workforce,
FMCSA Assistant Administrator and
Chief Safety Officer Julie Anna
Cirillo announced plans to retire.
Her last workday will be Jan. 3,
2003. Cirillo was the first leader of
FMCSA, which was created
through the Motor Carrier Safety
Improvement Act of 1999. No
announcement was made concerning her replacement. LL
1 LAND LINE
‘Rolling memorial’ honors WTC victims
OOIDA member Mark Anderson’s trailer is adorned with more than 3,000 signatures, patriotic messages and words of sympathy from people he’s met along
the road since last fall. Anderson, of Greenville, TN, placed images of the
American flag on each side of his trailer and a message that reads “A rolling
memorial dedicated to those who suffered during the tragedy of 9-11-01” on the
back. Anderson says he would like to eventually add the names of the World
Trade Center victims — as a lasting remembrance.
Wolf to Mineta
No 18-yearold truckers
Rep. Frank Wolf (R-VA) has
asked the U.S. Transportation
Secretary to block the creation
of a pilot program that would
allow drivers under 21 to
operate large commercial
trucks. “While I understand the
importance of the trucking
industry to the U.S. economy,
the safety of the traveling public
must be put first,” Wolf wrote in
a July 26 letter to Transportation
Secretary Norm Mineta. “I am
very concerned about such a
move and ask that you take
action to prevent it.”
The Federal Motor Carrier
Safety Administration is
considering a pilot program that
would lower the age requirement
for getting a commercial driver’s
license to operate large trucks
from 21 to 18.
“Statistics show that drivers in
the 18-20-year-old age group
are three times as likely to be
involved in a fatal crash as
drivers over 21,” Wolf wrote,
citing a University of Michigan
Transportation Research
Institute report. LL
Diesel Idling Reduction
Association created
The Diesel Idling Reduction
Association was created at a
meeting at the Great American
Trucking Show in Dallas in
September. This trade association will promote the reduction
of idling by working with
industry and government to
encourage the adoption of
incentives that will support the
use of idling-reduction devices.
It plans to educate truck fleets
and operators about the benefits to be gained by reducing
idling.
The group elected an interim
slate of officers who will prepare for a planned industry
launch at the 2003 MidAmerica Trucking Show in
Louisville, KY. Rex Greer, Pony
Pack, was elected president,
Eric Jessiman representing
Espar is vice president, and
Tom Kelley, noted industry
journalist, is secretary/treasurer.
The group appointed Land
Line Technical Editor Paul
Abelson to be interim managing director. LL
OCTOBER 2002
WASHINGTON
INSIDER
Paul Cullen Jr.
The Cullen Law Firm, PLLC
L
surcharge bill in the Senate. The problems they raise in their
letters are similar to those raised by the large carriers who
oppose the fuel surcharge bill, despite the fact they can
usually get a decent fuel surcharge themselves. Here is what
they said and responses you can use when you encounter
such arguments.
While Sen. Hagel says he “understands the impact that
high fuel prices have on the profits of small-business truckers,
In response to the letters, phone calls and faxes of
especially owner-operators,” he believes a mandatory fuel
small-business truckers in their congressional districts,
surcharge bill would create “unnecessary government
Rep. Mike Ross (D-AR), Rep. Jo Ann Davis (R-VA)
intervention in the negotiation of private contracts.” Sen.
and Rep. Mac Collins (R-GA) have expressed their
Hagel continues, “private trucking companies, not the federal
support for a mandatory fuel surcharge bill by
government, should determine if and when a surcharge is
becoming cosponsors
imposed on their customers.”
of HR2161. These
The senator believes
actions show
Congress should instead work
congressional leaders
to stabilize fuel prices
the bill has continued
through “a sound national
bipartisan support in
energy policy, stimulate the
Congress and from
economy and lower taxes.”
their trucker
Sen. Hagel is correct, the
constituents across the country.
ultimate solution will come from stable energy prices
Some lawmakers, however, have heard louder
achieved through a sound energy policy. OOIDA has been a
voices against the bill. In recent letters to their
vocal supporter of legislation in Congress to create a national
constituents, Sens. Tom Harkin (D-IA) and Chuck
energy policy. Congressional negotiations on an energy bill
Hagel (R-NE) express concern about S1914, the fuel
are at a stalemate, however, and if they do manage to pass
such legislation it will be years
before its efforts to stabilize the
world oil market take effect.
$1.60
Total Trucking Failures (on a quarterly basis) vs.
Until this happens, hundreds of
1250
Average Retail Diesel Fuel Price (including taxes)
thousands of truckers will
$1.50
Total Trucking Failures
continue to lose their jobs
Average Diesel Fuel Price
1050
when the price of diesel rises.
$1.40
The trucking industry needs
the help of a mandatory fuel
$1.30
850
surcharge in the interim.
Lawmakers need to know
$1.20
high fuel prices not only cut
650
into the profits of owner$1.10
operators, but that they
devastate their savings, destroy
450
$1.00
their business and deny them
the basic ability to support
$0.90
250
their family. More than
QUARTER 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1
YEAR 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002
220,000 trucks have been
repossessed since January
2000. This enormous loss of
Source: A. G. Edwards estimates and Dun & Bradstreet
the small businesses that is the
Fuel surcharge bill gains
more support, detractors
20 LAND LINE
Average Retail Diesel Fuel Price ($ per gallon)
Trucking Company Failures
The bill has continued bipartisan
support in Congress and from their
trucking constituents across the country
OCTOBER 2002
It’s
backbone of our transportation
system makes government
intervention every bit as necessary
as bailing out enormous
companies such as the airlines. In
fact, the fuel surcharge bill would
be far less government
intervention than given to many
other industries. The fuel
surcharge bill would not cost the
federal government anything, and
gives the government no new
regulatory or enforcement
authority.
We also must make clear to
lawmakers that small-business
truckers do not have the ability to
determine if and when a fuel
surcharge is imposed on their
customers. This is especially true
of owner-operators who have no
role in the rate negotiation
between motor carriers and
shippers. Even more importantly,
though, the legislation will stop
the practice of motor carriers
imposing a fuel surcharge and
not passing it on to owneroperators who actually pay for
fuel. The fuel surcharge bill
would require the surcharge be
passed on, 100 percent, to the
owner-operator.
Sen. Harkin takes a slightly
more realistic view of the issue by
acknowledging that the
livelihoods of independent
truckers and motor carriers rely
on affordable fuel. The
accompying chart shows the
direct relationship between the
price of fuel and trucking
company failures. Sen. Harkin is
concerned the bill sets a
benchmark price at $1.10 per
gallon and it has been a long time
since the price of fuel was that
low. The senator is concerned
there is no mechanism to make
the surcharge expire.
It is true the benchmark price
is $1.10, but the fuel surcharge
does not kick in until the price of
fuel is above $1.15. Under the
bill, the amount of the surcharge
per gallon would be the current
price of fuel minus $1.10. The
fuel surcharge would expire when
the price of fuel falls below $1.15.
Contrary to Sen. Harkin’s
assertion, the price of fuel was less
than $0.95 in 1999 before fuel
prices started their current spurt.
In fact, the national average price
of fuel fell below $1.15 this past
February, and the fuel surcharge
would have expired at that time.
Fuel surcharges are a longaccepted practice in the trucking
industry, and they are the only
mechanism to ever give the
trucking industry relief from high
fuel prices. While everyone who
has trucked for any period of time
knows what a fuel surcharge is
and understands why they are
needed, it is all new information
to lawmakers and their staffs. You
can use this information in your
discussion about the bill with
lawmakers, but remember the
most important information you
can give them is your own story
about how high fuel prices affect
your ability to keep your truck
and business and support your
family. Your story, plus your
specific request that your
representative cosponsor HR2161
and your senators cosponsor
S1914 are your most effective
messages to lawmakers. LL
U.S. Justice Department officials
met last month with legislators to
discuss the re-defined Terrorism
Information and Prevention
System (TIPS). See page 22 for a
Land Line interview with assistant
Attorney General Deborah J.
Daniels, who describes why the program was re-defined and what it
means to OOIDA members who
choose to participate.
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OCTOBER 2002
LAND LINE 21
Deborah J. Daniels, assistant
U.S. attorney general for the
Office of Justice Programs,
describes the role truckers
can play in the new TIPS
program, which officials hope
will be operational this fall.
by Dick Larsen, senior editor
he Terrorist Information and Prevention
System (TIPS) was developed in January
to create a national information sharing
system for specific groups, including the
trucking industry, to report suspicious activity
that could be related to terrorism.
But shortly after it was announced,
the program drew criticism for
promoting a “spy vs. spy” mentality.
Legislators and others, including the
Owner-Operator Independent
Drivers Association (OOIDA),
worried about a threat to privacy.
Deborah J. Daniels
That’s because most believed the
program intended to set up a database of callin information and encourage postal and utility
workers to watch people’s homes for potential
trouble.
The administration listened to the concerns.
In August, the U.S. Department of Justice
re-defined the TIPS program by excluding
utility and postal workers whose jobs put them
in contact with homes and private property.
In addition, the department made it clear the
program is voluntary. TIPS is a routing and
referral system, and the information called in
will not be kept in any database.
Now, only workers involved in the
transportation, trucking, shipping, maritime
and mass transit areas will be invited to join
the program.
T
2 LAND LINE
Workers in these areas were included in the TIPS
program because they maintain regular public
routes in the communities they serve, putting them
in a unique position to recognize potentially
dangerous activity along transportation routes and
in public places.
In short, the federal government is asking
truckers for help in its continuing effort to prevent
terrorist activity. Justice Department officials realize
truckers frequently are in areas where terrorism
would likely occur — at fuel facilities and ports, for
example. And that means they are likely victims,
which is why truckers are eager to participate in a
meaningful program to prevent terrorist activity.
OOIDA President Jim Johnston and OOIDA
Executive Vice President Todd Spencer are now
working on ways to involve OOIDA’s 80,000
members on a volunteer basis, without asking for
federal money.
“Truckers don’t need to be paid to be patriotic,”
Johnston said.
Meanwhile, Daniels said she hopes the TIPS
program will be operational this fall. Currently, the
Department of Justice would fund the system.
However, the program may be included as part of
homeland security legislation now being debated on
Capitol Hill. “We want to set up a system that
works for truckers,” Daniels said. “We’re trying to
design something that’s functional.”
OCTOBER 2002
Land Line’s interview with Daniels
a What is the basic purpose of the TIPS program?
Various industries whose work takes them on
America’s highways and waterways want their
workers to have a method of reporting publicly
observable activity which may be related to
terrorism. TIPS will provide a hotline and
routing service to those industries, so that
workers’ calls will be immediately routed to both
federal law enforcement and the state and local
law enforcement agencies in the jurisdiction
where they saw the suspicious activity.
The concept was developed in response to the
events of September 11, and subsequent requests
from specific industries to be involved in
homeland security efforts. Truckers were one of
the first groups to volunteer to help, and in
working with different trucking associations, we
have learned a lot about how much these
workers care about their country and their fellow
Americans. Well before September 11, truckers
were working to make our highways safer for
the traveling public. Their enthusiasm about
being engaged in homeland security efforts like
TIPS is yet another example of their patriotism
and concern about their community.
does the revised TIPS program
a How
address privacy issues?
When we first began developing the concept for
the hotline, among the industries we considered
inviting to participate were postal workers and
utility workers: postal workers, because they are
particularly attuned to terrorism concerns based
on both the anthrax mailings last fall and the
more recent mailbox bombing campaign in the
OCTOBER 2002
Midwest; and utility workers, because utility plants are
likely targets of terrorists. We certainly never intended
that anyone with access to people’s private property be
provided with the hotline number or in any way
encouraged to invade people’s privacy.
However, since the program was, and is, still under
development, we didn’t have a chance to make it clear
what the program was and was not intended to do
before people began expressing concerns that we might
include in the TIPS program people who actually enter
others’ homes. While this was to us an unfounded fear,
far from anything we had ever envisioned in designing
the hotline concept, we decided that we will simply not
offer the hotline number to any industry whose workers
go in or near homes, or in the case of postal workers, see
people’s mail. In addition, we will make it very clear to
participating industries that under no circumstances do
we want them to violate the privacy of others.
a Will the TIPS program invite all truckdrivers to participate,
or will they need to be pre-qualified or trained before they
can make a telephone call? If truckers must be qualified
or trained, what will this entail?
We are talking to various trucking associations; if they
choose to participate, they will disseminate information
about the program, including the hotline number, to
their workers. There will not be a “pre-qualification”
system — we think truckdrivers know better than we
what is unusual or suspicious in their daily routines —
though we will provide basic “DOs and DON’Ts”
information, including that participants should not
violate others’ privacy rights; that we do not want calls
about “suspicious-looking people,” but rather calls about
suspicious activities or objects (such as an odd-looking
package placed under a bridge, or suspicious activities of
a driver that suggest he may have stolen a load of
hazardous materials); and that participants should not
try to engage in any investigation on their own, but just
make the call to the hotline and let trained law
enforcement officers investigate as warranted.
a When using the TIPS hotline, will the driver be required to
provide any personal information? Will the driver’s employer
be involved in the hotline process?
No personal information will be required. We are just
providing an opportunity to report suspicious activity,
which trained law enforcement officers can then
investigate as appropriate. The driver’s employer may be
involved only to the extent that the employer may be a
LAND LINE 3
member of a participating association, and may
distribute the number and other information
about the program to employees.
a Who will get the tip once a trucker calls it in —
local police, the FBI — or would it depend on the
nature and location of the possible threat?
Would the trucker be contacted by an official
for more detail after such a tip call is made?
This hotline system has two great benefits for
truckers. First, it gives them a single number to
call, no matter where they are in the country
when they see suspicious activity. Second, the
hotline will be capable of routing the calls
immediately to both the FBI and the state and/or
local law enforcement agency that has jurisdiction
over the area where the suspicious activity was
spotted. This way, we’ll be sure that local agencies
can immediately check out the tip, the FBI can
look for patterns of similar acts which may be
occurring around the country, and federal and
local agencies can work together to determine
who should handle any resulting investigation.
And, just as in the case of any call to law
enforcement, it is possible that if the trucker
wishes to make himself available to provide
further detail, he would get a follow-up call.
a We understand the National White Collar Crime Center
has offered to host the hotline call center. How many
call center workers will participate in an 8-hour shift
— will truckers be put on hold or asked to navigate
telephone options? Can you describe the training the
call center workers have received?
Because the program is still in the developmental
stages, and we have not finalized the entity that
will host the hotline, we do not yet have details
on numbers of call center workers, what their
training will entail, and other operational issues.
What we will pledge to do is to make this as
simple a process as possible for the callers — that
is the whole idea of having a hotline.
a Will the hotline number be changed from time to time?
Is there a way to deliver a tip electronically? If so,
how would that work?
These, too, are details yet to be worked out once
we begin moving forward on logistics. We are
currently awaiting the return of the Congress,
some of whose members have expressed concerns
about the program, before working out all these
details. Having said that, one of the benefits of a
hotline is that the number generally does not
change; the goal is to make it easy for people to
4 LAND LINE
call the number. And it is certainly possible to set up a
system that would also accept electronic tips — in fact,
one of the reasons we’re considering the National White
Collar Crime Center to administer the hotline is that the
Center has the capacity to receive information both by
telephone and electronically. We’ll be glad to keep you
apprised as the program develops.
a How will truckdrivers learn that their efforts to call
the TIPS line resulted in some kind of response?
If we find, from participating industries and associations,
that this is something the volunteer callers want, we will
examine other successful hotline programs to see how we
could provide this kind of follow-up.
a Where does the TIPS program draw the line to separate the
unusual “publicly observable” situation it is designed to
detect from the private realm some worry might be invaded
by this government program?
As I mentioned in the answer to your previous question,
we will provide basic information about what not to do,
including that we do not want calls about “suspiciouslooking people,” but rather calls about suspicious
activities or objects; that in no instance should anyone
enter someone else’s private property and look for
suspicious objects or activities; and that participants
should not try to engage in any investigation on their
own, but just make the call to the hotline and let law
enforcement professionals analyze the information and
investigate as warranted.
a If a trucker sees a truck parked under a bridge, would
that be a “publicly observable” situation that would warrant
a call to the TIPS number? Can you describe other instances
that would initiate a call?
Trucking associations assure us that truckers know better
than anyone else what is suspicious in the course of their
daily routines, and what is not out of the ordinary. For
example, seeing a truck parked under a bridge during a
heavy rainstorm would not be in the least unusual. On
the other hand, seeing the driver of an 18-wheeler trying
to fill the tank with regular unleaded fuel instead of
diesel fuel would seem highly suspicious to any trucker,
and he might want to call in the location and the license
number in case the truck has been stolen. It is not our
intention to try to tell truckers their business, but rather
to let them tell us what to them rises to the level of
suspicious, out-of-place activity which might warrant
further investigation by law enforcement professionals.
OCTOBER 2002
It is not our intention to try to tell
truckers their business, but rather to
let them tell us what to them raises a
level of suspicious, out-of-place activity …
a Recalling the Timothy McVeigh incident and the Oklahoma
City truck bombing — what “red flags” might have alerted
officials if the TIPS program were in operation at that time?
(A rental truck parked on the city street, for example?)
In a situation similar to Oklahoma City, perhaps
someone would see a person park a rental truck in close
proximity to a federal building, and then jump out and
run quickly away. In the aftermath of Oklahoma City,
we now know that this might suggest terrorist activity,
and someone who saw that might deem it suspicious,
and make a quick call. In the case of an immediate
emergency, of course, we would always recommend
calling 9-1-1; the TIPS hotline, we hope, will take some
of the stress off the 9-1-1 system by routing nonemergency calls through a different number. However,
if an apparent emergency is reported through the
hotline, we will make sure it is reported with urgency to
the local law enforcement agency, and any other
appropriate law enforcement agency.
Your mention of Oklahoma City brings up something
everyone in America needs to be mindful of: It is not
just people of a particular religion, culture or ethnic
appearance who might pose a terrorist threat, and there
are millions upon millions of people who love this
country as much as you or I, and who physically appear
similar to the 9/11 terrorists. So we are not looking for
people who simply “look Arabic,” or wear clothing
similar to that worn by al-Qaeda terrorists. Timothy
McVeigh is a perfect example of what I mean.
a Will the TIPS program work in conjunction with specific
alerts to the trucking industry to be on the watch for
particular behavior, particular missing equipment,
or particular persons?
The TIPS program is not, as currently conceived,
intended to take on aspects of the “Amber Alert”
system, “America’s Most Wanted,” and other very
successful efforts, which put out information about
particular vehicles or people to watch for and request
citizens to call in. However, these are excellent examples
of successful citizen volunteer efforts which have been
of immense help to law enforcement in protecting
society from predators, and certainly any call that came
in referencing such a public call for help would be
properly routed. LL
This card
is now worth
$1000 to
Kenworth!
Owner-Operator
Independent Drivers
Association
MEMBER
Kenworth Trucks now is extending its offer to
active OOIDA members for a $1000 rebate on
new Kenworth trucks. The rebate offer is for
Kenworth trucks purchased between September
1, 2002 and December 31, 2002.
Kenworth truck models eligible for the rebate
are the W900, T600, T800 models with a 72” or
86” Studio AeroCab sleeper and the T2000 75”
Aerodyne. Eligible units include both new stock
and special order vehicles.
Negotiate your best deal and trade for your new
Kenworth truck at the dealer of your choice.
Send copies of the paperwork to OOIDA’s
membership department. Kenworth Truck
Company will then send your $1000 rebate
directly to you, upon confirmation of your
active membership from OOIDA.
This offer comes directly from Kenworth Truck
Company and is not a dealer rebate.
Call OOIDA membership at 1-800-444-5791
for details.
Orders must be received between 09/01/02 and 12/31/02 and delivered by 2/1/03. Rebate can
not be combined with any other Kenworth rebate offer. Rebates will be mailed directly to the
owner-operator.
OCTOBER 2002
LAND LINE 5
The ripple effect from the
Environmental Protection
Agency’s (EPA) Oct. 1,
2002, truck emission
deadline includes revved
up competition between
enginemakers, more value
for used trucks, and head
scratching among potential
new truck buyers.
Truck sales
while buyers
ir Isaac Newton’s third law
of motion whirred into
action when it became clear
EPA’s Oct. 1, 2002, deadline for
stricter diesel engine emissions
would not be delayed.
Newton said, “For every action,
there’s an equal and opposite reaction.”
In this case, the initial reaction appears to have been
a rush to buy trucks not covered by the new
requirements. Then came layoffs as truck and
enginemakers anticipated skimpy sales and a
challenging fourth quarter.
EPA Administrator Christie Todd Whitman said new
engine costs per truck would be in the $5,000 to
$6,000 range.
Meanwhile, former truck company owner U.S.
Congressman Mac Collins (R-GA) has drafted
legislation that would prevent engine manufacturers
from passing on increased costs to buyers.
“Legislation I have drafted for discussion with EPA
and industry propose two solutions,” said Collins, who
was also a truckdriver. “The first would prevent engine
manufacturers from passing on increased costs to the
consumer. The second option proposes the creation of a
consumer rebate paid by the EPA from the fines
collected from the manufacturers. This will ensure that
cost increases are not shouldered by consumers.”
S
26 LAND LINE
Not all reactions
have been negative.
Since it appears many will delay buying a new truck
until 2004, both the used truck and leasing markets
look to an infusion of oxygen. And manufacturers,
eager to overcome concerns about new engine
pricing, maintenance and reliability, are offering
extended warranties, replacement trucks and service
guarantees.
For example, Cummins Inc. introduced an
“uptime guarantee” program for all of its 2002
EPA-compliant cooled, exhaust gas recirculation
(EGR) engines purchased by March 31, 2003.
If the company’s EGR engines fail for any reason,
whether related to an EGR component or not, the
company will have the engine repaired in 24 hours
or less. If it does not make that deadline, Cummins
will pay for a rental vehicle to cover the carrier
during the engine downtime.
In the meantime, manufacturers duke it out.
OCTOBER 2002
idle
ponder
Caterpillar spokesman Carl Volz: “I’m not surprised at
warranty incentives added at this time because of anxiety
major truck fleets have already expressed by not buying
trucks before the October deadline.
“The real issue facing the American trucking industry
is this: A trucker wants a reliable and durable truck and
engine and he shouldn’t have to worry about EPA
requirements.”
Caterpillar petitioned the U.S. District Court, in the
District of Columbia, challenging EPA’s certification of
Cummins EGR-based engine. Even though it considered
EGR technology early on, Caterpillar eventually opted to
invest a half billion dollars in its advanced combustion
emission reduction technology (ACERT) approach.
“We looked at EGR early on, but abandoned it
because it’s riddled with performance problems such as
heat and acid buildup, increased oil changes and lower
fuel economy,” Volz said.
Caterpillar will have a C-9 engine certified in January
2003, he said, with other models to follow.
OCTOBER 2002
“We understand EGR
technology and could have cobbled
together an EGR engine,” Volz
said. “But we’re looking beyond
the October deadline to standards
in 2006 and 2007. Ours is a longtime solution for truckers, and not
just a Band-Aid approach.”
Cummins spokesman Jason
Rawlings: “EGR technology has
been around for years in several
applications. Our engines have
been fully tested and certified by
the EPA.”
In any event, it appears in the
near term at least, companies face a
hard sell as buyers sort out the
meaning of acronyms such as EGR
and ACERT.
Officials at Schneider National,
the nation’s largest truckload
carrier, said they’ve tested several
new engines but have not found
any that meet the company’s
needs. They reportedly have
problems with the EGR approach
to reducing emissions.
And Swift Transportation Co. recently canceled
orders for 1,600 new Freightliner trucks. Swift CEO
Jerry Moyes said the order was dropped because the
trucks were to be made after the Oct. 1 deadline.
The carrier is considering canceling 1,600 more
truck orders in the first quarter of 2003, Moyes said.
An order that size amounts to about 45 days’
production at Freightliner’s Portland, OR, plant,
which is producing about 35 trucks a day.
Meanwhile, an American Trucking Associations poll
found most truck firms will avoid new engine
purchases until mid-August 2004 by buying or
leasing used vehicles.
And an informal Owner-Operator Independent
Drivers Association poll found 69 percent of
members said they would rather buy an older-model
truck than a new one, and 29 percent said they would
wait for engine performance reviews before making a
purchasing decision.
LAND LINE 27
Fourth quarter outlook
and beyond
International Truck and Engine Corp.’s Steve
Keate: “The fourth quarter … will be a challenging
time for the whole industry. Demand will be
substantially less because some customers will take a
wait-and-see attitude with the new engines.” Keate,
who spoke in August to reporters, is truck group
president for International, a division of Chicagobased Navistar International Corp.
Meanwhile, Moody’s Investor Service in August
downgraded Navistar to a negative rating, down
from stable. Moody’s acted in part because of “the
potential weakness in Class 8 demand following the
October 2002 implementation of more stringent
emission regulations and the growing uncertainty
regarding the timing and strength of any rebound
in demand during
2003.”
Mark C. Pigott,
PACCAR
chairman and
CEO: “Most of
the increase in
orders has been
due to ‘pullforward
purchases,’ as
fleets try to
minimize the
impact of more
costly engines
being introduced
on Oct. 1, 2002.
Fourth quarter
2002 industry
truck sales could be unfavorably impacted as a result
of the current accelerated buying and slow growth
of general freight.”
PACCAR’s two truck-making companies —
Peterbilt and Kenworth — are offering customers
free extended warranties and other discounts on
tractors with lower-emission engines from
Cummins.
Mark Lambert, Freightliner’s vice president of
sales and marketing: “A lot of carriers will wait to
buy trucks, I think, though it is too early to say
what will specifically happen. It depends on the
economy, freight volumes coming out of the
holiday season, and the (carrier’s) view of EGR
technology.”
Lambert spoke at an August press conference.
“We’re optimistic that overall sales in 2003 will be
28 LAND LINE
good, but they will be second-half oriented,” he said.
Meanwhile, Freightliner opted to cover all bases by
offering buyers two engine choices: one with EGR and
one without. Mark Lambert, vice president of sales and
marketing, said the twin-engine strategy would help the
company overcome a difficult sales period in the first
quarter next year.
Freightliner will offer Detroit Diesel’s Series 60 lowemission diesel and Mercedes Benz’ MBE4000 heavyduty truck, including those built by Sterling and Western
Star subsidiaries. The MBE4000 must meet the EPA’s
emission standard in 2004.
The Human Factor — Layoffs
DaimlerChrysler’s Detroit Diesel Corp. said in August it
would lay off up to 700 workers at its Redford, MI,
engine plant the second
week in October due to
slow orders for new
engines. The
announcement came
after a federal judge
failed to rule on the
company’s motion to
delay the October
deadline.
Company spokesman
Tom Freiwald said
between 500 to 700
workers will be idled by
the second week of
October because orders
for Series 60 engines
fell. DaimlerChrysler
expects to recall the
workers when demand returns, he said.
Engine production will decline to 50-60 engines daily in
October from about 250 a day in previous months,
Freiwald said. The company employs 1,550 workers in its
engine business and 6,000 workers nationwide.
In August, International notified its Chatham, Ontario,
plant to expect a reduction of 400 workers “in the
November timeframe” because of a “softening in demand”
for the company’s 9000 Series Class 8 trucks made there,
according to Steve Keate.
Then Navistar announced it would end production of
heavy-duty trucks at the International plant in Springfield,
OH. The company said 750 to 800 jobs will be affected.
Caterpillar said it would layoff about 470 fulltime
workers and cut another 290 temporary jobs at two
Illinois plants making heavy-duty engines and more cuts
may be needed in the fourth quarter.
OCTOBER 2002
all new Peterbilt heavy-duty
vehicles.
The coverage is valued at
between $500 and $1,100
and is available for a limited
time on new vehicles
ordered through the
Peterbilt dealer network.
“This complimentary
Cummins extended
coverage will help ensure
customers have the utmost
confidence in their purchase
of new engines equipped
with post-October engine
technology,” says Nick
Panza, general manager and
PACCAR vice president. LL
Cummins’ Rawlings said the company
has no immediate plans to lay off workers,
even though the company expects a
downturn in the fourth quarter.
Meanwhile, PACCAR companies
Peterbilt Motor Co. and Kenworth Truck
Co. late in August said they might lay off
700 to 800 workers due to a sharp drop in
fall sales orders.
Peterbilt said it could lay off 500
workers at its Madison, TN, plant
beginning Nov. 1. Kenworth said nearly
300 workers at its Renton, WA, plant were
notified of potential layoffs if truck orders
don’t pick up.
Zero percent financing?
While no one has announced zero percent
financing for heavy trucks, Peterbilt and
Cummins are attempting to attract
customers by providing free extended
coverage for Cummins’ EGR engines on
For our LL exclusive on the
10/02 engines by Technical Editor
Paul Abelson go to page 88
Leasing and
maintenance
questions
New engine uncertainties also
concern leasing firms. For example,
full-service leasing firms depend on
providing predictable maintenance
costs. For now, fleet managers will
have to “crystal-ball” their rates and
running costs.
In addition, most leasing
companies provide replacement
trucks in case of trouble. But
knowing how many backup trucks
to have on hand if problems arise
amounts to a guessing game.
Moreover, the cost of training
technicians and carrying the parts
and equipment the new trucks will
require is unknown. In addition,
some note a shortage of skilled
technicians who can keep currentmodel engines running longer or
repair problems that may arise with
new models.
Get Cash for Your
Freight Bills Today!
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turned down
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money is all yours
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OCTOBER 2002
LAND LINE 29
LAWSUIT
UPDATE
Mike Schermoly
L
OOIDA recovers $1 million
from Gilbert Express
The United States Bankruptcy Court for the
District of New Jersey has approved a $1 million
class action settlement of OOIDA’s dispute with
Gilbert Express Inc.
In October 2000, OOIDA filed a class action
lawsuit in federal court against the Linden, NJ,
motor carrier on behalf of individual owneroperators. The association alleged that Gilbert had
engaged in a long-term, systematic practice of
unlawfully violating the federal truth-in-leasing
regulations and defrauding their owner-operators.
The terms of the settlement include the
payment from Gilbert Express of $1 million into a
settlement fund. The settlement covers all owneroperators who leased equipment and services to
Gilbert Express from October 1996 through June
2001 — approximately 1,100 drivers. Gilbert is
also required under the settlement to comply with
federal regulations by using the form of agreement
Gilbert negotiated with OOIDA. In addition,
current drivers with Gilbert Express will have their
escrows guaranteed by other companies associated
with Gilbert for a period of three years.
OOIDA President Jim Johnston said, “I am
gratified that after two years of litigation, we have
resolved this case and the class of owner-operators
will be compensated.”
Looking at the larger picture, Johnston added:
“OOIDA’s determination in pursuing legal action
against carriers for violations of the federal regs
goes far beyond simply seeking relief for a few
individual truckers leased to them. It is our goal to
promote and ensure greater compliance with the
regulations by a greater number of carriers and end
abuses that are taking place.”
The lawsuit alleged that Gilbert overcharged
owner-operators for items such as insurance
policies and communications equipment. A class
was certified by the federal court in Newark, NJ,
30 LAND LINE
in February 2001. In June 2001, Gilbert Express sought
bankruptcy protection in the bankruptcy court in
Trenton, NJ, citing costs and uncertainty related to the
litigation as a principal reason for its filing.
OOIDA confident in overturning
recent rulings in case against Prime
OOIDA has appealed several recent decisions by a U.S.
District Court in its case against New Prime Inc.
On Aug. 6, U.S. District Court Judge Dean Whipple,
for the Western District of Missouri, dismissed the claims
of two plaintiffs, OOIDA members Marshall Johnson
and Jerry Vanboetzelaer, from the case. Judge Whipple
ruled Johnson’s and Vanboetzelaer’s leases with the
Springfield, MO-based motor carrier “pre-dated” the
Jan. 1, 1996, statute guaranteeing a trucker’s private
right of action against a carrier.
On Aug. 20, Judge Whipple then ruled OOIDA no
longer had standing to pursue the case because none of
its owner-operator members were participants. The court
also ruled Prime’s current lease does not violate federal
regulations. OOIDA believes the court’s legal reasoning
and factual analysis were faulty on both issues.
Speaking after the court’s rulings, Jim Johnston said,
“We are disappointed, but not entirely surprised by
Judge Whipple’s decision, given this court’s apparent
negative attitude towards our complaints throughout
these proceedings. We believe the court has erred in both
its interpretation of the law and its diligence in reviewing
the details of Prime’s filings in the case.”
Johnston added, “The court has ignored the
regulations that have been in place since 1979. The
court’s reasoning in applying the Jan. 1, 1996, date in
eliminating the two owner-operators from the case is
tantamount to the court absolving carriers for years of
illegal activity in their dealings with owner-operators. We
are confident that these issues, as well as our appeal on
the class certification of the case, will be properly
addressed by the appeals court.”
On Feb. 25, the U.S. District Court had ruled against
OOIDA’s request for class certification to combine the
potential 10,000 owner-operators affected by Prime’s
alleged violations into one lawsuit. The U.S. Court of
Appeals declined to exercise its discretion to hear
OOIDA’s appeal on the class certification until after
OCTOBER 2002
other issues in the case had been addressed by the
lower district court.
OOIDA’s current appeal, which will be heard by
U.S. Court of Appeals for the Eighth Circuit in St.
Louis, seeks reversal of the recent rulings as well as
the trial court’s denial of class certification. This is the
second appeal OOIDA has taken in this case. In
1999, the Eighth Circuit reversed the same district
court’s decision after the trial court ruled OOIDA and
owner-operators did not have a private right of action
to seek injunctive relief for violations of truth-inleasing regulations. The appellate court’s ruling that
the ICC Termination Act authorizes a trucker’s
private action against a carrier has since been upheld
by numerous other courts where OOIDA has filed
lawsuits against motor carriers.
OOIDA continues to collect member info
as CR England case progresses in courts
OOIDA’s case against CR England has seen some
minor court activity since its filing June 4. On July
10, U.S. District Court for the Eastern District of
California had denied a motion by CR England for a
continuance of a scheduled hearing on a preliminary
injunction sought by OOIDA. In August, though,
U.S. District Court Judge Anthony Ishii granted CR
England’s request that the case be transferred from
California to Utah. New filings will now be made in
that court.
The lawsuit contends the carrier’s lease agreements
fail to include certain provisions required by the
federal truth-in-leasing regulations, while
incorporating other provisions that conflict with the
truth-in-leasing regulations.
At press time, no ruling on the preliminary
injunction had been made. A preliminary injunction
would prohibit CR England from providing
transportation services in leased equipment until its
leases are in compliance with the truth-in-leasing
regulations.
Meanwhile, OOIDA’s Business Services
department has been actively collecting information
from members who have been leased to CR England.
OOIDA is requesting the suit against CR England be
certified as a class action to include other owneroperators who have experienced similar losses through
their leases with the carrier. Owner-operators who feel
they might be affected by the current court action are
encouraged to contact Business Services at 1-800444-5791. LL
OCTOBER 2002
LAND LINE 31
STATELEGISLATIVE
UPDATE
aCALIFORNIA
AB2650, requiring truckers to reach the
outside gate of any marine terminal in the state
within 30 minutes of getting in line, is a done
deal. It also addresses truck idling outside
terminal gates.
A new law will require ocean marine
terminals doing intermodal roadability
inspection programs to sign under penalty of
perjury that the inspection was performed.
SB1507 also provides for a more thorough
inspection and a re-inspection if the driver
hauling the container believes the chassis is
unsafe. Also, no driver could be threatened for
contacting the law agency regarding the
condition of the chassis.
A bill allowing the Orange County
Transportation Agency to collect tolls is on the
governor’s desk. AB1010 requires CalTrans to
transfer the franchise agreement for the Route
91 toll road from the private operator currently
operating the toll road to the OCTA.
aMASSACHUSETTS
The governor recently signed two bills
addressing truck size/weight. H5205 clarifies
the number of axles, the length and height of
vehicles allowed on certain designated
highways. Some of the length limits include:
carhaulers, 65 feet; stinger-steered
combinations, 75 feet; semi-trailer, 50 feet;
truck and semi-trailer or trailer, 59 feet (same
applies to combinations pulling doubles).
Vehicle and load height is limited to 13 feet 6
inches, with liability for any damage from
bridge/viaduct collision, clearance posted or
not.
H867 doubles speeding fines in marked
construction zones, but the kicker is what
constitutes a speeding violation. The new law
reads, “While operating a motor vehicle … at a
speed which exceeds the posted limit, or at a speed
that is greater than is reasonable and proper.” Who
decides what is “reasonable and proper”?
An initiative to commercialize fuel cell
technology has made it through the House and the
Senate Committee on Science and Technology. It’s
now on the table before the Senate Ways and
Means Committee. For bill status, call (617) 3732400.
aMICHIGAN
Effective Oct. 1, 2002, the secretary of state is
required to check with a national register before
issuing an original, renewal or upgrade of a CDL
to an out-of-state applicant. The new law also
mandates certain procedures for the application
and renewal of all driver’s licenses, and requires the
secretary of state to immediately revoke or suspend
all vehicle group designations of any driver’s
license if they are notified of the driver’s failure to
follow railroad safety precautions.
aMISSOURI
Missouri voters nixed Proposition B, the state’s
transportation plan to raise money for roads,
bridges and public transit by increasing sales and
fuel taxes. Voters also rejected a proposition to tax
cell phones to pay for enhanced 9-1-1 (e9-1-1)
service.
aNEW YORK
The Federal Trade Commission told Gov. George
Pataki the state’s proposed fuel legislation S4522
and A6942 could harm consumers. S4522 would
prohibit below-cost sales of motor fuel, where the
effect is to injure competition. A6942 would
prohibit a crude oil producer or refiner from
opening new stations that compete with its own
franchised dealers within certain
geographic areas. S4522 and A6942
aNEBRASKA
both are in the Senate. For bill status,
Senators in Nebraska failed at their attempts to divert money from the Highway Trust Fund
call (518) 455-7545. LL
to balance the state’s budget during a special session. Four of the five proposed bills
(LB30, LB15, LB16 and LB38) died after being “indefinitely postponed” by their
committees. LB19, introduced by Sen. Chris Beutler, was tacked onto another appropriation
bill, LB1. LBI was approved and signed by the governor.
32 LAND LINE
OCTOBER 2002
Cross border trucking
awaits two J
‘ ohn Hancocks’
If Mexican 18-wheelers end
up rolling on U.S. highways
anytime soon, it will require
two signatures — one from
U.S. Transportation Secretary
Norman Mineta and the other
from President George Bush
ederal regulators had estimated the border
would open at the end of August, but now,
they say there is no deadline. Officials at the
Federal Motor Carrier Safety Administration
(FMCSA) say they’ve done all they are required
to do, and explained to Land Line what now
must happen.
“What’s left to be done before we open the
border is Secretary Mineta, by law, must
evaluate the
inspector
general’s report
and determine
if he can certify
that opening
the border does not pose an unacceptable safety
risk,” said FMCSA spokeswoman Suzy
Bohnert.
“Only after this certification is made, and
President Bush lifts the moratorium, will
Mexico-domiciled motor carriers be allowed to
operate outside the commercial zones. The
border will not be opened until it can be done
safely.”
She added: “There is no deadline to open the
border.”
If Mineta agrees opening the border poses no
threat, President Bush then would have to lift a
1995 federal moratorium on cross-border
trucking between the United States and
Mexico.
F
“… the border will not
be opened until it
can be done safely.”
34 LAND LINE
Ironing out details
Meanwhile, the U.S. State Department is still
negotiating with Mexico “to determine the
protocol for the safety audits,” Bohnert said. At
issue is procedures FMCSA inspectors should put
in place to audit Mexican trucking companies.
The audits are required before the agency grants
Mexican fleets the operating authority they need.
In a related development, the FMCSA issued a
rule that goes into effect Sept. 27 requiring states
to put out of service all commercial vehicles not
registered for operating authority with the
FMCSA.
The rule was in response to a loophole
identified by an inspector general’s report that
found only California and Arizona had the
authority to stop Mexican trucks operating
without FMCSA authorization.
If states don’t comply with the rule, they could
lose federal funding for their truck safety
enforcement efforts. FMCSA said in press reports
the rule applies to all trucks, but was mostly
aimed at illegal Mexican carriers. LL
OCTOBER 2002
photo by Terry Schmidt, nycwireless
Ashes and crumbled concrete fill the enormous
hole where once stood the World Trade Center.
The deafening jackhammers constantly pound
at piles of rubble left by the terrorists of 9/11.
For Luis Espinoza, a few ashes and a painted
memorial keep alive his memories of Fanny,
his dear wife and the mother of their two children.
Out of
the ashes
now hold Luis hostage. Luis can’t speak of his last phone
uis has an American flag and eagle
conversation with his wife without being overwhelmed by
painted on his truck. Brightly painted
grief. Fanny called her husband on that morning and told
words read, “In memory of my wife on
him, “I think something hit the building and the room is
Sept. 11.” It appears a sweet and simple
filled with smoke.” Luis told her to get out of there and
dedication, but Luis’ commitment to
she said, “don’t worry, I’m coming home.” Fanny’s
these words runs deeper than most can imagine.
employer lost 658 employees inside the twin infernos
Last Sept. 11, Fanny Espinoza tragically lost
that day.
her life in the terrorist attack on the
For six months, Luis
World Trade Center. For OOIDA
haunted
the family staging
member Luis Espinoza and the
area near the pier and
couple’s two children, it has been
wandered Ground Zero every
an agonizing path to recovery.
day with other Cantor and
Prior to the terrorist attacks of
WTC families. “I didn’t have
that day, Luis and Fanny Espinoza
any direction for a long time,”
had big dreams. Luis and the
he says, “but I finally pulled
couple’s 1997 Freightliner would
myself together after they
earn enough money to get
found most of Fanny’s body in
operating authority. Fanny would
May.”
work as a compliance officer for
Pulling himself together has
Cantor Fitzgerald and eventually
been a tormented ordeal. Until
put herself through law school.
recently, Luis was under the
Fanny and Luis were so close to
care of a psychiatrist but the
fulfilling their dreams. All of
OOIDA member Luis Espinoza (center), his 12-year-old
prescription drugs kept him in
Fanny’s late night study sessions
son Christian and 10-year-old daughter Stephanie recently
a fog. “I stopped going,” he
visited the World Trade Center site, now a fenced-off pit
were paying off; she had only one
filled with concrete rubble.
says. “Depending on drugs to
year left to finish law school. Fanny Photo by René Tankersley
get me through each day was
had completed the incorporation of
killing me. I knew I’d never be able to drive a truck like
their trucking company and was working on the
that. I couldn’t take anymore of that feeling. It was so
forms needed to get their own authority. On
rotten.”
Sept. 11 of last year, she took the paperwork
The Espinoza children, 10-year-old Stephanie and 12from OOIDA’s Business Services department
with her to work.
Fanny’s dream and the goals they had together
L
1 LAND LINE
OCTOBER 2002
First nine Sept. 11 claimants
have accepted payment
year-old Christian, have been in therapy, too, faring
better than their father. Luis says at last they are
“doing well” and most of the time they are “just
normal kids.”
“Their teachers can’t believe how strong they are,”
he says proudly. “I think they are doing well in
school for their mother.”
Stephanie wants to be a lawyer when she grows
up. “Just like my mom wanted to be,” she says.
Cantor Fitzgerald has made an agreement to
provide health insurance for Luis and the children for
10 years.
Today, with the help of family members and
donations from charities, Luis and his children are
rebuilding their lives. Luis is currently completing
the process of getting his operating authority and
waiting on word from the bank on the purchase of a
second truck. Both will be leased to FedEx with
drivers hired by Luis. He can’t bring himself to get
behind the wheel. “I love the long haul, but it’s up to
me to watch the kids now,” he says. “Besides, that
[first] truck was Fanny’s dream and holds too many
memories.”
Nine families have accepted payments from the September 11th
Victim Compensation Fund., Special Master Kenneth Feinberg has
announced. Feinberg said the average amount of the first 25 awards
issued is $1,363,629 after offsets, with awards ranging from
$300,000 to $3 million. The September 11th Victim Compensation
Fund was passed by Congress on Sept. 22 of last year to provide
financial compensation to the families of victims of the September
11th terrorist attacks.
In November, Attorney General John Ashcroft named Feinberg to
be the Special Master of the Fund. Feinberg is a Washington, DC,
attorney specializing in mediation, arbitration and negotiation.
The Special Master’s office sent out the first letters in July.
Besides the claimants who accepted the proposed awards, four
recipients of the letters have requested a formal administrative
hearing with the Special Master. The remaining 12 families have
not yet responded to the formal offers of compensation.
The number of claims filed with the Fund as of early September
is 662, out of more than 3,000 killed and injured as a result of the
September 11 terrorist attacks. Besides the full compensation, $3.5
million has been paid out for advanced benefit claims — $50,000
per each of 68 individuals who died as a result of the September
11 attacks, for a total of $3.4 million, as well as $25,000 to each of
six individuals who claimed serious injury, for a total of $150,000.
On Sept. 11, the family attended a ceremony
at the request of Fanny’s employer, Cantor
Fitzgerald. The company asked the families
of their employees killed in the World Trade
Center tragedy to attend a ceremony in
Central Park. Luis says his family attended.
“I made a lot of friends down there,” he said.
“We need to support each other.”
The enormous impact of the event has made closure
elusive, not to mention the constant reminders.
Although hundreds of families who lost loved ones on
Sept. 11 — Luis included — have been notified their
family member has been found, they have been asked
not to bury the remains until workers have sifted
through all the debris from the Trade Center.
“They are still doing DNA testing on everything
at the dump site, they tell me more of Fanny might
be found,” says Luis. “About once a month someone
calls to say they have found more.”
Luis plans to leave Fanny’s remains in New Jersey
where they attended church as a family. St. Cecilia’s
Catholic Church in Englewood has given Luis permission
to plant a rose bush on the grounds in her memory and
spread Fanny’s ashes there. “Then maybe I can start
fresh,” Luis says.
Luis said long before September 11 he and Fanny
vowed to each other that if something happened to one
of them, the other would take the kids and get a brand
new start somewhere else. Luis has made good on that
promise. With the money from Fanny’s life insurance, he
has made a down payment on a small house in Orlando,
FL.
“It’s close to Disney World,” he says. “I want to start a
new life in a happy place.” LL
Story written by Donna Carlson, edited by Sandi Soendker
OCTOBER 2002
LAND LINE 2
MEMBER
INFO
Donna Ryun
Information Services
L
Questions & answers
Question: Since my carrier has the technology to
track the location of my truck, why is it so hard for
him to pay me for the exact number of miles I run?
I keep getting shorted on miles and the carrier just
seems to shrug it off. Since this is the way I earn a
living, I’d like to be taken a little more seriously on
this issue.
Answer: It is certainly understandable that you
would want to be taken seriously on any issue
affecting your earnings, especially these days
with such a thin line
between success and failure
for professional truckers. In
order to make a business
work, today’s owneroperators know they have
to be businessmen/women
first and truckers second.
OOIDA believes professional truckers should
be paid for the actual miles driven, as opposed
to some catch-all formula used to calculate the
shortest routes. However, we have yet to see
mileage-based compensation provide an
adequate return to owner-operators, even if
actual miles were used. In fact, this method of
compensation seldom balances out in favor of
drivers except in a few cases where the carrier
pays for empty mileage.
Our concern is that mileage-based
compensation is a method of payment that
allows motor carriers to establish minimum
compensation based on the least amount they
can get by with paying the owner-operator. It
also allows them to avoid an equitable division
of the actual load revenue and to reap windfall
profits on the high paying loads. A percentage-
based method of compensation allows owneroperators to exercise their entrepreneurial skills to
decide up front which loads will be most profitable
for them.
However, for those who choose to go the mileagebased compensation route, there are a few things you
need to know.
Many carriers are using mileage and routing
software in order to determine distance. The
Household Movers Guide has probably been around
the longest, since it was used back when the ICC
required carriers to publish rates. It still is used by
many carriers for both billing and paying. While this
may be an agreeable way for carriers and shippers to
set rates, it simply doesn’t fly with most drivers who
want (and deserve) to get paid for all miles driven.
Because there can be a substantial difference
between “shortest” routes and “practical” miles, a
trucker’s settlement
check can end up
being quite a bit less
than he or she
expected. That’s why
it is important for
truckers to be aware
of which method of mileage calculation the carrier is
using for payment before they sign a lease.
“Shortest” routes are pretty much what the word
implies. These routes are probably not the roads
anyone (particularly a professional driver) would take
to get from Point A to Point B. They may include a
lot of city streets and side roads that could hinder the
driver’s ability to deliver the load safely and efficiently.
“Practical” routes include more highway and
interstate roads, and would safely make the best use of
the driver’s time. Although this method of calculation
is not perfect, it is more favorable to professional
drivers. When we last surveyed carriers, we found
quite a few that pay based on “practical” miles.
Vigilant owner-operators will ask
to see sample statements and
compare them to actual miles
38 LAND LINE
A smart businessperson will always ask the carrier
which method of mileage calculation is being used,
and they won’t stop there either. Vigilant owneroperators will ask to see some sample statements and
OCTOBER 2002
compare them to actual miles. If there is too huge
a gap, negotiation is certainly an option. You
won’t get what you want if you don’t ask for it.
If negotiation fails, you’ll need to consider
whether or not your financial goals will be
attainable with this carrier. If not, you will need
to look elsewhere for a carrier who is more
suitable. If you can secure acceptable terms on
this issue, then by all means, get it in writing
because unfortunately, a handshake just won’t do
it these days.
Incidentally, for those of you who may not be
taking this issue seriously, consider this as you add
up the pay package your motor carrier is offering:
Based on a pay rate of a dollar per mile (this is
just an example), if the mileage discrepancy is as
little as 3 percent, you’re losing 3 cents per mile,
which over the course of a year adds up to $3,000
on a 100,000-mile year. And if, like some drivers
complain, the mileage discrepancy is as much as
10 percent, you’ve just given your carrier a
$10,000 bonus for allowing you to haul their
freight.
If you can afford to lose that kind of money,
you’re in the minority. If you can’t, you’re going
to have to adjust your way of thinking and take
back some control from those motor carriers who
want you to give your services away.
Remember: Before you enter into a contract
with a motor carrier, know its method of mileage
computation and ask to see some samples.
Compare what you know to be the actual mileage
with what the carrier is paying for the trip. If they
don’t come close and refuse to budge on the issue,
try another motor carrier.
If you have questions you’d like answered, please email them to [email protected]. Although we won’t
be able to publish all questions in Land Line, you will
receive a response. LL
You take time
to read our
magazine.
Now take time
to join the
Association.
For over 29 years the OOIDA has published Land
Line Magazine and made it available to truckers.
Our purpose has always been to keep truckers
informed about the issues affecting their industry
and their rights and in doing so, encourage them
to add their voice to OOIDA’s aggressive
representation of their interests.
OOIDA is the only national organization dedicated
to representing the professional trucker.
The ability to make continued progress depends
upon your support and participation. If you are
not a member yet, we urge you to join more than
83,000 members of OOIDA who are working to
secure the future of the trucking industry.
Help make a difference.
Call 1-800-444-5791 today!
OCTOBER 2002
by René Tankersley, feature editor
John W. Kendrix, painted as a drug-crazed,
sleepy-eyed trucker who killed five people in
a crash along Missouri’s I-70, was acquitted
Aug. 19 of criminal manslaughter by a Saline
County, MO, judge
K
endrix, an owner-operator from Moultrie, GA,
faced five felony counts of second-degree
involuntary manslaughter and one misdemeanor
count of failure to keep a proper motor carrier
driver’s record in connection with a fatal accident Aug.
26, 2001, on I-70 near Houstonia, MO.
The accident occurred when Kendrix, who was
traveling eastbound, blacked out, lost control of his 2001
Freightliner, crossed the median and collided with a Ford
F250 pickup truck hauling a horse trailer. The pickup’s
driver, Scott Schrier, 45, and four
passengers — Ashley Curl, 15; Debra
Sprouse, 45; and Sprouse’s two children,
Ashley Sprouse, 14; and Zachary Corn, 8
— died in the accident.
Without test results proving
controlled-substance use, the prosecutor’s case focused
on the use of over-the-counter medication, driver fatigue
and a misdemeanor logbook violation, Meanwhile the
defense’s case hinged on a diagnosis of cough syncope, a
medical condition where uncontrollable coughing causes
a blackout or fainting spell.
Trucker acquitted
The prosecution
Prosecuting attorney Donald G. Stouffer challenged the
cough syncope defense as something “dreamed up” by
Kendrix’s employers. Kendrix was leased to PBX Inc.
Dakota Falls, NE. Stouffer said the cough was invented
by PBX to avoid liability in civil suits against the
company by the vicitims’ families.
The prosecutor described Kendrix’s actions as “propelling
a 40-ton missile down the road at 70 mph,” and continually
referred to a “deadly combination” of drugs and caffeine and
“pressure to stay on the road at whatever cost.”
“He was ill, taking every medication he could get his
hands on,” the prosecutor said in his closing arguments.
“Taking caffeine to keep from going to sleep,” Stouffer
said. “He then made another choice, to pass because he
wasn’t going fast enough apparently. He selected the
time, place and manner of these people’s death.”
8 LAND LINE
The defense
Defense attorney Weldon W. “Chip” Perry argued
the police made a “rush to justice” when they
initially arrested Kendrix based on the opinions of
a drug recognition expert and erroneous blood
test results from Fitzgibbon Hospital in Marshall,
MO. Initial tests from Fitzgibbon indicated
positive results for six controlled substances,
including marijuana and alcohol. Headlines
blared the damning news.
The hospital later announced an error in the
test results. Subsequently, the Missouri Highway
Patrol said its tests only found traces of caffeine
and nicotine. However, the drug expert had
received the earlier false results before he
administered the drug recognition exam at the
county jail the night of the accident.
In his closing arguments, Perry praised Saline
County Sheriff Wally George for having the
courage to testify on behalf of the defendant. The
morning after the accident, Sheriff George met
Kendrix at the county jail. He testified about
Kendrix’s emotional state and behavioral
OCTOBER 2002
The hospital later announced
an error in the test results
John W. Kendrix, center, and
his family leave the Saline
County Courthouse during a
lunch recess Wednesday, Aug.
14. Kendrix faced five counts of
felony involuntary manslaughter after a fatal traffic accident
involving his tractor-trailer.
in fatal crash
mannerisms, describing him as “extremely quiet,”
“coherent,” “nothing abnormal other than injuries,”
and “nothing to seem like he was using drugs.”
Witnesses and accident reconstruction experts
testified there was no evidence of steering or braking
when Kendrix’s truck left the roadway and crossed the
median. Experts explained how the rumble strips
would have awakened a sleeping driver into hitting
the brakes or steering the vehicle back onto the
roadway. The truck’s engine computer and other
devices showed physical evidence that the brakes were
not used and the brake lights did not fire.
On the last day of the trial, Kendrix took the stand
in his own defense. The courtroom was filled with
friends and family of those who died in the accident,
Kendrix’s family and numerous attorneys for different
families and the trucking company. Kendrix chronicled
the day’s events. He told how he got up at 7 a.m. in
York, NE, after a good night’s sleep. He had stopped
early the previous night because he was sick. After
having a bowl of grits and two orders of toast, he
headed to Montgomery City, MO, with a load of IBP
beef. Between 1 p.m. and 1:30 p.m., he took a dose
of Alka-Seltzer and remembers taking two Hall’s
throat lozenges, one at a time. The rest of his trip was
OCTOBER 2002
uneventful until the accident.
“The last thing I remember, I was in the left
lane, passing a car or truck. I started coughing, it
was a deep whooping cough,” Kendrix recalled.
“Then, I heard people hollerin’ ‘Get up! Get out!’
and I heard an explosion.” His truck was on fire
and one of the tires had blown.
When he began regaining consciousness, he was
on the floor in his truck cab. “I got out on my
own, crawled out the windshield,” he recounted.
“People on the ground assisted me, took me west,
‘way from the truck and put me on the side of an
embankment.”
He recalled people talking to him as he sat
alongside the embankment, but his memory wasn’t
really clear about what he said to them. Next, he
was asked to recount the drug recognition exam
administered by Cpl. Jerry Hancock of the
Missouri Highway Patrol, beginning with two
Breathalyzer tests that showed 0.0 percent alcohol.
“What was Hancock’s demeanor during the drug
recognition exam?” his defense attorney asked.
Kendrix stammered, “Uh, I, uh,” then silence.
Perry: “Do you know what demeanor means?”
Kendrix: “No.” He explained he only had an 8th
grade education and sometimes had problems
understanding certain questions.
Perry rephrased the question, “What was
Hancock’s attitude during the drug recognition
exam?”
Kendrix: “After I passed the breath test, his
demeanor seemed like it was drugs.”
Kendrix’s answer sparked another objection from
Stouffer, which began another of many standoffs
between Perry and Stouffer, who spent much of
the three-day trial sparring over questions and
being asked by the judge to approach the bench.
When Kendrix’s testimony continued, he told the
court Hancock accused him of smoking marijuana.
He finished his testimony by stating he had used no
unlawful drugs, no other medications except AlkaSeltzer and cough drops, and was not sleepy.
LAND LINE 9
The cough
syncope dispute
to be aware of a substantial and
unjustifiable risk that
In the trial, prosecuting attorney Donald
circumstances exist or a result
G. Stouffer scoffed at the cough
will follow, and such failure
syncope defense as something
constitutes a gross deviation
hatched up by the attorneys working
for Kendrix’ employers, PBX. Stouffer
from the standard of care
said the cough was invented by PBX to
which a reasonable person
avoid liability in civil suits against the
would exercise in the situation.
company by the families of those killed
“There must be a choice or
in the crash.
decision or an act by the
“Cough syncope was bought, paid
defendant that causes ultimate
for
and arranged by PBX,” Stouffer
Kendrix: “Slow, because I
results,” the judge said. “If I
said. “It’s not until PBX decides you
have to think first.”
had my choice, I wouldn’t be
need cough syncope that Kendrix
here. I cannot bring these
Perry: “Do you tell them
decided he coughed real hard.”
people back, nor can I eliminate
more than what they ask?”
Two of OOIDA’s staff visited Kendrix
the guilt and responsibility that
at the Saline County Jail just days after
Kendrix: “I only tell them
John Kendrix feels.
the accident, dispatched by the
what is asked, and no more.”
“Was the defendant criminally
association’s president, Jim Johnston.
negligent?” he asked. “Although
OOIDA’s headquarters is in Grain
After Kendrix’s testimony,
crossing the median obviously
Valley, about an hour from where the
when the court recessed for
constitutes gross deviation, it
accident occurred.
the evening meal, one of the
was not an act by the
Sandi Soendker, managing editor of
victim’s friends sobbed as she
defendant.”
Land Line Magazine and Angel Burnell,
dealt with what she heard in
Although Judge Rolf said
executive assistant to Johnston, said
the courtroom. “He’s not
he
didn’t “buy the coughing
the cough defense was not invented.
guilty. I wanted so badly for
defense,”
he did believe the
Kendrix told them he was sick and had
him to be guilty. It hurts, but
physical evidence proved there
a real bad cough.
this man is not guilty.”
was no swerving or braking,
“We asked him what happened. He
which proved Kendrix blacked
clearly indicated he had a coughing
out, and did not simply
spell and blacked out,” said Soendker.
fall asleep.
“This has been a very difficult
“As for the use of drugs, I do
case, with the death of five individuals, including
not believe the legislature intended the use of
three promising young children,” Judge Dennis A.
cold medicine to be gross deviation from the
Rolf said. “It’s been hard on everybody, the
standard of care which a reasonable person
victim’s family, the prosecutor, the defendant and
would exercise in the situation,” the judge said.
his attorney. I’m sure you can see it’s been tough
“If so, anybody that takes cold medicine and
on me.” He fought back tears and paused to
drives a vehicle could be on trial.”
regain his composure.
Judge Rolf agreed with the defense attorney’s
First, he ruled guilty on count 6 — the
closing argument, which said the prosecution’s
misdemeanor logbook violation. He ordered
case did not meet its burden of proof beyond a
Kendrix to pay a $400 fine plus court costs. Next,
reasonable doubt because it did not quantify the
he addressed the second-degree involuntary
amount of medication in the defendant’s system.
manslaughter charges, which are based on a new
“On counts 1 through 5, I find the defendant
statute, last revised in 1999 by the Missouri
‘not guilty.’”
Legislature.
Defense attorney Perry told reporters, “Justice
“No case law discusses this statute,” he said.
was done in this courtroom today. It’s been a
However, he pointed out, case law does define
long time coming. It’s nice to know there are
criminal negligence. The definition in the Missouri
two good men with character and courage in
statute says, “A person acts with criminal
Saline County, both of them elected officials.” LL
negligence or is criminally negligent when he fails
On redirect, after being
cross-examined by the
prosecution, Kendrix had the
opportunity to explain his
reactions and answers to
questions from officers the
night of the accident.
He was asked, “When
someone asks you a question,
how do you answer them?”
The verdict
10 LAND LINE
OCTOBER 2002
AAA study: Car drivers more
likely to cause car-truck fatalities
Who are
It ain’t truckdrivers
the most
dangerous
drivers on
the road?
by Keith Goble, staff writer
The trucking industry has tried to
state the case for years to a motoring public in denial. But a new
study from the AAA Foundation
for Traffic Safety says nationally, car
drivers are more likely to cause cartruck fatalities than truckdrivers.
The AAA Foundation study says
educating motorists about the risks
of driving near trucks or training
motorists how to drive near trucks
likely would help promote safer
driving practices.
“We have a lot of inexperienced
drivers in cars across the board,”
said Peter Kissinger, president and
CEO of the AAA Foundation for
Traffic Study. “There is definitely
more information that would be
helpful to educate people on the
differences between cars and
trucks.”
The study points out that car
drivers account for nearly 98 percent of driver fatalities in car-truck
crashes primarily because of the
differences in the size of the vehicles.
About 80 percent of car drivers
had at least one unsafe driving act
recorded compared to 27 percent
of truckdrivers, AAA says. Each
driver could have up to four unsafe
driving acts recorded and if you
look at all of these unsafe actions,
75 percent were linked to car drivers and 25 percent were linked to
truckdrivers. It notes the five most
common driving behaviors that
contribute to about 65 percent of
crashes.
44 LAND LINE
I Failing to stay in the lane or
running off the road;
I Failing to yield the right of way;
I Driving too fast for conditions
or above the speed limit;
I Failing to obey signs and signals;
and
I Driver inattention.
Finding first publicized by
Michigan auto club
AAA says the study supports previous studies of car-truck crashes,
which also show unsafe actions
by car drivers are more likely to
be recorded than unsafe actions
by truckdrivers — a finding first
publicized by the Automobile
Club of Michigan in its 1999
Sharing the Road series in
Michigan Living magazine.
“Motorists don’t recognize that
trucks behave very differently
from cars, so they think trucks
can stop on a dime and change
lanes quickly,” says Richard J.
Miller, manager of Community
Safety Services for Michigan’s
Auto Club. “In reality, trucks take
a long time to stop and cannot
whip from lane to lane. As a
result, a mistake near a truck can
have catastrophic consequences
for a motorist.”
“These tragedies are preventable,” Miller says. “When car drivers understand how trucks are
different, they can make
allowances for the big rigs’ limitations. By adjusting their driving
style, motorists can safely and
confidently share the road with
large vehicles.”
OCTOBER 2002
“Car drivers need to realize that
greater precautions must be
taken when driving near trucks.”
Crashes involving
large trucks drop,
NHTSA says
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to post or search for
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Administration (NHTSA) reports
Other state auto clubs agree
An examination of California data by
crashes involving large trucks dropped
Steven Bloch, Ph.D., senior researcher
from 5,282 in 2000 to 5,082 in 2001.
for the Automobile Club of Southern
However, the total number of people
California, suggests the same holds true
for the state. Cars and trucks collided in
killed in highway crashes in 2001 was
349 fatal crashes in California last year,
42,116, compared to 41,945 in 2000.
according to the Auto Club, often
because car drivers don’t change their
Despite that statistic, motor vehicle
behavior when driving around trucks to
crashes in 2001 claimed the lives of
adjust for the difference.
fewer children ages 15 and under than
Bloch says “The good news is that
despite increasing numbers of cars and
any time in record-keeping history.
trucks on California roads and highways,
the number of fatal car-truck crashes
declined 6 percent from 1995 through
2001. However injury crashes involving
cars and trucks went up 4 percent during the same
time period. Both car and truckdrivers need to be
careful and take precautions when driving near each
other to save lives and reduce injuries.”
“Any fatal crash is one too many,” says Bloch.
“Car drivers need to realize that greater precautions
must be taken when driving near trucks.
Truckdrivers need to be aware of speed, abrupt lane
changes and to check blind spots for smaller vehicles. If both truck and car drivers drive safely and
responsibly, the chances of crashes diminish.”
The California Highway Patrol currently operates
an “Operation Road Share” program where officers
focus on the driving behaviors of both car and
commercial vehicle drivers in an effort to increase
safe driving.
The Automobile Club of Southern California
says it will be sharing the AAA Foundation study
with various law enforcement organizations and
will publish information for members about driving safely near trucks in its Westways magazine.
The AAA Foundation for Traffic Safety Study
can be found at www.aaa-foundation.org. LL
www.webhauler.com
I OVER 10,000 LOADS
POSTED DAILY!
I Free downloadable automation
software
I E-mail notifications
I Route maps and directions for
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I High speed, redundant T1 data lines
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and we’ll do the posting for you,
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281.397.7595
OCTOBER 2002
LAND LINE 45
ROAD
LAW
Jeff McConnell & James Mennella
Attorneys at Law
L
QUESTION: Is it true serious violation tickets I receive in
my personal vehicle will now count for CDL disqualification?
Tough new CDL rules are here
When you woke up Oct. 1, 2002, you may not
have noticed anything different. Your truck engine
sounded the same, the coffee smelled the same
and the road looked the same. But, something
changed … something very important to you,
your family and the way you earn a living.
In this column we’ll address some very important additions and changes made by the Federal
Motor Carrier Safety Administration (FMCSA)
that took effect Sept. 30, 2002. With these
changes, it’s important that you pick up a copy of
the FMCSR pocketbook and take a serious look at
what it’s going to take to stay
in your profession.
FMCSA recently issued a
final rule that added three new
“serious” violations to the
existing five.
ANSWER: Yes, your CDL can now be disqualified for
serious traffic violation convictions from tickets you
received in your personal vehicle. This is a radical change
from the old FMCSA position. Now, the feds say all
serious violations should be counted for CDL disqualification regardless of whether they’re received while operating your CMV or four-wheeler. Remember, now more than
ever, it’s very important that you contact an attorney before
you pay any ticket.
QUESTION: I overheard another driver talking about
“masking” tickets. What does that mean?
ANSWER: The word “masking” is what the feds use for the
“diversion” or “deferral” process. For example, before
Sept. 30, many states allowed their
courts to accept your guilty or no
contest plea to a ticket, let the court
hold your conviction, i.e. not report
it to the state Department of Safety,
and place you on a type of probation known as a diversion or deferral.
This diversion/deferral period
usually lasted for 30, 60 or 90 days. If you didn’t get any
other moving violation convictions during your diversion/deferral period, the court would dismiss or simply
not report your guilty or no contest plea to the DPS.
Unfortunately, as of Oct. 1, the new rules prohibit the
non-reporting feature of diversion/deferrals and now
require all courts to report every conviction to the state
DPS, regardless of whether or not you successfully completed your diversion/deferral period.
Some of the states most impacted by this new “no
diversion/deferral” rule: Colorado, Florida, Illinois,
Indiana, Kansas, Missouri, New Mexico, North Carolina,
Oklahoma, Oregon, Texas and Utah.
Take a serious look at what
it’s going to take to stay
in your profession
The new serious violations are:
a Driving a CMV without obtaining a CDL;
a Driving a CMV without a CDL in the driver’s possession;
a Driving a CMV without the proper class of CDL
and/or endorsements.
So, here’s the list of eight serious violations.
Learn them, memorize them and know them.
a Excessive speed, 15 mph or more above the posted limit;
a Reckless driving;
a Improper or erratic traffic lane change;
a Following too close;
a A violation in connection with a fatality accident;
a Driving a CMV without obtaining a CDL;
a Driving a CMV without a CDL in the driver’s possession;
a Driving a CMV without the proper class of CDL
and/or endorsements.
Remember a conviction of two serious violations within
a three-year period will disqualify your CDL for 60
days.
46 LAND LINE
QUESTION: If I am convicted of a DUI in my personal
vehicle, I know my four-wheel privileges will be suspended for a certain period of time. But, will my CDL
be disqualified too?
OCTOBER 2002
What other offenses can disqualify you
from driving your truck?
ANSWER: Yes, just as tickets for
serious violations received in your
personal vehicle now affect your
CDL privileges, alcohol/drug
tickets you receive in your personal vehicle may also disqualify
your CDL. For example, if you
receive a DUI ticket while operating your personal vehicle, your
state DPS will usually suspend
your total driving privileges for
30, 60 or 90 days. After this
“administration” suspension is
over, and before any conviction of
the DUI is entered, you can
usually resume driving both
your personal and commercial
vehicles for limited purposes.
However, according to the new
rules, if you receive a DUI ticket
in your personal vehicle and you
get reinstated after the required
administrative suspension, your
CDL privileges will still be disqualified for 12 months. That’s right,
just receiving a ticket for DUI
while operating your personal
vehicle may result in a mandatory
12-month disqualification of your
CDL privileges. LL
We hope you can use the information in
this column to help with every day, real
life problems you face on the road. We
invite you to send us any questions or
comments you may have regarding
transportation law to ROAD LAW,
1330 N. Classen Blvd., Suite 215,
Oklahoma City, OK 73106; fax to
(405) 272-0558; contact us through
our web site at www.roadlaw.net, or call
us at (405) 272-0555. We look forward
to hearing from you.
The new CDL rule also adds two new disqualifying offenses that only apply while driving your
truck: driving a CMV after a CDL was revoked, suspended or cancelled for operating a CMV;
and causing a fatality through the negligent or criminal operation of a CMV.
In addition, here are the new rules that will get you while you are driving a non-CMV as well.
At least a one-year disqualification applies for leaving the scene of an accident or using the
vehicle to commit a felony. If you are using the vehicle to dispense, distribute or manufacture a
controlled substance, you are in big trouble and you’ll lose your CDL for life, first conviction.
This applies if you are driving a CMV or non-CMV.
What about the final rules for drugs/alcohol? Are they different? Under
the current rule, a truckdriver can lose his/her CDL for a year if driving a
truck with an alcohol level of .04 (or greater), or if they violate state DWI
laws. What’s different is you can lose your CDL now while driving a
non-CMV. This means if you are guilty of a BAC of .04 while driving
For more info, go to the
your truck, you lose your CDL for a year. If you blow .04 in your perFMCSA’s web site at
sonal vehicle, you will not lose your CDL under the new rule, as
www.fmcsa.dot.gov
FMCSA only has the authority to establish a minimum alcohol conThere’s a helpful fact sheet
centration disqualification standard for CDL holders. As with other
on this site.
minimum standards, however, each state is free to be more stringent,
with both CDL and non-CDL holder licensed by their state. So if your BAC
is found to exceed .08 or whatever your state law specifies, it doesn’t matter
what you are driving. Your CDL is history for at least one year.
What happens if you refuse a BAC test? If a CDL holder refuses to be tested, regardless
of what he/she is driving, a one-year disqualification would follow. A second conviction leads
to permanent disqualification.
In what other areas did the rules get tougher? The rules also call for harsher penalties
for violating railroad crossing laws and out-of-service orders. Other parts of the new rules target
state procedures that have allowed scofflaw drivers to escape notice. For example, some states
issue “hardship” licenses to drivers who may lose their livelihoods if their license is suspended. States will no longer be allowed to issue such licenses for drivers whose CDLs have
been suspended.
What happens if the state does not comply with these federal rules? Money will be
the tool of persuasion. Within three years after the rule’s effective date, FMCSA will penalize
states not in substantial compliance by withholding Motor Carrier Safety Assistance Program
(MCSAP) money. MCSAP funds provide financial assistance to states through federal grants.
Also, the new rule allows FMCSA to prohibit states that do not comply with this rule from
issuing, renewing, transferring or upgrading CDLs.
If the state you live in does not comply,
where are you supposed to get or renew my CDL? You’ll have to go to another state.
States that comply with FMCSA CDL requirements will be permitted to issue non-resident CDLs
to drivers living in states that have lost that privilege. Note, the rule says those states will be
permitted, or allowed, to issue a CDL, but it doesn’t say the state must do so.
When renewing or transferring, do you have to tell the driver-licensing agency in
the state where you used to have a license? Yes. The final rule requires that applicants
obtaining, transferring, or renewing a CDL tell their state driver-licensing agency where they
previously held any kind of motor vehicle licenses for the past 10 years. This enables the
issuing agency to obtain a candidate’s complete driving record. LL— Land Line Staff
OCTOBER 2002
LAND LINE 47
Truckers leery of
Virginia’s dressed-up
proposal to
ease traffic on I-81
In August, Virginia transportation officials
turned down a private consortium’s proposal
for alleviating congestion on I-81 with truck toll
lanes, but don’t exhale yet. That proposal has
been given a face lift and is now on the fast
track to reintroduction.
ommissioner Phillip Shucet said the Virginia
Department of Transportation wanted the
new proposals to include multimodal ways of
handling freight, including rail, dedicated truck lanes
and tolls that are “all potential parts of the solution
for this critical corridor.” The private consortium’s
plan is now being revamped to include switching
some freight to rail.
The group behind the proposal is known as Star
Solutions, a 25-member consortium of builders,
engineers and consultants. In January, Star Solutions
submitted a plan to widen the freeway to eight lanes.
Under the plan, two lanes in each direction would be
reserved for toll-paying trucks. The consortium said
its new proposal would add a plan to switch some
freight to rail, as VDOT requested. “We are prepared
to address that in the resubmission of our proposal,”
says Star Solutions’ Jim Atwell.
A trucking industry group that opposes the tolls,
dubbed “Smart” Solutions, says, “The people and
businesses affected must be included in the
C
48 LAND LINE
discussion. The rail component and its effect on the area
also must be analyzed.”
Smart Solutions’ Jay Smith points out the group would
continue to oppose mandatory tolls on the highway. Smith
also says trucks would want fuel-tax breaks to offset what
they see as double taxation.
Owner-operator and OOIDA board member John
Taylor of Cross Junction, VA, echoes Smith’s comments.
Taylor says if the state wants to start tolling truckers to run
I-81, he could live with it. But he says they can’t keep
adding to truckers’ fees. “It’s immaterial to the trucker how
we pay for the roads as long as it’s fair,” says Taylor. “Are
they going to relieve us from ton-mile or fuel taxes on that
road? Are we going to be paying the same amount of taxes
or more? That’s the question I want answered.”
Laura Bullock, a spokeswoman with VDOT, says the
agency’s request for proposals doesn’t spell out specifics.
She says the agency will evaluate all aspects of submitted
proposals.
Trucker and OOIDA member Wilbur Sylvester of
Roanoke, VA, says truckers won’t hold their breath to see
if the state trims taxes. “They just keep trying to add on to
the costs of truckers. It’s a snowball effect.”
“Where is it all going to end?” asks trucker and OOIDA
member Harold Shockey of Copper Hill, VA. “Tolling I81 definitely will make it harder for me to get back home.
It’s another expense. Something’s got to give.”
Shockey says truckers feel the added rail component
sought by VDOT will delay the shipment of goods.
“Putting freight on rail will only slow everything down.
It’s not efficient,” he says. “But, the railroad has a lot of
pull in Virginia. What the railroads want, the railroads
get.”
OCTOBER 2002
Deep roots in the valley
Norfolk Southern established its roots in
Virginia’s valleys in the 1830s with a nine-mile
rail line from Petersburg to City Point. In
following years, the Norfolk and Petersburg
Railroad pushed its way into 14 states and a
province in Canada.
Today, the railway operates about 21,500 route
miles in 22 eastern states, the District of
Columbia and Ontario, Canada. The railroad’s
principal operating revenue sources are largely
coal, coke and iron ore — accounting for 25
percent of all operating revenue.
In 2001, the company added 76 new industries
on Norfolk Southern lines, expanded 33 existing
industries with 5,144 jobs created in the
company’s service area. The expansion brought
the number of employees as of Dec. 31, 2001, to
29,828.
The company currently controls a major freight
railroad, Norfolk Southern Railway Company;
owns a natural resources company, Pocahontas
Land Corp; and a telecommunications company,
Thoroughbred Technology and
Telecommunications Inc.
A former Norfolk Southern employee, who
spoke on the condition of anonymity, says VDOT
has a very strong relationship with the railroads.
“Norfolk Southern is entrenched into this region.
Everybody with the railroad seems to know
somebody in VDOT,” the unnamed source says.
“It’s like the good ol’ boy network hard at work.”
The source claims the agency’s desire to rid the
corridor of some truck freight has been discussed
privately for years. “The movement of freight off
highways would be welcomed with open arms by
Norfolk Southern. They would love that. I think
the railroad would do whatever it took to get as
much truck freight as possible on the railroad.
“Of course, they’ve tried handling truck freight
before and it failed miserably. Freight wasn’t
getting there on time and some of it was getting
lost. I’m sure they’d welcome another chance.”
OOIDA member David Bowman of Roanoke,
VA, shakes his head at the notion of moving
some truck freight to rail. “It will take 10 to 20
years to improve the infrastructure of rails to
accommodate extra freight,” Bowman says. “It’s
good that VDOT is discussing ways to solve
traffic problems, but putting freight on rail isn’t
the solution. It must still be loaded onto a truck
to deliver.”
OCTOBER 2002
One side’s plan:
tolls, truck lanes, rail
Star Solutions has pushed its plan by contending that I-81 can’t
afford the “few miles at a time for dozens of years” funding
approach to widening the highway. The group contends it
likely would take 30 to 50 years to complete upgrades using
that approach. They believe tolling trucks would help accelerate
the makeover to about 15 years.
Star Solutions says truck traffic often approaches 40 percent
of vehicles on the road, which is more than double what it was
designed to handle when built about 40 years ago. In addition,
the group says because just-in-time deliveries are becoming
more important to businesses in the region, delays caused by
accidents and congestion impairs efficiency, making the area
less attractive to business prospects.
The group says it anticipates only minimal truck diversions to
such routes as U.S. 29, U.S. 15 and other smaller roads to avoid
tolls, particularly since most of those roads have numerous stop
lights, congestion issues and speed restrictions.
Star Solutions contends the time and increased fuel costs trucks
would lose diverting to other routes to avoid tolls will cost far
more than the proposed I-81 toll.
Truckers: tolls and rail
not the solution
To defend their businesses, trucking companies organized the
“Smart Solutions” campaign. The group has enlisted several
city and county governments opposing the truck tolls, along
with several manufacturing companies that believe the tolls
would hurt their ability to compete.
“Everyone agrees something must be done to improve I-81,”
says Smart Solutions’ Ben Carter. The group, however,
contends the long-term economic impact of tolling trucks has
not been adequately investigated, nor has the impact on
distribution centers and manufacturers who ship their products
by truck.
Carter says tolls on trucks will increase the cost of doing
business for local industry, make local industry less competitive
with other areas that pay fewer taxes and tolls, force some
smaller local firms out of business, and ultimately cause the
area major losses in revenue and employment.
“A full and fair economic analysis of the pros and cons of
truck tolls and rail has not occurred,” says Carter. The group
urges the Commonwealth Transportation Board and the state
transportation department to “carefully and realistically evaluate
the financial data when it becomes available.”
VDOT’s requirements for the new proposals are expected to
be posted by Oct. 1. Star Solutions says they’ll be ready to
submit their proposal. LL
—by Keith Goble, staff writer
LAND LINE 49
Lemonade? Volvo introduces new design for the VN model
Re-designed VN model features new front suspension, lighter weight, revised front axle setback
mechanism designed to reduce vibration.
The new innovations are particularly significant to
owners of older VN models who have experienced
mechanical problems with their trucks. Some owners, in
frustration, have labeled the VN a “lemon.” Since 1998,
Volvo VNs have had at least 14 NHTSA recalls for various problems and possible component failure. More
than 600 Volvo truck owners have reported problems (a
majority of which are on the VN
models) to the Owner-Operator
Independent Drivers Association.
OOIDA filed a broad petition in
2001, alleging safety defects in
nine areas on 1989-2000 model
year Volvos. In an April 9, 2002,
Federal Register notice, NHTSA
granted part of that petition, saying it would investigate steering
defects and steer axle u-bolt failures on VN-610, 660 and 770
series trucks built during 19992000.
NHTSA already has an investigation underway regarding
alleged rear axle u-bolt problems
on 1998-2000 VN-610, 660, and
700-series trucks.
Although in the past, Volvo
Secure your family’s future with OOIDA and
owners say Volvo customer service heads have been largely unreProvident Life and Accident Insurance Company.
sponsive to their problems, the
With our low rates, you can purchase $10,000 to $500,000 worth of
company’s launch appears to
coverage. (Subject to underwriter’s approval.)
speak to the complaints with a
totally revamped VN, featuring
Guaranteed issue!
more than 1,000 engineering and
New members have 60 days from their membership effective date to
component changes.
enroll for up to $50,000 worth of guaranteed coverage – regardless of
“When Volvo began developing
pre-existing conditions.
this new line of vehicles, we lisAdditional Life Insurance allows your spouse to apply for up to 50%
tened to what drivers wanted and
of your approved amount. (Spouse must be a $10 OOIDA member).
needed. We built this truck from
Your spouse can also get $25,000 guaranteed issue within the 60-day
the ground up to not only meet
enrollment period.
emission standards, but to exceed
the driver’s expectations of comDependent Life Insurance allows your spouse to receive $10,000 in
fort, safety and reliability,” said
life insurance and $5,000 for each child for only $4.75 per month.
Susan Alt, vice president of marCall the OOIDA Medical Benefits
keting at Volvo Trucks North
Group at (800) 715-9369 for more
America, in a company press
information and a quote on this or
release. LL
The new series of re-designed VN model
heavy trucks was introduced by Volvo Trucks
North America on Aug. 20 in Greensboro,
NC. The new line is 1,500 lbs lighter than the
original VN models, with the steer axle setback reduced 100 mm, or about 4 inches.
Changes also include new front suspension
plus a new, wider hood and new mounting
Some things can’t
wait until later.
Life insurance
is one of them.
any of the medical benefits available
to OOIDA members.
life
health
&
benefits
—by Sandi Soendker, managing editor
50 LAND LINE
OCTOBER 2002
Record-breaking convoy earns
$51,500 for Special Olympians
by René Tankersley, feature editor
OIDA was well represented
among the 248 trucks in the
Special Olympics longest
convoy July 20 in Orlando, FL.
Organized by the Orange County
Sheriff ’s Office, this fundraiser
raised a little more than $51,500
to help more than 15,000 children
and adults with mental retardation
and/or severe handicaps through
Special Olympics Florida.
OOIDA board member Woody
Chambers and his wife Paula,
Hoffman Estates, IL, represented
OOIDA in the association’s truck
and trailer. OOIDA member Paul
Sasso, Edgewater, FL, took time
out from helping with the event to
drive his 1998 Kenworth T600 in
the convoy. Members Bob and
Nancy Drummond, of Coco, FL,
participated, driving their show
truck, a 1989 Kenworth W900B
named “Ain’t God Good” with a
1998 Great Dane steel reefer.
About a dozen more OOIDA
member decals were spotted,
reported Sasso.
“The kids greeted us with signs
saying ‘Truckers rule!’, ‘Go
convoy!’ and ‘We love truckers!’
and hugs,” said Sasso. “Now,
I’m not a sappy person, but it
was like running the gauntlet of
hugs, the look in their eyes and
the thank you’s — it was all
genuine. You got the feeling the
world was right no matter what
problems we have in our
industry. With all the problems
these kids have, they were really
happy. They gave me the
O
opportunity to do something, to make
somebody’s life a little bit better and to
see life in a different light. Life ain’t like
everybody sees it out here. I get up and
wash my face; these kids can’t do
anything like that. It’s just humbling.”
The trucks gathered at the Waterford
Lakes Shopping Center at the
intersection of Alafaya Trail (SR 434)
and 408 (East-West Expressway) in
Orlando and drove about 16 miles,
ending at the Central Florida
Fairgrounds.
Event participants were in designated
sponsor categories based on the
amount of their donations: convoy
participant, $100; silver sponsor,
$1,000; gold sponsor, $2,500;
guardian sponsor, $5,000. OOIDA was
a silver sponsor. The donations from
the truck convoy will benefit Special
Olympics, which allows one million
athletes with mental retardation to
demonstrate courage and experience a
sense of accomplishment that comes
with representing their communities in
athletic events around the world. LL
OOIDA’s Woody Chambers (left) and
convoy organizer, Cpl. Norm Schneiderhan, a
deputy sheriff with the Orange County Sheriff’s
Office in Orlando (right).
11 LAND LINE
OCTOBER 2002
NAME
Name the OOIDA
Display Truck and
win OOIDA Gear!
and
WIN!
For Special Olympians, it was a day to remember
OOIDA’s mobile display unit continues to travel the
country visiting with truckers at truck stops, trucker
appreciation days and special NAST competition truck
events.
Along the road, members often ask, “What do you call
her?” Although the OOIDA display truck is affectionately
referred to as “Bob” in the OOIDA offices, it does not
as yet have an official name. So we want YOU to
name the OOIDA display truck.
If you have a suggestion for the official name for the
OOIDA truck and trailer display unit, send it to:
OOIDA Membership
P O Box 1000 • Grain Valley, MO 64029
or you can call the Membership dept at 800-444-5791
or you can e-mail: [email protected]
The winning name will be selected November 27. The
person with the winning entry will receive an OOIDA
travel bag, travel mug, personalized OOIDA
denim shirt and a set of OOIDA mudflaps.
The OOIDA truck was piloted by Woody Chambers and wife, Paula.
OCTOBER 2002
photo courtesy of Orange County Sheriffs Office
We will then have the new name applied to the truck
and use it for future promotion and communication.
Remember to watch out for the OOIDA truck as it
travels the highways. New members and members who
need to renew their membership can sign up at the
display truck for the reduced price of only $25 – a
savings of $20 off regular price.
The OOIDA display truck is sponsored by
®
Shell ROTELLA T
Owner-Operator Services Inc.
LAND LINE 53
INDUSTRYNEWS
FMCSA announces registration enforcement rule
The Federal Motor Carrier Safety Administration (FMCSA)
has announced an interim final rule requiring states to
place interstate motor carriers out of service and assess
penalties for not properly registering with the FMCSA as a
for-hire carrier of passengers or freight.
Motor carriers placed out of service may have a hearing
within 10 days ofthe order to contest the out-of-service
charge. The rule went into effect Sept. 27, 2002.
The rule requires all states, as a condition of receiving
Motor Carrier Safety Assistance Program (MCSAP) funds,
to place out of service any vehicles discovered operating
without registration or proper operating authority. MCSAP
funds provide states with money for roadside inspections
and safety programs under federal grants.
“It’s about time,” said Rick Craig, director of regulatory
affairs, the Owner-Operator Independent Drivers
Association. “Mexican trucks have been illegally operating
beyond the border zones for years. The best, and sometimes the only way to catch the violators is at roadside, but
most states just look the other way. Finally, the feds are
forcing the issue.”
Interstate carriers now submit a Form MCS-150, or a
Motor Carrier Identification Report to the FMCSA. For-hire
carriers also must apply for appropriate operating authority
and file the required forms.
Attention
Commercial
Drivers
The Law Firm of Eleanor Capogrosso has designed a
web site to suit your needs. Our site,
www.capogrosso.com contains various information
on New York City, New York State and Federal Traffic
Rules and Regulations. It will inform you of current
legal trends, regulations and amendments concerning
NY City and NY State Motor Vehicles and
Transportation Laws. Legal areas we cover include,
but are not limited to:
• Moving violations
• DOT and Non-moving violations
• Dimensions of vehicles–over-width
and over-length violations
• New York State Highway use
• MVT tax stamp
• State and city overweight permits
• Alternative truck routes to destinations
...and much more!
The information provided on our site will prove
beneficial in helping you avoid needless summonses and fines. If you need legal representation on any of the above matters or simply have
questions, please do not hesitate to contact our
office. Eleanor Capogrosso, P.C.
305 Broadway, New York, New York 10007
Fax (212) 509-7600
(212) 509-7700 www.capogrosso.com
54 LAND LINE
The rule responds to requirements of the Motor Carrier
Safety Improvement Act of 1999, which required FMCSA to
enforce motor carrier registration requirements and assess
noncompliance penalties. FMCSA wants comments on the
rule by Oct. 28, 2002. Comments may be submitted electronically at http://dms.dot.gov/.
FMCSA releases final PBBT rule
The Federal Motor Carrier Safety Administration (FMCSA)
has announced a final rule establishing pass/fail criteria for
use with performance-based brake testers (PBBTs), which
measure commercial vehicle braking performance.
Motor carriers enforcement officials can use the new technology to determine whether a truck or bus complies with
brake performance safety standards.
The use of PBBTs, which measures brake forces at each
wheel or by measuring overall vehicle brake performance in
a controlled test, is expected to save time and could
increase the number of commercial vehicles that can be
inspected in a given time, said Transportation Secretary
Norman Mineta.
“We need to take advantage of new technology to help
reduce the number of fatalities related to truck and bus
crashes,” Mineta said. “This new safety technology can help
prevent crashes by ensuring that trucks and buses have
sufficient braking capacity.” The new rule will go into effect
Feb. 3, 2003. LL
Are you receiving all the benefits of being an OOIDA member?
If not, join today. If you are, sign up a fellow trucker!
Say goodbye to
high dental costs
with OOIDA’s
dental coverage
Choose from two great Dental Plans –
the Value Plan and the Premier Plan.
The Value Plan provides preventive and
basic dental benefits. The Premier Plan
provides preventive, basic and major
services (subject to waiting periods).
Call the OOIDA Medical Benefits
Group at (800) 715-9369 for more
information and a quote on this or
any of the medical benefits
available to OOIDA members.
This plan is offered to new members of OOIDA who sign up within 90 days
of joining the Association. Existing members may apply only during an open
enrollment period which begins Dec. 1 of each year.
life
health
&
benefits
OCTOBER 2002
TAX
TIPS
Barry and Howard
PBS Tax & Bookkeeping Service
L
Taxing questions: Sensible answers
It is a good idea to make IRA and pension-plan
contributions now. Don’t delay making
contributions for the year. Deposit the full
amounts now, and start earning tax-deferred income.
For 2002, you can contribute $3,000 to a
deductible or Roth IRA ($3,500 if you are at least
50 years of age by year-end).
If you have your own business and do not have a
pension plan, consider opening a Simplified
Employee Pension (SEP) plan, savings incentive
Match Plan for employees (Simple), or qualified
retirement plan now, to get the tax deduction and
start your tax deferrals.
However, don’t overlook the
new “one-person” 401(k)
plan. If you have no full-time
employees with the exception
of your spouse, you are
eligible for an owner-only
401(k) regardless of whether
you operate as a proprietorship, a partnership, a
corporation or a limited liability company. Multiple
owners also qualify. Provisions in last year’s tax cut
bill made one-person 401(k) plans, also known as
individual or owner-only plans, less costly and
more attractive for self-employed workers.
Financial companies say the plans offer several
advantages over traditional retirement programs
for the self-employed.
deadhead miles is a deductible item. That is not the case.
Only the cost to operate the truck, i.e. fuel, repairs and
maintenance covering those deadhead miles is deductible.
Additionally, many truckers often ask whether doing their
own maintenance is a deduction. You cannot deduct your
time for working on the equipment. Even though you’re
not able to deduct your time, the benefit is you are
saving the cost of having someone else do the work.
Some owner-operators do take a deduction for
deadhead miles as well as a deduction for doing their
own repairs. However, if they are audited, those
deductions will be disallowed and they will be paying not
only the tax owed, but penalties and interest as well.
How long should I keep records?
There are many different opinions as to how long to keep
tax records. We suggest to our
clients they keep records for the
past five years and if they have
enough space, we encourage them
to keep seven years worth of tax
information and returns. This is
especially true of our self-employed
clients.
We suggest to our clients
they keep records for the
past five years
Frequently asked questions
If I move in with a man to whom I’m not married,
and contribute to the mortgage payments on his house,
can I deduct the share of the mortgage interest I pay?
To be able to deduct mortgage interest, you must
be legally obligated to pay the mortgage. Unless
your name is on the mortgage, the answer is “no.”
What about deadhead miles?
A common misconception concerns deadhead
miles. There are many owner-operators and tax
preparers who think income lost as a result of
56 LAND LINE
Is it a good idea to refinance my home now?
Because of our bad economy, interest rates have hit what
we consider to be at or near rock bottom. That is a plus.
You can now lower your mortgage payments
considerably by refinancing. There are various programs
available. It also may be possible to take cash out of your
home and keep your payments the same. You might
consider going to a 15-year mortgage while interest rates
are so low in order to pay off your home quicker and
save thousands of dollars in interest. LL
This article has been presented by PBS Tax & Bookkeeping
Service, a company that has been providing income tax and
bookkeeping services to the trucking industry for more than a
quarter century. Contributions to this article were made by
Shasta May, director of business development for PBS. If you
would like further information, please contact us at 1-800-6975153. Visit our web site at www.pbstax.com.
Everyone’s financial situation is different. This article does not
give and is not intended to give specific accounting and/or tax
advice. Please consult with your own tax or accounting
professional.
OCTOBER 2002
MEMBERNEWS
Trucker’s wife in spotlight with first book
Debby Richardson, wife of OOIDA member Mitch Richardson, is
splitting her time spent handling the day-to-day operation of the
Richardson’s trucking business with radio interviews and book
signings. Richardson is promoting her first book, “September
Fury: The Day Terrorists Tried to Kill the American Dream.”
Published by 1st Books Library, this book looks at the
September 11 attack on the World Trade Center from the perspective of an ordinary citizen — trucker’s wife. “September
Fury” is available in paperback, hardback and electronic editions
through 1st Books Library at 1-800-839-8640 or
www.1stbooks.com. The Richardsons reside in Covington, GA.
—by René Tankersley, feature editor
Are you a member of OOIDA?
If not, your magazine could be missing valuable information.
Member readers receive an info-packed section inside their
Land Line featuring insider tips, member news, benefit
program updates, discount announcements and more.
Independent contractors honored
OOIDA members were among the winners of the 2001 Truckload
Carriers Association 15th Annual Independent Contractor of the
Year Awards. The awards recognized top independent truckdrivers for safe and reliable service.
OOIDA member Scott E. McCurry, Eagle Grove, IA, of Umthun
Trucking Co., received the grand prize. OOIDA member Lanny
and Connie Beyer, Hancock, MN, leased to Midwest Coast
Transport, took third place. Other winners were Patricia A.
Rauschnot, Emerald, WI, Dart Transit Co. (2nd Place); Henry E.
Shriver, Eagle Grove, IA, Umthun Trucking Co. (4th Place); and
Earl Faro, Trout Creek, MT, Sammons Trucking (5th Place).
OOIDA member loses life in highway tragedy
Trucker and OOIDA member Paul M. Brannan, 43, lost his life
Aug. 16 in a fiery tanker truck accident near Savona, NY.
Brannan, of Arkport, NY, died after the fuel super tanker he was
hauling with his Peterbilt left the road just beyond the Savona exit
on I-85 and burst into flames.
There were no other injuries. The
tanker carried 11,000 gallons of
fuel. Brannan allegedly escaped
from the truck and crawled toward
the highway pavement, rolling as
he attempted to put out the flames
that engulfed his body. He was
pronounced dead at the scene.
Brannan was well known for his
community involvement, commitment to his family and profession.
His friends and family describe him
as a caring and generous man and
the ultimate professional trucker.
The cause of the crash is still
under investigation. LL
Call Toll-Free Today
1-888-169-2237
www.compunetcredit.com
OCTOBER 2002
LAND LINE 57
OOIDA
ON THE ROAD
Woody and Paula Chambers
Marcotte couple
We were asked one
day over the CB,
man with tiny truck
“What are you hauling
in that big fancy
trailer? A load of
professional
truckdrivers?” Woody
said we represented
OOIDA and explained
why were on the road
and what kind of
information we we’re
delivering to truckers
on the job. “Want to
cThomas A. Smith,
know what I’m hauling?” came the reply.
OOIDA member from
“Dispatchers’ brains and other body
Goldsboro, NC. Smitty
parts …”
won seven awards at
A driver asked over the CB, “Is that the
Salt Lake City. He’s
OOIDA truck?” Woody said, “Yes, the one leased to Mayflower,
and only.” The driver’s response: “I saw it
Select Van & Storage
in the magazine, never thought I’d really
out of Omaha.
see it on the road … I gotta call my wife!”
cOOIDA members David and Diane Marcotte,
Momence, IL, were among those we met at the
Truckers Jamboree in Waupun, WI, in early August.
Here’s David and Diane with a tanker owned by
Paul Marcotte Farms.
We knew Richard and Diny
Walter of Holland, MI, were
members by the decal
on their truck. Richard and
his KW are leased to
Dynamic Transfer,
University Park, IL. a
cHere’s Woody with Dennis Werner, owner of
Pro Wrench Truck Service in Carol Stream, IL.
Pro Wrench is the northern home of the OOIDA
truck. Dennis Werner provides secure parking,
all preventive maintenance, services and topnotch fabrication work on the trailer.
58 LAND LINE
bLonnie and Judy Johnson are
members from Janesville, WI.
We met them at Waupun.
OCTOBER 2002
Ship wreck and she devil
The 13th annual Great Salt Lake Truck Show was held Aug. 23, 24, 25.
A National Association of Show Trucks (NAST) sponsored show, it was a
great time and we met a slew of OOIDA members.d
truckshow
bBill and Tina Bryant, West Valley, UT,
are members leased to CR England.
With their truck, “Blackbeard’s
Revenge,” they won the People’s
Choice Award, plus first in
Graphics/bobtail.
Sasso tatoo
man with award
cOOIDA members Charles and Paula Paurley,
Salt Lake City, came by the OOIDA truck and
renewed membership, during the Great Salt
Lake show.
cOOIDA member Paul Sasso, Edgewater,
FL, takes time out from his active role in
the organization of the convoy for Special
Olympians to show his OOIDA tattoo. Is
Paul a loyal member or what?
bAt Waupun, we met OOIDA
member Dee Jordan and wife,
Sharon, of “Jordan and Jordan,”
Lithonia, GA. Pictured: Dee and
his working show truck.
OCTOBER 2002
bIt was great meeting OOIDA member
Joe Roman of Munford, TN, at
Waupun. Joe was recently honored by
Express Trucking.Com as Expediter of
the Month. He is leased to Tri State
Expedited Services Inc.
Editor’s note: Woody and Paula
Chambers are long time members of
OOIDA. They live in Hoffman Estates,
IL. Woody is a member of the OOIDA
board of directors.
LAND LINE 59
MEMBER
PROFILE
Tom Dixon, Blue Springs, MO
Donna Carlson
Staff Writer
A trucker who drives with a putter
When he’s not behind the wheel or delivering a
load, 50-year-old trucker Tom Dixon is out on a
golf course polishing his putting skills. In his
spare time, Dixon is a pro-golfer on the
miniature golf circuit.
As a top-ranked miniature golf player — yes,
there is a pro miniature golf tour — Tom Dixon
packs a pair of putters in his truck so he can
practice wherever he goes.
The purse for winning a miniature golf
tournament isn’t quite in the Tiger Woods
category but it ain’t bad. Entry fees average
$100 and first place pays about $5,000 for
major tournaments. “I’ve played for as much as
$50,000,” says Dixon, “and for nothing if it’s a
charity event.”
Dixon’s yearly take is
$20,000 to $30,000,
depending on the number of
tournaments he has time to
enter. “I can’t always get a
load to the town near a
tournament,” he says, “but
when I do enter and win, the cash comes in
handy to buy things for my truck or to pay an
airline fare to the next tournament.”
He has been on the road since he learned to
drive a semi-truck while on the professional
rodeo circuit. A seasoned trucker “taught him
the ropes” and gave him work hauling cattle and
horses between shows, he explained.
From the late ’70s until 1990, Dixon traveled
the professional rodeo circuit. Dixon says his
doctor put a halt to rodeo after he broke his
wrist 13 times and his neck twice riding
bareback broncs.
“I had to look for a more sedentary lifestyle
that involved
traveling,” he says.
Dixon turned to
trucking as a way to
make a living and
took up miniature
golf for fun. Now the
T600 Kenworth is
his mode of
transportation to the
mini-golf
tournaments that
function as part of his
livelihood.
Last year, Dixon
Dixon is ranked number one
in the United States and
91st in the world
60 LAND LINE
OOIDA member Tom Dixon
played in about 100
tournaments. This year, he
expects only to play in 50 to
60. Products he hauls for
Butler Transport don’t always
coincide with tournaments.
“Getting to a tournament can sometimes be a hassle,
but so far my company dispatcher at Butler has been
good about working to get me loads close to a
scheduled tournament.”
No matter how resourceful Dixon’s dispatcher is, it’s
doubtful he can route Tom’s truck to Europe, where
some of the mini-golf ’s most formible competitions
take place. But Dixon, ranked number one in the
United States and 91st in the world, has found a way
to get there. He is the captain and coach of the USA
Miniature Golf Team.
On the team, says Tom, there are seven men and
three alternates. Based in Myrtle Beach, SC, Team
USA represents the United States in many European
OCTOBER 2002
Ohio town approves CB control law
tournaments, as well as
competition here at home.
“They take miniature golf
tournaments seriously in
Europe,” he says. “Those
European golfers are really
tough.”
European mini-golf is
completely different from
American courses, he says.
“Most courses are constructed
of concrete or slate, and the
balls are made of rubber,” he
says. “And the rules are
different. The switch from
grass to concrete is rough, but
seeing the different countries
makes it worthwhile.”
Dixon says Team USA is
responsible for paying its own
way to the foreign
tournaments. “If we’re lucky,
sometimes we find a sponsor
for part of the fees,” he says.
“I’m lucky to have Putter’s
Paradise in Missouri and
Micro Golf in Wisconsin as
sponsors.”
Dixon calls Blue Springs,
MO, his home, but says he’s
seldom there. “When I am
home, I play regular golf.”
Miniature golf, he says, can
burn you out. Listening to
Tom’s plans for the future, it’s
obvious he’s not worried too
much about “burn out.” He
would like to start a golf
association for truckdrivers. LL
Lancaster, OH, officials passed a measure Aug. 26 to help local enforcement
of the FCC’s Part 95 CB radio rules. The city’s law will give prosecutors a tool
to fight those not following FCC rules.
Under the city ordinance, CB radio users operating on what’s termed an
unlawful frequency or using excessively powerful equipment could be cited for
a misdemeanor, with a maximum penalty of six months in jail and a $1,000
fine. Ham radio operators are exempted because the city says they are
trained, licensed and regulated differently under federal law.
The FCC believes Lancaster is the first municipality to enact such a farreaching ordinance to regulate CB radio within the city limits. LL
When you just can’t leave
your best friend behind.
It’s hard to walk out that door
with those big blue eyes
looking up asking when
you’ll be home. When
you decide to take your
little buddy you need the
special protection of OOIDA’s
Passenger Accident
Policy. It features low
premiums, high benefit
limits and no deductible.
All benefits are paid
regardless of other
insurance coverage.
(800) 715-9369
Quality Service.
Competitive Rates.
OCTOBER 2002
Just the
other day...
Pete Rigney
Of war, drivers and 9/11
When our granddaughter went off to the Gulf War in
’96, My Girl Shirl and I went to Killeen, TX, for hugs
and kisses and teary-eyed farewells. She told us she
would be stationed in Dhahran in a hotel. What
could be safer? I kept reassuring her worried grandma
everything would be fine. I said that to her many
times — right up until the moment terrorists blew up
the building where Shannon was quartered. Luckily,
she was not in the building, but that’s another story.
Shannon and her husband Scott were both in the
Air Force, in a communications unit, temporarily
assigned to the Army. We drove with her to Ft.
Hood, TX, to pick up her gear. I had driven by the
base dozens of times,
but this was my first trip
inside. Our grandkids
took us on a limited
tour. I was told this is
one of the largest
military bases in the free
world. It boasts 360
square miles, a few counties and three shopping
centers!
I was amazed at the amount of ordinance we own.
As I looked to the right and left I could see nothing
but tanks, attack helicopters, trucks, and whatever it
takes to make a mighty army move in and conquer
the enemy. The trip reminded me of the lush valleys
of California where seemingly endless rows of fruit
trees and vegetables disappear over the horizon.
However, these weren’t living things that disappeared
over the horizon. These were weapons of war, and
thank God they belong to us.
While waiting for Shannon to gather up her gear, I
noticed a large device on the hub of a Class 8 military
truck. Not being that knowledgeable about military
trucks, I asked Scott if he knew what those things
were mounted on the outside of each wheel.
“That’s a CTIS,” Scott replied. The acronym
brought forth a blank look from Grandpa, and Scott
hurriedly explained, “CTIS stands for Central Tire
Inflation System. It makes it possible for the driver to
inflate or deflate the tires while the truck is in motion.
When we cross an area where there might be soft earth or
sand, the driver will throw a switch and let out the correct
amount of air to get a softer tire and better traction. Once
he gets back on the highway he’ll pump them up again.”
Fantastic! I thought of a lot of drivers who could use a
CTIS when picking up produce in the field, or delivering
furniture, or construction material way out in the boonies,
or when caught in a sudden snow storm. Maybe this piece
of hardware will eventually find its way to our industry like
Teflon and a lot of other things that were originally
designed for the military or NASA.
Talking heads, pickup trucks
How are you guys and gals doing? I just saw a pickup truck
on TV in a bad accident. Over and over “the head” in the
newsroom kept referring to “the truck.” Not once did he
refer to the vehicle as a pickup truck. He made a few
comments about the dangers on the highway with the word
truck sprinkled in here and there. It ticked
me off. I spent an hour trying to get the
station on the Dish Network. A previous
appointment forced me to quit, but the
cheap shot this guy took never left me.
I thought about this and you folks who
never seem to get a pat on the back from the
TV people or the public, in spite of your
skills as drivers. Somehow, the driver manages to become
the negative subject of many newspaper and magazine
articles, nightly heads on TV, and in DOT discussions. I
spent the next few weeks asking drivers why this should be.
Their answers did not surprise me.
For openers, you are very visible. You look very big next to
cars. You scare motorists, who don’t have a clue as to your
safety record, when you are next to, in front of, or behind their
cars. Unfortunately, the wild reputation of the ’60s and ’70s
trucker is still with you, even if all of you weren’t born before
1980, or didn’t start to drive until 1990.
And if all of the above doesn’t do it, talking trash on the
CB makes for lousy public relations, even if the offending
words came from a wannabe trucker in a pickup, an RV, a
four-wheeler or a base radio. Nobody questions the source.
They just assume it was one of those potty-mouth truckers.
It must be your reputation that keeps you at bay with all
of those bright people like lawyers and legislators who keep
dreaming up new ideas for you to live with. This is
especially true with the extremely smart people who have
never driven a truck, or even sat in one.
… these were weapons
of war, and thank God
they belong to us
62 LAND LINE
OCTOBER 2002
Talking heads, pickup trucks
Just look at the organizations out there. There are alphabet
soup organizations representing every phase of this industry,
and just about every part of your truck. Somehow, I don’t
believe most of them ask you about anything, because most
of them represent something other than the driver. And they
lobby in Congress for everything but the driver. Other than
OOIDA, I’m hard pressed to find anybody representing
drivers, except those recruiting for warm bodies to drive
trucks, no matter what country they come from.
Most drivers felt the industry should get real with hiring
practices. Looking for cheap labor in all the wrong places
may sound like a song title, but that’s what recruiters are
doing. And what do they get? Big turnovers and deeper in
debt. I know a guy who never drove a big rig in his life, and
he got his CDL in four days. So did his wife. They never
went to an accredited school or did any apprenticeship
driving. They just went out and bought a truck. So much
for safety.
Why hire foreigners, when there are good, safety-oriented
American drivers out there, who want to earn something
that pays better than turning hamburgers at a fast food
emporium?
Some drive around in their native attire. That’s OK with
me, and it’s kind of colorful, but since 9/11 everybody is
spooky about Middle Eastern drivers, especially when they
haul fuel, hazmat or chemicals. Most out here are nervous or
cautious, and until we put an end to terrorists coming into this
country, like it or not, we’re going to stay a little spooky.
And that brings up another subject: American truckers are
the most patriotic guys I know. Mercy! I have received so
many patriotic letters and e-mails; I had to start a GBA file
for my God Bless America quotes. While working on my
notes in a truckstop dining room, one curious driver saw
my folder with “GBA” on it. When I explained what that
meant, he suggested I spell it out, instead of copying the
trucking industry with their penchant for initialing
everything. He went on to say the letters “GBA” have
become part of the culture and they don’t stand for God
Bless anything, but rather Go Bomb Afghanistan.
Aside from my files and letters, I am overwhelmed at the
number of trucks wearing red, white and blue decorations
and flags. Within days after America’s worst tragedy, I saw
several trucks with 9/11 slogans and statements painted on
the tractor. You guys are the greatest. You aren’t organized,
and you don’t wear uniforms, and you take a lot of oral,
written and legal garbage from people who should know
better, but you’re always there when America needs you.
GBTAT! That’s Silver Fox language for God Bless the
American Trucker! Now that could become a bumper
sticker of worth.
Something to think about while traveling from Point A to
Point B. LL —The Silver Fox
What are you doing
to prepare for
your retirement
down the road?
early 60% of professional truckers have
not yet started saving for their retirement
years. That’s why OOIDA has developed
OOIDA Retirement Plan for members.
N
OOIDA has made saving for the future
simple and beneficial.
The OOIDA Retirement Plan was created for
the small business trucker. It allows flexible
contributions so you are able to save when funds
are available and in amounts as low as $25.
It also stays under your control regardless of
any carriers you may lease to in the future.
With the OOIDA Retirement Plan, members can
take advantage of:
A tax-deductible SIMPLE IRA
(save up to $7,000 per year tax-free in 2002)
Flexible retirement annuity
with tax-deferred interest
Guaranteed interest rate
(special interest rate on initial deposits for the first year!)
Call now for your
applications and start
saving today!
800-715-9369
OCTOBER 2002
LAND LINE 63
PAUL’SPICKS
Great American Trucking Show: Dallas, Sept. 6-8
There are three ways I measure the success of a truck show:
Heavy-duty drilling, through truck frames (along
by its attendance, the attitude of the attendees and by the
number of new and interesting items I find for you. By each
of these measures, the Great American Trucking Show was a
success. After a slow Friday, the aisles were packed
Saturday. The mood of most attendees was upbeat, and I
found a number of items to tell you about. Here they are.
The Professional Drivers’ Road Atlas from Universal
Map couldn’t hope to compete with the long-established leader
in truckers’ atlases unless they had a better product. I think they do. Their city
indexes are on each state map, not in the
back. They list more than 62,000 municipalities, vs. less than 24,000. They have
51,000 point-to-point distances listed,
about 6,000 more than the other one.
Universal Map also has almost 2,000
truckstop listings. The maps are easy to
read and quite up-to-date. Contact: 1877-708-6277, www.universalmap.com
Load Xpert axle load calculation software from Cie-Tech
could have saved my son from a few tickets. When he was a
steel-hauler, he never ran over 80,000 pounds, but he occasionally wound up being over on his axles. By entering his truck configuration only once, then entering information about each load,
the software would have identified the proper locations for his
coils. It also works with compartmented tankers, van-type trailers,
and any vehicle from two- to 11-axles, or more for super-heavy
haulers. Cie-Tech even has permit application software for heavy
haulers. Contact: (450) 923-1458, www.loadxpert.com
Lucerix is a Canadian mirror manufacturer with several creative
items. Their Smart Mirror system automatically rotates a
West Coast mirror to keep the rear corner of the trailer in view
at all times, without the driver needing to activate any controls. A
dash mounted keypad calibrates the mirror and turns it on and off.
Lucerix also makes the X-Mount Mirror System, a towing mirror
that can be retrofitted to most popular SUVs and pickup trucks.
The bracket extends the mirror outward up to 4-1/4 inches, to a
total of 21 inches full extension. The Lucerix X-Mount is available
with manual or motorized and heated glass. Contact: 1-800-2953703, www.lucerix.com
Load Stabilizer is a company and a product. The product, made of
heavy duty polymer, helps protect loads from damage by
securement devices. Load Stabilizers replace V-boards, pallets
and loose boards used to secure loads. They can be used on corrugated boxes, pallets of bulk, bagged items from grains to
cement, and cylindrical items from paper rolls to barrels and
drums to coils of steel. Contact: (832) 473-7961,
www.loadstabilizer.com
64 LAND LINE
the center line only), diamond plate and other thick
materials calls for a heavy-duty electrical or pneumatic
drill, usually with a 1/2
to 3/4 inch chuck, with
an accessory handle. To
make work easier and
more efficient, Pressure
Handle Inc. is a replacement accessory handle
with a lever-like device
that lets you pull the drill into the work. Just run a
chain from the work over the chain sprocket on the
handle. When you twist the handle, a 30 to 1
worm gear multiplies your strength to tighten the chain and pull the drill. It also
works in a confined area where you cannot put full-body force behind the drill.
The Pressure Handle is rugged enough to be left on the drill continually.
Contact: (503) 831-1309, www.pressurehandle.com
Cab Fresh Filter Co. makes replacement cab air intake filters for
trucks from pickups to 18-wheelers. According to the maker, the electrostatic filtering material removes 97 percent of dust, road grime and pollen, and activated
charcoal reduces odor 76 percent. A special anti-microbial layer improves air
quality. The filters also help reduce clogging of A/C and heater cores.
Cab Fresh has expanded its line to include color-molded wheel inserts
for most popular styles and sizes of aluminum wheels. Previously available in
chrome, red and gray, the insert line now includes a variety of colors to accent
most truck paint schemes. The hole inserts also protect wheels and make carrying and handling wheels easier. Contact: 1-800-457-3739,
www.nemr.net/~cabfresh
K-10 Eyeball Mirrors have improved their single-arm mounting system.
Called the Version-2, this new K-10 can be pivoted easily by lifting the post
until gear teeth are no longer engaged, then
positioning the post as desired and releasing it.
A spring keeps the teeth engaged, while setscrew locks the post in position. Version-2 of
this popular blind-spot mirror adjusts in 12degree increments. Several styles of V-2 arms
and mounting assemblies are available to fit
every truck. Contact: 1-800-531-7496, www.K-10.com
Air Tabs from Aeroserve Technologies Limited are adhesive-backed, triangularshaped aerodynamic devices that are put on the trailing edge of tractor and trailer sides and roofs. Using sound aerodynamic principles, Air Tabs are said to
reduce splash and spray, reduce wandering in cross winds, and
keep the rear of the vehicle cleaner. I’ve arranged to test Air Tabs in the near
future, and I’ll report my findings in a few months. Contact: 1-800-475-2155,
www.airtab.com
How many times have you wished you had your own personal transport when
you were at a receiver or a truckstop for any extended period? If you drive a
motorcycle, you need a Hawghawler, developed by trucker Cliff Beaty and made
by Nevada Research and Design Corp. The Hawghawler mounts behind the cab.
It lifts, stores, secures and lowers virtually any motorcycle. The
self-contained units have an electrically driven hydraulic pump mechanism.
Hawghawlers, available in custom widths starting at 24 inches, weigh less than
400 pounds. Contact: (775) 887-0670, www.hawghawler.com
OCTOBER 2002
Mountain Tarp manufactures flip-tarps up to
48 feet long. They can be had in manual or
electric models, in side-roll or end-to-end versions. What differentiates Mountain Tarp from
other tarping systems is the arm construction.
Most systems use round section pipe, which
often breaks at critical bend points. Mountain
Tarp arms are extruded aluminum tubes with
outer reinforcing webs that give the tubing the
strength of an I-beam. The systems, which can
be ordered with a variety of accessories, are virtually maintenance-free. Contact: 1-800-2487717, www.mountaintarp.com
These items are what I think are new and worthwhile at the Great
American Trucking Show. Remember, my evaluation is based on technology, practicality and usefulness. I have no way of knowing the financial health or management strength of these suppliers, some of which
are brand new start-up ventures. Be cautious if you decide to buy. If in
doubt, use a credit card. Many card companies will stand behind their
cardholders in disputes with merchants. Some may even have their
own warranties on products bought with their card. LL
In August/September’s Paul’s Picks from ITS, I
told you about the Universal Big Truck Tire Step
from Ehnes Co.
They now have
accessories
for the
steps, which
clamp onto
tires to allow
easy access to
windshields, platforms and trailers. Now you can
get seat cushions that Velcro on. The steps fit
into a roll-around tray with four 90-pound casters. The tray makes the step a roll-around seat.
Without the seat, the tray serves as a creeper for
parts and tools. Contact: 1-888-200-6695,
www.ehnescompany.com
Safety Vision makes remote TV cameras to
assist backing and to eliminate blind spots. One
advantage cameras have over auxiliary mirrors is
they can see in very low light conditions. The
Safety Vision SV-CLCD65 system features a
camera with a 120-degree (diagonal) field of
view that operates
from sunlight
down to as little
as 0.01 lux, about
1/100 of a
candlepower. The monitor has a color LCD
screen with a 6.8-inch (diagonal) color screen
with 270,000 pixels resolution. The system can
be activated whenever the vehicle is in reverse.
A wiring kit with a second connector is available
for tractor-trailer use. Contact: 1-800-880-8855,
www.safetyvision.com
Sprague Controls took their Road Watch icing
detection system and made it an optional
accessory to the MotoMirror. The infrared
scanner fits inside the mirror shell. When road
surface temperature dips to 39 degrees or
below, an amber LED warning is lighted behind
the mirror glass, and the road temperature is
displayed above the warning. Contact: 1-800441-2048, www.comvehsys.com
OCTOBER 2002
LAND LINE 65
WHAT’S
NEW
in trucking equipment, products and services
Special designer mirrors
N
I
W
a set of
West Coast
mirrors
from all
Six winners will be drawn eived in
rec
ds
car
se
pon
reader res
12, 2002
Land Line offices by Nov
Cham-Cal Engineering’s Open Road
Truck Mirrors now offer the discerning
trucker a high-style alternative to regular
mirrors. The new “designer series” stainless steel mirrors are offered in either the
“Twisted Twine” or “Diamond Cutter” pattern actually engraved into the metal and
clear coated for a smooth and durable
finish. The mirrors mount with 5/16-inch
to 18-inch threaded stainless steel studs
and are wired for 12-volt systems with
60-inch leads. Circle No. 196 on Response Card
More shine,
less maintenance
Now your aluminum wheels can look good with
less effort. Dura-Bright wheels is a new patented
process from Alcoa that sheds road dirt and grime
from your wheels and protects the shine through
ordinary washings. The Dura-Bright wheels need no
polishing, painting or special chemicals. The process
is not a surface coating, but an integral part of the wheel
itself. Circle No. 197 on Response Card
“The truck was
still shining!”
OOIDA members Sam and Ed Watson
have won more than 70 trophies in
three years with their 1974 KW show
truck, “Rainbow.” Sam says the only
product that will hold up to working
and showing both is White Diamond
Metals Polish. This is a concentrated,
fast-drying polish formulated for hand
cleaning or power buffing of aluminum
and other metal surfaces. Sam says
the original brilliant shine is restored
with effortless cleaning. No cleaner is
needed before use with this one-step
polish. The special wax formulation
sets it apart from other metals polishes. White Diamond works on aluminum, chrome, stainless steel, brass,
copper, silver, gold, and even will
remove water scum lines from boats.
White Diamond claims to cut through
road grime and remove bluing and
boot burns from motorcycle pipes.
66 LAND LINE
Durable trailer tire
Yokohama Tire Corp. is releasing its newest premiumgrade long-haul trailer commercial truck tire, the
RY587 MSC. The RY587 is designed to reduce irregular tire wear using technology developed on previous
steer axle tires. Yokohama says the RY587 reduces tire
wear by minimizing pressure at the edge of the tread.
Special features include ejector ribs that prevent
stones from reaching the bottom of the grooves,
where casting
damage can
begin. When
road tested,
RY587 demonstrated
increased
mileage and
better wet traction. Circle No.
205 on Response
Card
Owner-operator friendly
tracking system
iNet-Blue Corp. announces TraXall,
a system that uses the Internet for
tracking or
monitoring cargo
shipments in North
America and
globally, like the big
boys. With TraXall,
you can easily
locate your tractor
and trailer or find a
stolen vehicle. You
are in control of the
monitoring via your
own PC/Mac, and
it’s affordable enough for a onetruck operation.
The product is designed for a
single unit, or an entire fleet, and
accuracy is said to be within 30
feet. The TraXall Falcon unit features
easy-to-install compact mobile
tracking hardware and fast call-up
via the Internet through a userfriendly asset tracking and
management web site. The Falcon’s
wide cellular network covers 98
percent of the United States with no
roaming charges.
July winnerof the lube-free 5th wheel coupler plate: Steven R. Keeling, Martville, NY
OCTOBER 2002
Small fridge for daily needs
If this company can make little fridges for the NASA space shuttle
program, they can make them to withstand daily use in a heavy truck.
Truckfridge.com sells a full line of Indel B mobile DC refrigerators.
The recently introduced TB36 by Indel B is a 1.0 cu. ft. drawer fridge
that’s been a hit with OTR drivers as well as day cab drivers. This
front-opening drawer
fridge/freezer
measures 9 3/4 inches
high by 17 1/4 inches
wide by 28 1/8 inches
deep. Equipped with
an adjustable
thermostat and cooled
by a Danfoss 12v/24v
true DC compressor,
safe food storage
temperatures are maintained even in 110-degree F ambient
temperatures. A built-in safety cutout stops the compressor from
overheating if the temperature exceeds 125 F. Battery protection is
also achieved with a low voltage cut out at 10.5 volts. The fridge
comes with a standard two-year warranty.
Truckfridge.com offers several other sizes to fit most truck cab and
sleepers. Circle No. 201 on Response Card
Faster temperature
pull-down
Thermo King’s newest refrigeration unit, the SB-400 is designed
with deep frozen cargo in mind.
TK claims to have the highest
cooling capacity at low temperatures and super fast temperature
pull-down while providing the
best fuel efficiency available. A
variety of performance options available include PrimAir
bulkhead and unique PrimAir duct system or bring temperature control and monitoring inside the cab with its
Smart Reefer option. At 100 F ambient, the SB-400 has
the capacity of 60,000 Btu/hour at 35 F; 40,000 Btu/hour
at 0 F, and 30,000 Btu/hour at minus 20 F.
Air-powered landing gear
Patriot Lift Co. offers an easy-to-operate air-powered landing
gear system ergonomically designed to save your aching
back. The system automatically raises and lowers a trailer’s
landing gear through the emergency brake system. The unit
raises or lowers landing gear in 20 seconds — no injuries,
resulting from hand cranking, to you, your fifth wheel or trailer faceplate. The system operates in both high and low gear
and easily retrofits to your existing manual landing gear. The
unit weighs in at only nine pounds, but has a 20,000-pound
lift capacity. Patriot lift comes with a one-year manufacturer’s
warranty. Circle No. 202 on Response Card
OCTOBER 2002
Cushion your freight
The Cargo Pillow, a reusable inflatable air bag, is a
one-time investment in savings on damage and loss.
Each pillow fills void spaces between the cargo and
trailer walls absorbing shocks and vibrations, while
protecting cargo from shifting within the trailer. The
trailer pneumatic inflation system from IST Ltd. gives
the driver access to a safe air source used for inflation of air bags, tires, inflatable bulkheads and more
while meeting the requirements of NHTSA.
The pillows are available in three standard sizes or
can be sized to suit any need. Circle No. 200 on Response Card
Smooth out the ride
Gas-Magnum shocks from Monroe offer new tube and valve technology specifically engineered for Class 7 and 8 truck cab suspensions.
Unlike conventional cab shocks, gas-magnum shocks deliver a nitrogen charge that ensures a more precise response to road conditions.
Monroe’s patented PSD (Position Sensitive Damping) groove tube
design ensures a
smooth, self-adjusting ride under a full
range of road conditions, every time.
Circle No. 199 on
Response Card
See inside your transmission
GearMaster II is an instrument that allows truckdrivers to
virtually see inside their transmission while driving. With a
quick glance at
the dashmounted
display, a driver
can observe
which gears are
available at the
vehicle’s current speed and how fast the engine needs to
be running to shift into any of those gears. The
GearMaster II fits all trucks with either a nine-pin or six-pin
ECM data port. It can accommodate up to 20 gears.
Gearmaster offers an unconditional guarantee.
LAND LINE 67
AUDIOBOOK
REVIEW
Jonathan Lowe
Audio Book Reviewer
Books to read with your
eyes on the road
Congratulations to OOIDA board member and
trucker Ray Kasicki, who was recently profiled in
Audiofile magazine. An independent flatbed
operator, Ray says he doesn’t know how many
audio books he has rented the past 10 years. Even
so, Audio Adventures has awarded him a lifetime
membership. “The 10th or 12th time across Texas
… well, you’ve seen the scenery. That’s why a
good mystery keeps you going.”
For a good mystery,
pick up “Jolie Blon’s
Bounce” by James Lee
Burke, a moody tale
about the search for the
perpetrator of a rape
and murder in the
backwater bayous of
Louisiana. Available
unabridged as read by
Mark Hammer, and
abridged as read by Will Patton, the book is so
insightful and well written it sounds like William
Faulkner. As detective Dave Robicheaux wades
through a virtual swamp of desire, deceit and
depravity, it almost seems the characters he
encounters are trapped by their pasts, fated to do
evil by their stubborn obsessions and willful
ignorance. Both narrators nail the regional accents
and the poetic imagery that enliven this story, and
as the focus narrows down to a confrontation
between Robicheaux and a sociopath named
Legion, it becomes easy to understand why the
audio book has won dual Earphones awards for
both readings. (15 hours or 6.5 hours/Simon &
Schuster Audio)
In collaborating on their second novel together,
Peter de Jonge exerts a calming influence on James
68 LAND LINE
Patterson. Of course, Patterson is
about a thousand times more
famous, but his usual go-for-thejugular instincts are nonetheless
held in check in “Beach House.”
The story is about a young
lawyer whose brother is
murdered while working for a
super rich party host in the
Hamptons. There’s no serial
killer here, taunting police. Just a
guy who risks everything to get
revenge on a wealthy man who
believes he is above the law. The revenge method brings
a new twist to the final court trial scene, but the novel
moves slower than usual for Patterson, despite the many
chapters that are his trademark. Verdict? Less suspense
but fewer clichés — and therefore more believability.
Actor Gil Bellows does a good job narrating as he
understands the pacing, and never crosses the double
yellow lines. (6.5 hours/Time
Warner Audiobooks)
For a sampling of the writer
who created the genre of the
detective novel, listen as actor
Elliott Gould narrates
Raymond Chandler’s classic
“Farewell, My Lovely,” about
private detective Philip
Marlowe’s search for a missing
nightclub girl. The first-person
tale, told with self-deprecating
wit, moves in a straightforward
and brisk pace, while Gould, a
believable Marlowe who also acted in Robert Altman’s
film version of the Chandler novel “The Long
Goodbye,” has fun interpreting the characters. (7.5
hours/New Millennium Audio)
Moving on to non-fiction, it was at the height of the
Vietnam War in 1967, while preparing for an assault on
North Vietnam, the monster aircraft carrier USS
Forrestal fell victim to a shipwide fire resulting from the
accidental launch of a missile. After the rocket struck
John McCain’s plane, jet fuel ran like water across the
deck, and other planes soon became enveloped in flame.
Then some older 1,000-pound bombs that were not
OCTOBER 2002
supposed to be there started
cooking and exploding. In all, 134
men died above and below decks.
Now, the first full account of the
tragedy is heard in “Sailors to the
End” by Gregory A. Freeman.
Fiction could hardly be more
dramatic than this true story,
which is also a detailed narrative
about how dangerous life can be
aboard a warship. Kevin Conway
is a good choice as reader, as he
maintains a documentarian’s tone. (6 hours/Harper
Audio)
Finally, we’ve all heard the stories of bravery and rescue
after the twin towers collapsed on September 11. Now
comes a look at the mysterious how and why behind the
attack, from the perpetrator’s point of view. Why was no
one able to stop “The Cell” from the worst terror act in
America’s history? Surprisingly, according to author and
broadcast journalist John Miller, we did have warnings
and clues that might have
uncovered the plot, but these
were ignored due to the costs
involved in ferreting out the
truth, and the potential for
cries of racial and religious
profiling. As narrated by the
main author, this audio book
is a chilling look at a growing
threat against our way of life
by radicals who believe their
God condones genocide
against non-believers. (4.5
hours/Simon & Schuster
Audio) LL
Audio books can be rented from Audio
Adventures in many truckstops or by
calling 1-800-551-6692. Reviewer
Jonathan Lowe is an award-winning
novelist, Audie award judge, and also
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OCTOBER 2002
LAND LINE 69
Cab
Comfort
part two
It’s your home.
How can you make
it more liveable?
by Paul Abelson, technical editor
70 LAND LINE
Many trucks with sleepers have a TV set and most
have VCRs. If you’re in the market for a new set or
player, you might want to consider getting an
inverter to convert the truck’s 12-volt DC current to
110 volt AC household current. Using an inverter
allows you to buy good quality products for less
money because you won’t need built-in transformers
for each appliance.
When installing an inverter, there are several things
you must keep in mind. Wire must be sized for the
amperage it will carry, not the wattage of the
appliances (watts = amps x volts). A 120-watt TV
may draw only one amp, but it draws 10 amps from
your 12-volt battery before it gets to the inverter.
Then you have to add another 10 to 20 percent to
make up for current lost because inverters are only
80 to 90 percent efficient.
Xantrex has been the leader in industrial grade
inverters for a number of years. Their units are close
to 90 percent efficient, but other makers, such as
Cobra, Whistler, Coleman and Vector, have also
introduced industrial grade units for truck
applications. There are probably others. You can find
them with a search on the Internet by looking under
“inverters.” Don’t buy on price alone. Check
OCTOBER 2002
If you’re in the market
for a new set or player,
you might want to
consider an inverter …
efficiency and make sure it can
handle surge currents at least
double the continuous rating.
Above all, be sure the inverter is
sized to handle the maximum load
you’ll be placing on it. If you run a
900-watt coffee maker while a
1,000-watt microwave is cooking
dinner at the same time you’re
watching a video on your TV
(2,125 watts total), you’ll be
drawing between 2,350-watt and
2,700-watt through your wiring,
due to the inherent inefficiency.
The current from your 12-volt
battery pack to the inverter could
be as high as 220-amp. And that’s
just to the inverter. Don’t forget the
regular 12-volt loads in your truck:
lights, fans, radios and satellite
communications. When wiring the
inverter, it’s a good idea to use sixgauge wire or thicker; four-gauge is
preferable.
If your comfort and convenience
items draw that much current,
consider getting a generator set.
Otherwise, you can quickly drain
your truck’s batteries below the
level needed to start your truck.
Batteries are located out in the
weather, and even though your
alternator may be working
perfectly, cold-soaked batteries at
freezing temps or below may not
take a full charge. After a week on
the road with repeated partial
charging, they may be too weak for
an engine start. Nothing wrong
with batteries or alternator, it’s just
the weather.
Shore power, as the name implies, is a term with origins
in the marine industry. It involves bringing household
current (120V) from an outlet to the truck, usually with a
heavy-gauge extension cord. Most trucks have plugs for
engine block heaters, useful when at a company facility that
has shore power at truckstops, as a means of reducing
idling. Trucks can now be ordered with plugs that accept
shore power for creature comforts, not just electric block
heaters. Phillips & Temro makes Cab Power, a complete
OCTOBER 2002
LAND LINE 71
CabComfor
Because of their high initial price, not everyone can
weatherproof exterior plug, a load center for power
afford a generator set. Since the main source of savings
distribution, a flush-mounted receptacle housing for
is the reduction of idling, and most idling is done to
120V plugs and all necessary wiring harnesses. Cab
keep engines and cabs warm in winter, even quicker
Power will work well with the Xantrex inverter,
returns can be realized with fuel-fired heaters. In the
which can use shore power to keep batteries fully
interests of full disclosure, I must tell you I used to work
charged.
for Espar (back in the early 1980s). I’ve tried to stay
One shore power device that has received a good
current with Espar and its competitors, Webasto and
deal of press coverage is Idle Air, the towerProheat (Teleflex). They have models that heat coolant
mounted device that brings heat and air
and pump it through the engine and cab heater cores to
conditioning, cable TV and electricity to a parked
keep engines at operating temperature
truck. It is probably too early to
and cabs comfortable enough to sleep
comment on this system; partly
in.
because it has received mixed
Since most engines today will start
reviews from drivers who have
In the August/September issue’s
at almost any temperature at which
tried it, and partly because, while
Part 1, I mentioned a new seat
fuel will continue to flow, many
there is no capital cost to the
coming from Isringhausen. The
owners choose air heaters, to keep cabs
driver, there are daily fees that
folks at Isri hinted about it but said
comfortable. Earlier models had
will be ongoing. The early towers
I’d have to wait. Isringhausen
thermostats that started and stopped
also restricted the ability to park.
showed the seat at the launch of
the heaters, causing igniters to cycle on
Generators consist of two- or
the new Volvo lineup in August. Isri
and off frequently, wearing out the
three-cylinder diesel engines that
made a theater using the new
igniters and wearing down the truck’s
drive an electric current
seats, so the press could try all the
batteries. Modern air heaters cycle
generator. While similar in
functions. It’s a Volvo exclusive
between high and low heat, keeping
principle to today’s alternators,
now, but will soon be available to
the flame burning so re-ignition need
the generators produce from 250the general public. Among the
not take place. They offer more even
seat’s many features, the backrest
amp to 625-amp at 12-volts
folds to provide neck and shoulder
heating, and insignificant battery
(3,000-watt to 7,500-watt). The
support
independent
of
the
seat
drain.
diesel engines can also drive air
back-angle. It also has a seat
Heaters (and air conditioners) are
conditioner compressors
cushion extension, adjustable
the types of products where more is
mechanically, or auxiliary air
shock absorbers and optional heat,
not necessarily better. Unlike engines,
conditioners can be driven
ventilation and swivel features.
where it’s good to have lots of reserve
electrically with current from the
power when it’s needed, heaters work
gen set. Generators allow greater
best when operating near full capacity.
flexibility in choosing cab
Newer ones that cut back to half- or one-third-heat will
comfort accessories, such as freezers and ovens,
operate without being overstressed, but older designs
ceramic space heaters, water heaters and pumps for
that are either on or off tend to “short-cycle” when not
sinks and showers, and, of course, entertainment
under full load. A heater with capacity to heat an engine
centers. They heat engines by pumping their
when the temperature is minus 40 degrees will turn itself
coolant through your main engine, keeping it at
on and off frequently when the temperature is “only” 10
operating temperatures when it is shut down.
or 20 degrees F. One designed to heat the same engine
Generators virtually guarantee engine starts no
from zero degrees may have to run longer as
matter what the weather. Even if the batteries are
temperatures get colder, but that means it won’t shortundercharged, the generator will produce more than
cycle as much under normal operations. Usually, 15,000
enough current to drive the starter. By saving the
to 20,000 BTU (British Thermal Units) capacity is
engine from idling, they usually pay for themselves
adequate for 12- to 15-liter engines. Cab air heater
in two to three years or less, giving the truck owner
requirements vary with the size of the sleeper. A 6,000
a nice return on investment ever after. They can be
to 8,000 BTU heater should keep a 54-inch bunk quite
transferred from truck to truck, or they will add
comfortable. A 70- to 80-inch bunk might need 10,000
considerably to resale value.
Seats update
72 LAND LINE
OCTOBER 2002
rt
to 12,000 BTU, while a custom (120-inch and
up) may require one larger or several small air
heaters.
Since fuel-fired heaters use less fuel than
generators, which, in turn, use far less than the
main engine, the ultimate in cab climate control is
to have a generator set powering a stand-alone air
conditioner in the summer, and a thermostatcontrolled fuel-fired air heater providing even heat
and air circulation in winter.
For those times when the weather is temperate,
an open window may be more than adequate, but
I wouldn’t advise it without a reinforced screen
across the window, to keep out bugs and other
unwanted pests. If its nice enough to keep the
windows open, even a crack, the custom-molded
air deflectors made for your truck let you drive
with the windows down without getting windwhipped. When you park, they let you crack the
windows for ventilation even when it’s raining.
Sleeper cabs, of course, are for sleeping, so I’ll
wrap up these comments with a couple of
recommendations for a bed and pillow. OOIDA
members Mike and Gail Swiger bought a Select
Comfort air-inflatable bed for their Peterbilt. You
may have heard Select Comfort advertised on
Rush or Paul Harvey. Theirs is 50-inches wide and
has two bladders that adjust individually with a
120-volt air pump. They run the pump with their
inverter. Mike and Gail highly recommend the
bed, and tell me the company is easy to do
business with. I think the perfect complement to
that bed is the Tempur-Pedic pillow. It’s made of a
temperature sensitive foam that conforms to your
head and neck, but returns to its original shape at
room temperature. Denser than most foam
pillows, the contoured Tempur-Pedic provides
excellent support whether sleeping on side or
back. I bought mine at Brookstone three years
ago and I love it. I even got a smaller travel-size
pillow that rolls up and fits in my luggage.
I hope these bits of information give you some
ideas to make your cabs both more comfortable
and more efficient. If any of you have additional
suggestions and experiences, please write and let
us know. And try not to idle your engine. It
wastes fuel, pollutes the truckstop air and costs
you money. LL
OCTOBER 2002
LAND LINE 73
TRUCKER
TO TRUCKER
Ray Kasicki
OOIDA board member
Absence makes the
heart grow fonder
Many people say trucking and marriage don’t
go together. I disagree. If husband and wife are
right for each other, their relationship can
thrive on trucking. I love to be home with my
wife but I also need space. Trucking gives me
the opportunity to be alone. It makes me
realize I miss my wife and love her and appreciate her. When you are home all the time you
tend to take things for granted. It’s the old
adage: “Absence makes the heart grow fonder.”
As a driver you get the opportunity to experience this every trip out.
I think I was born a
nomad. I still wonder
what’s over the next hill.
I still get excited when I
have the opportunity to
go somewhere I’ve never
been and still get excited
when I am heading
home. It always feels great to go home to
someone you care about no matter how many
times you do it.
When you get home, a trucker’s wife knows
you need time to unwind. She knows the hours
you’ve been working may not be compatible
with home life, and she knows you need time
to compensate for that, to unwind from the
stress of the road.
A trucker has to wear many hats and so does
his wife. I think the one my wife hates the most
is mechanic’s helper. Every time she is with me
she ends up getting dirty; helping me lift something or holding a wrench on one end of a bolt.
If you’re like me, all you have to do is look at a
truck and you get dirty. She has to be a parts
person, as well. I will call her and say “get two
cases of oil, filters, a new bumper for the trailer”
and I expect her to have the right parts when I
get home. The other day I told her to get a
bracket for my half fender before I got home. She
called me back and told me she had one in the
basement in the spare parts box. I forgot about it.
She keeps an inventory of spare parts. She is also
our purchasing agent. I tell her I need tires. She
calls three or four places and gets the best deal.
When I told her the paint was chipping on my
truck and had to order some paint, she called the
dealer and got them to repaint my three-year-old
truck under warranty. When I needed a new
trailer, I told her what I wanted and she bought it
at the best price. I was told by the dealer at the
trailer place, she drove the hardest bargain he had
ever agreed to. But he would be happy to deal
with her any time. She had the facts and was
straight with him. She keeps anyone I do business
with straight. And,
she collects all monies
due us in a timely
fashion.
She calls certain
agents and gets loads
from people that I
can’t. (They would
rather deal with her.) She calls and gets appointments for my deliveries and gets directions. We all
know that’s the wife’s job (men never ask for
directions). When she trucks with me, it’s also her
job to go in the office and find out what dock we
should go to and what we are loading.
When I have been home too long, she lets me
know it’s time to go to work, that the bills will be
due. At the same time, she packs my refrigerator
with food and a few of my favorite snacks and lets
me know she will miss me. Best of all, she is my
best friend. That’s what makes a trucker’s marriage
work.
We made a deal when we got married. She
could do what she wanted to the house, but the
garage was mine. This has worked pretty well. As
long as I leave space for her car. LL
If husband and wife are right
for each other, their relationship
can thrive on trucking
74 LAND LINE
OCTOBER 2002
test drive
Peterbilt 379/Cummins ISX
Paul Abelson, technical editor
I recently made arrangements to test the 500 hp
Cummins ISX in a desirable, owner-operator-spec’d
“Large Car” — a Peterbilt 379. This one has a 127-inch
bbc, an extra-long hood and a Cummins that peaked at
Peterbilt 379 — classic styling, performance and reliability.
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500 horses (see “Engines” story on page 88). Both the
379 and the 70-inch UltraSleeper have been around long
enough to have proven their luxury and desirability.
What was new on this 2002 model was Pete’s exclusive Flex Air suspension. It rode well on city streets and
interstates around Denton, TX, but the real test came
when I went into a tight curve right at the TX/OK line,
uh, shall we say just a bit too fast? I won’t define what a
“bit” was, but it took some 40 psi braking to get me
down close to the warning speed. I know I’m supposed
to brake before the curve, not in it, but the Pete’s Flex
Air suspension kept the big truck steady and stable all
the way through the turn.
This particular Peterbilt was made for the 2002 MidAmerica Trucking Show and then modified for a cooled
EGR engine. Its aluminum over-and-under radiator
replaces the side-by-side system introduced with the
387. It will be standard on all big Petes, even those with
Caterpillar engines. The EGR cooling package didn’t
hurt the air-conditioning. If anything, it may even have
made it more effective. It was 98 degrees and very
humid just before the Texas-type gully washer hit, but
the weather was no match for the 379’s air conditioner.
It got so cold inside, we had to cut back the fan and add
heat. And during the storm, the Pete handled flawlessly.
It’s a comfortable, sharp looking, stable and safe
truck. Now, if I only had about $10,000 or so worth of
chrome and LEDs to add. LL
www.NoseCone.com
SAVE TIME AND MONEY!
Tractor Model
Trailer Model
OCTOBER 2002
LAND LINE 75
modern trucking techniques
SPECIAL
SERIES
76 LAND LINE
About 90 percent of the input
we use to make driving decisions
comes through our eyes
Visibility
I can see clearly now
As our vision is cut down, so is our
advance warning of potentially
dangerous situations. That cuts
our reaction time, and may force
us into situations that might
otherwise have been avoided.
ome solutions to the problems
restricting vision are obvious.
Change wiper blades when they
start to streak. Keep reservoirs topped-off
with high-quality washer fluid. Use
glycol-continuing fluid in winter to melt
ice and snow, and bug-dissolving fluid in
summer to keep windshields from
smearing. They are worth the extra buck
or two.
Other solutions have been with us for
years, but they are still not universally
accepted. Polymer coatings for
windshields first appeared in the 1970s.
When applied to clean glass, they prevent
water from adhering to windshields, side
S
glass and mirrors. The water, whether raindrops or snow,
forms beads that do not distort vision and readily blow
away at highway speeds. Rain-X is the most popular of
those coatings. Follow directions when applying and it
should last for a month or more. Since I don’t want to
be that meticulous cleaning my windshield, I use No
Touch Rain Shield, a Permatex product. I start with a
clean windshield, wet it with a fine spray from a hose
and spray on the Rain Shield. I turn the wipers on to
spread it. Then, I spray more on every three to four
weeks, when it’s raining lightly. There’s almost no work
involved and the product is almost as durable as Rain-X.
Even with the coatings, wiper blades are still needed at
slower speeds in heavy downpours and in snow and ice.
That’s when I recommend rubber-covered winter blades.
The rubber keeps ice from getting into the support
mechanism, so the blades can flex and follow the
contours of today’s curved windshields.
Defrosting the outside of the windshield and demisting
the inside are tasks still best done with the cab heater and
defroster system. In the defrost setting, the air
conditioner comes on to dry the air. That is why it helps
to start with the heat control at high when running just
defrosters. When you “winterize,” make sure your heater
core, ductwork and air outlets are clean and free of
debris. A small dashboard-mounted 12-volt or battery
powered fan can help circulate defroster air, and will
hasten demisting.
OCTOBER 2002
Assuming we now have clear glass in front and to the
sides, let’s explore rearward vision and blind spot
coverage. Generally, that means using mirrors.
zone for minimal distortion and maximum
Federal Motor Vehicle Safety Standard 111 sets forth
comprehension. The curvature of the mirror
minimum requirements for mirrors on heavy trucks. The
changes progressively to provide added awareness
standard calls for not less than 50 square inches of flat
of objects not normally seen, in areas not normally
mirror on each side. That’s a circular mirror 8 inches in
covered by conventional, constant-radius convex
diameter, or a square barely more than 7-1/4 inches per
mirrors. This concept was invented by MultiVex
side. For most of the first half of the last century, that’s
Mirrors. Their product is sold by Sprague
all most trucks had. But today we have a wide variety to
Prutsman, part of Commercial Vehicle Systems. I’ve
choose from. West Coast mirrors have grown from 6 by
had MultiVex mirrors on my vans since 1987. I
14 to at least 7 by 16, or 112 square inches, more than
really like them.
double the federal requirement. In the ’70s, MotoMirror
PoleCat Truck Mirrors also use aspheric
first introduced motorized West Coast mirrors to let us
technology. “The Fang,” a deep, triangular mirror,
keep the rear of the trailer in view when turning and
can be mounted as an auxiliary below the West
backing, when stationary mirrors showed just the broad
Coast mirror, or as a fender/hood-mounted mirror.
side of the trailer. Convex supplemental mirrors let us see
No matter how good a
our tandems and surrounding
mirror may be, its field
traffic when turning or in traffic.
of view will always be
Deep convex fender-mounted
blocked by some portion
mirrors, pioneered by K-10, give
of the load. For the
us a broad perspective of hazards
ultimate in rearward
in our close-in blind spots.
Next issue, we’ll look at
vision, especially when
The proliferation of mirrors may
various types of lighting and
backing, nothing beats
not do much for aerodynamics,
how they affect your ability
television. Several
but they do a great deal to
to see. We’ll also explore
companies make them,
improve safety. To achieve both
some new lighting systems
but the most recent to
safety and better aerodynamics,
now under development.
enter the market is
Kenworth introduced aerodynamic
known for other
combination housings for its
products, as its name
combination West Coast (flat) and
implies. Truck-Lite’s High Performance Video
convex mirrors at about the same time Freightliner put
System is as useful down to O.5 lux (about 1/2
them on the Century Class. Since then, aerodynamic
candlepower) as it is in broad daylight. Like other
mirror housings have found broad acceptance.
video systems, Truck-Lite’s has 400 lines of
Aerodynamic housings serve another useful function.
resolution, but the screen is 5.5 inches, 1 inch
They properly position the mirrors relative to the cab
larger than most others. Using advanced CMOS
and trailer or body. An informal survey done a few years
(Complementary Metal Oxide Semiconductor)
ago by the Technology and Maintenance Council (TMC)
camera technology, it can differentiate subtle
found a significant number of trucks had their mirrors
differences in shading. It also eliminates light
too far inboard. Driver’s vision was blocked by the front
bloom, the annoying halo effect caused on TV
of the body or trailer, rather than allowing vision beyond
screens by bright lights that can mask important
the rear. TMC Recommended Practice RP 425, “Mirror
details. The Truck-Lite system includes the green
Positioning and Aiming Guidelines” recommends
phosphor 5.5-inch monitor, a 3.5-inch long,
mounting mirrors so “the inner edge of the mirror is at
300,000 pixel camera with a 118-degree field of
least 1-inch outboard of the widest portion of the load or
view and all cables and mounting brackets. Using a
cargo box on the truck or trailer. The preferable position
second cable between tractor and trailer, the High
is for the mirror to be as far outboard as is practical,
Performance Video System can be adapted for
considering causes of physical damage to the mirror.”
combination vehicles. LL
Diagrams and guidelines for aiming all types of mirrors
are with the RP.
To further improve safety, a new type of mirror is
available: multiple radius convex, or aspheric. They have
a very large radius (almost flat) in the primary viewing
OCTOBER 2002
LAND LINE 77
Getting ready for what the Farmers’ Almanac predicts to be
ere’s just what the industry needs;
another October magazine issue
with an article on how to prepare your
truck for winter. For many of you,
Land Line is the only magazine read
for serious information on how to
operate profitably and properly,
so I feel obliged to join the parade
and discuss the subject. I’ll try to
make it short and sweet, but still
thorough enough to provide you
with comprehensive guidelines. Here
then, as short and painless as I can make them, are
my suggestions for getting ready for what the
Farmers’ Almanac predicts will be a cold, snowy
winter:
1
Complete a regular preventive
maintenance (PM) routine
Change oil, lubricate the chassis, change all filters
and check belts and hoses.
2
Check the cooling system
Check anti-freeze strength, check thermostat opening temperature, check supplemental coolant additive (SCA) concentration and adjust if necessary,
replace charged SCA filter if so equipped, check
radiator cap pressure, check fan clutch operation.
3
Check the fuel system
“Stick” your fuel tanks to check for water, drain
fuel-water separators, siphon water from tanks, use
biocide additive to eliminate residual organic
growth, use additives to control water (icing) and
wax (gelling).
4
Check the compressed air system
Replace air filter if needed (use a restriction
gauge), drain air tanks and check for oil, replace
desiccant cartridge if due for replacement, make
sure alcohol injector is full (if so equipped).
78 LAND LINE
photo by Bill and Barb Kelly of Brandamore, PA
h
a cold, snowy winter
5
Check the electrical system
Check battery fluid level, check battery fluid specific gravity
(use a precision hydrometer or, preferably, an optical refractometer), clean corrosion from all terminals, use Truck-Lite
NYK dielectric grease on all connections, check alternator
drive belt condition and tension.
6
Check your vision systems
Change wiper blades, use rubber-jacketed winter blades if
available, change to washer fluid containing glycol, check
mirror heaters, carry a spare heater element.
7
Check HVAC systems
Make sure heater cores are free of debris, check heater and
defroster operation, change fuel filters for fuel-fired auxiliary heaters, check auxiliary heater igniters and electrical
connections.
8
Check survival gear
Check flashlight, carry spare batteries, a Mylar survival
(camping) blanket, carry candles, high energy candy/granola
bars, emergency drinking water, and carry snow boots and
warm layers of clothing.
Pay attention to these details at least once a year and it’s
likely you’ll get through winter’s worst without any trouble.
Skip the details, and if your luck is like mine, they’ll come
back to bite you sometime during winter. LL
OCTOBER 2002
Pair arrested in repair scam
West Baton Rouge Parish (LA) deputies have arrested two
Louisiana men on complaints they stole more than
$100,000 after claiming they were truckdrivers whose rigs
needed repair.
In the scam, Jimmie Penn allegedly would take
information from parked tractor-trailers and call the
company claiming to be a driver with a breakdown. Then,
Abe Percy Jr. allegedly would cash the Comcheck either at
a truckstop or casino, and the pair would split the profits.
Percy was arrested July 18 at a Port
Allen casino while cashing a
Comcheck. He was booked with 25
counts of access device fraud, and is
being held in lieu of $75,000 bail.
Penn was arrested Aug. 21 at Baton
Rouge General Medical Center after
being stabbed. He was booked with
26 counts of principal to access
device fraud and also is being held in
lieu of $75,000 bail.
information as a means of character assassination of
the deceased,” Holden said.
Billy Breedlove worked at odd jobs earning $3,000
to $4,000 before dying of cancer.
“Billy was a very good driver, but they set out to
make an example of him,” Paula Breedlove said in a
news release. “They made it impossible for him to
work at his trade.” LL
Nebraska truck firm ordered to pay
trucker’s widow $2 million
A Nebraska-based trucking firm has
been ordered to pay an employee
$2.176 million in a wrongful
termination lawsuit. Paula J. Breedlove
sued Transwood of Omaha on behalf
of her late husband, Billy Breedlove, a
trucker who worked out of the
company’s Pryor, OK, terminal.
Paula Breedlove works for the firm
as an office assistant and part-time
driver. She alleged the company fired
her husband because he filed for
workers’ compensation in 1997.
She said the company then
“engaged in other activities designed
to destroy (his) professional
reputation and make it impossible for
him to work as a truckdriver.”
Steven Holden, an attorney
representing Paula Breedlove, said
Billy Breedlove wasn’t perfect and
“was known to have a few beers when
he wasn’t on the road,” but he “never
had an alcohol-related accident or
failed a DOT alcohol screening.”
“Innuendo is a vicious and dangerous
tool, and Transwood used that
New!
Trailer
Tracking
Call!
OCTOBER 2002
LAND LINE 79
YOUREQUIPMENT
photo by Harry Russell, Hesperia, CA
Time to get
the chains out
A trucking guide to chain
California
by Donna Carlson, staff writer
Is it a state law, a requirement,
an advisory or is it up to you?
State chain regulations
can be complicated for
tractor-trailer combinations.
Here’s your 2002-2003
winter chain-up advisory.
80 LAND LINE
The California Department of Transportation reserves the
right to prevent any vehicle from entering a chain control
area when it is determined the vehicle will experience difficulty in safely traveling the area.
Weather conditions in the mountains between California
and its neighboring states can be unpredictable. Even the
Central Valley’s I-5 “Grapevine” into L.A. can be tricky at
times under snowy conditions.
If you have a two-axle tractor, all four drive tires must be
chained. If you have a three-axle tractor, six of the eight
tires must be chained with four tires on one axle chained
and two on the other axle. No chains are required on a tag
axle. The same requirements apply to straight trucks.
Trailers also must have drag chains. A tandem-axle trailer
must have chains on one tire on each side of the same axle.
The California Highway Patrol doesn’t care which axle,
they prefer the rear, but some equipment makes this
difficult so the other axle is acceptable. A single-axle trailer
must have a chain on each side of the axle. A set of doubles
must have drag chains on the axle of the front trailer, and
the rear trailer must have a tire chained on each side of the
trailer. This chain may be staggered with one side on the
front axle and the other on the rear, or they may both be on
the rear axle. A converter dolly without a trailer attached
does not need to be chained.
OCTOBER 2002
The requirements are valid throughout the state. The
chains may be either steel link, cable or automatic traction
device chains. Donner Pass has a special requirement that
may specify minimum or maximum chains. The only
difference is for a three-axle tractor pulling a single semitrailer. The maximum chain requirements are those stated
above. If the minimum law is in effect, the tractor must
have only one pair of single chains on the tires of one axle.
The use of automatic traction device chains on the inside
wheels will satisfy this requirement. However, the drive
chains for minimum conditions must be steel link. If you
use cable chains for the drive tires, you must always chain to
the maximum. If you are pulling two trailers or using a
two-axle tractor, the maximum chain law applies.
On Donner Pass, CalTrans establishes chain control
checkpoints when chain requirements are in effect or the
weather makes them necessary. The eastbound trucks are
screened at Applegate, five miles east of Auburn. If you are
not carrying chains, you will not be allowed to pass. The
westbound trucks are screened at Mogul in Nevada, three
miles west of Reno. Again, you must have chains to be
requirements
allowed to pass. Violators will find the penalties substantial.
At chain control checkpoints, you will be issued a small
card showing a diagram of the more common chain
requirements. If you reach the chain-up area and do not
have chains, you will be turned around and sent back down
the hill. At the end of the chain-up area, you will be
required to pass through a checkpoint and your chain
installation job will be inspected to see if it meets the
requirements. If it does not, you will be turned around and
told what corrections need to be made before you can pass.
To our knowledge, Donner Pass is the only place where
the minimum/maximum law is used. On any of the other
passes, the maximum rule is used. Trucks on Cajon Pass on
I-15 and Tejon Pass (the Grapevine on I-5) seldom require
chain use. For road conditions, call 1-800-427-7623 inside
the state or (916) 445-7623 outside the state.
Colorado
There are two levels of chain law in Colorado affecting
commercial vehicles. Level one requires all CMVs more than
26,001 pounds to carry chains. When a level two warning is
in effect, all commercial vehicles must chain-up.
Chain regulations apply to every state highway, federal
highway and interstate throughout Colorado. An OOIDA
board member from Greeley, CO, says he carries three sets
OCTOBER 2002
of singles and an extra set of three-railers.
When the chain law is in effect, drivers will see signs
along the roadway indicating which vehicles should
chain up. In some areas of the state, lighted variable
message signs also will alert drivers of the chain-up
information. This level of chain law implementation
requires that all single-axle combination commercial
vehicles chain up. All four wheels of the power-drive
axle must be chained. Cables are not allowed on singledrive axle combination commercial vehicles as an
alternative traction device.
When level one of the chain law is in effect, all other
commercial vehicles must have snow tires or chains.
Level one may be implemented when snow is covering
any part of the traveled portion of the pavement on an
ascending grade.
When the chain law is in effect at this level, chains are
required for all commercial vehicles. This includes trucks
exceeding 26,001 pounds gross weight, and buses or
vehicles designed to carry 16 or more passengers.
Carhaulers must comply with the law to the extent
possible without causing damage to hydraulic
lines. Buses need to chain only two drive wheel
tires.
Metal chains must consist of two circular metal
loops, one on each side of the tire, connected by
not less than nine evenly spaced chains across the tread.
Commercial vehicles having four or more drive wheels
must chain four wheels. Dual tire chains are acceptable.
Colorado has no rule or statute requiring chains on
trailers.
Cables are acceptable for use on trailer tires. On a
tandem power-drive axle, a commercial vehicle may use
any type of cable as long as there are chains on the
outside tires of one of the power drive axles and cables
on two or more tires of the other power-drive axle.
CMV drivers who ignore the Colorado chain law can
expect to be fined $100 for failing to chain their vehicles
when required. If a driver ignores the law and blocks
the highway, the fine is $500 plus a $60 surcharge.
More information is available on the web at
www.cotrip.org or call (303) 639-1111.
The I-70 corridor chain-up areas are as follows:
Eastbound
MM 180, 182.6, 183.8 - shoulder only
MM 186.2 , 203 - Frisco Scenic overlook
MM 210.8 - three miles below the Eisenhower Tunnel
Westbound
MM 228 - Georgetown
MM 221 - Bakerville
MM 218.5 - Herman Gulch interchange
LAND LINE 81
To chain or not to chain
Listed below are other states that take trucks on their icy or snow-covered roads very seriously.
These states post snow conditions for truckers via road signs, Internet, radio alerts and phone
recordings. If you ignore state requirements, the fine can be an attention-getter.
State
Chain req.
Arizona
Arkansas
No
No
Idaho
Illinois
Indiana
No
No
Yes
Iowa
No
Kansas
No
Maine
Michigan
Minnesota
No
Yes
No
Missouri
Montana
New Jersey
New Mexico
No
No
No
No
New York
North Dakota
Ohio
Oklahoma
No
No
Yes
Yes
Pennsylvania No
South Dakota No
Vermont
No
Wisconsin
No
Details
Neither prohibited nor required, according to the DOT
Truckers may use chains, cables or rubber chains when required
for safety. The statewide weather number is (501) 569-2374
Road report service is 1-888-432-7623
No traction devices allowed on interstates. Call 1-800-452-4368
State law says truckers may use chains (of reasonable proportions)
under snow or icy conditions. Call 1-800-261-7623 for weather and
road conditions
Truckers within the state can call 1-800-288-1047 for weather or road
conditions or (515) 288-1047 outside
Kansas has some restrictions in using chains or cables but doesn’t
require them. The weather hotline number is 1-800-585-7623
Seasonal message on road conditions at (207) 287-3427
Use chains or cables on snow-packed surfaces only. (517) 321-7576
Call the DOT weather hotline’s hands-free number at 1-800-542-0220
for travel advice by mile marker or highway
Weather conditions hotline is 1-800-222-6400
Road conditions hotline is 1-800-226-7623
Chains not required. Call (690) 822-2000 for road info
Truckers can use chain or cable on an “as needed” basis.
Road conditions hotline is 1-800-432-4269
Each municipality sets own requirements
Road report service is (701) 328-7623
Steel chains only from 11/1 to 4/15. Call 1-888-264-7623
Chain or cables acceptable under icy conditions for vehicles under
10,000 pounds only. Statewide weather is (405) 425-2385
Use traction devices at traveler’s discretion, says state patrol
The DOT provides a road report by phone. (605) 773-7515
Road reports only available for ski resorts, but the highway patrol
says this info may be helpful to truckers too. (802) 229-0531
Truckers may use chains or cables under icy conditions. Hear
weather conditions at 1-800-846-8500
MM 195 - Copper Mountain overlook
Nevada
If a chain-up sign is posted and your rig is more than
10,001 pounds gross weight, you must chain up. Advice
from the Nevada Highway Patrol: carry the right size for
the tires, don’t try to slip by or you’ll get a ticket.
The Nevada Motor Carrier division of NDOT says I-80
is rarely closed on the Nevada side due to a new de-icing
program. However, if chains are required, use one chain
on the drive axle, one on the steer axle and one on a
trailer axle. The state has large flashing signs that will tell
82 LAND LINE
you if chains are required. Chain-up
areas are as follows: Golconda,
Emigrant and Pequop on I-80.
Radio station 530 broadcasts weather updates in the Reno area.
Special note: Nevada has a spring
thaw law that doubles the fines during the “frost-thaw” period from
Feb. 4 through April 26. For a list
of route restrictions and detailed
maps, visit www.nevadadot.com.
There is no law on the books
regarding the use of cables. Nevada
law says “chain,” but NDOT says
they don’t cite for using cables.
Statewide road and weather conditions can be assessed any time of
year at 1-877-687-6237.
Oregon
In Oregon, vehicles towing, being
towed or rated more than 10,000
pounds gross vehicle weight (GVW)
must use chains.
The Oregon Department of
Transportation suggests drivers of
commercial rigs contact an ODOT
Port of Entry before entering the
state unaware of chain-up regulations, otherwise you may find yourself waiting out the storm. In very
bad winter road conditions all vehicles may be required to use chains
regardless of the vehicle type or type
of tire being used.
Here’s how to chain in Oregon. A
single-drive axle solo truck should
have chains on the two outside tires
of the drive axle; and a tandem-axle
solo truck should have chains on all
four tires of the primary drive axle;
or if both axles are powered by the
driveline, on either all four inside
tires or all four outside tires on both drive axles.
A single-drive axle truck towing a two- or three-axle trailer
needs chains on all four tires of the drive axle and at least one
tire on the front axle of the trailer and one tire on one of the
rear axle(s) of the trailer; a single-drive axle truck tractor
towing a semi-trailer should have chains on all four tires of
the drive axle and two tires on either side of any axle of the
semi-trailer; and a single-drive axle truck tractor towing both
a semi-trailer and another trailer should have chains on all
four tires of the drive axle, two tires on either side of any axle
of the semi-trailer, and at least one tire on each axle of the
trailer.
OCTOBER 2002
A tandem-drive axle truck towing a two- or three-axle
trailer should have chains on at least two tires on each
side of the primary drive axle, one tire of the front axle
of the trailer, and one tire on one of the rear axles of the
trailer and a tandem-drive axle truck tractor towing a
trailer needs chains on at least two tires on each side of
the primary drive axle and two tires on either side of
either axle on the semi-trailer. A tandem-drive axle
tractor towing both a semi-trailer and two or three-axle
trailer shall have chains on all
four tires of the primary drive
axle and on two tires of the
secondary drive axle. Place
chains on two tires of either
axle on the trailer and at
d
n
a
least one tire on front and
s
ir
a
p
f
uple o
et
Carry a co
e
m
rear axle(s) of the trailer.
ld
u
o
h
d you s
ries
a spare an
o
is
v
A tandem-drive axle
d
/a
ts
uiremen
ada
chain req
n
a
C
tractor
towing a semid
n
a
States
for United
trailer and a semi-trailer
that are connected by
kingpin-to-fifth wheel
assemblies, commonly referred to as a “B-Train,” needs
chains on all four tires of the primary drive axle and on
two tires of the secondary drive axle. Chains shall also be
placed on two tires on either side of any axle of the
semi-trailer at the B-train connection, and on two tires
on either side of either axle of the rear trailer.
A tandem-axle drive tractor towing a semi-trailer and a
semi-trailer connected by kingpin-to-fifth-wheel “Cdolly” assemblies, commonly referred to as a “C-Train,”
should have chains on all four tires of the primary drive
axle and on two tires of the secondary drive axle. Place
chains on two tires on either side of any axle of the
trailer or C-dolly at the C-train connection and on two
tires on either side of either axle of the rear trailer.
Information on chain requirements, road conditions
and weather are listed on the ODOT Internet site at
www.tripcheck.com or call 1-800-977-6368 inside the
state, (503) 588-2941 outside the state.
»
Utah
Truckers traveling through northern Utah from Oct.
1 to March 31 must have chains or cables in their
possession or face heavy fines in chain control areas.
Utah has no state law stating CMVs must hang iron, but
the office of the Utah Highway Patrol requires truckers
to carry chains or cables between Oct. 1 and March 31.
The UHP said when the state Department of
Transportation posts snow condition signs, the chain
requirement goes into effect. “Semis are required to
chain up or get off the road.” You must chain four tires
on the tractor, but none are required for the trailer.
The only specified chain-up area for I-80 is at Parley’s
Canyon, milepost 133, but the UHP said truckers can
OCTOBER 2002
LAND LINE 83
control area if they decide the vehicle will have difficulty or
may block the road for other vehicles.
Commercial vehicles must carry chains from Nov. 1 to
April 1 on the following routes: Snoqualmie Pass I-90
between North Bend (MP 32) and Ellensburg (MP 101);
Blevett Pass SR-97 between (MP 145)
and Milepost 185; Stevens Pass SR-2
Washington
Dryden (MP 108) to Index (MP 36);
Washington requires a trucker to have
White Pass SR-12 Packwood (MP 135)
enough chains on hand to meet their
to Naches (MP 187); Satus Pass SR-97
Although there are no
chain requirements for the number of
chain
laws on the books, CA
Maryhill
(MP 4) to Toppenish (MP 59);
axles on the tractor and trailer plus two
, OR, WA
an
d
CO
and
Chinook
Pass SR-410 Enumclaw
ha
ve chain regs that req
spares. At least two side chains must be
uire
ca
rry
ing
(MP 25) to SR-12 (MP342); Sherman
and/or use of winter
of hardened metal so at least one cross
traction devices. Most
Pass SR-20 Tonasket (MP262) to Kettle
chain is in contact with the road’s
eastern
states leave it to the dri
Falls (MP342) Omak (MP 79) to
surface at all times. Plastic chains are
ver.
Nespelem (MP 45); CleElum to Teanaway
not allowed, but cables are OK.
SR-970 (MP 0) to Teanaway (MP 10);
CMVs must carry chains from Nov. 1
Gibbons Creek to Maryhill SR-14 Gibbons
to April 1 on certain mountain passes. The minimum
Creek (MP 18) to Maryhill (MP 102).
chain requirements for Washington include all vehicles
Pass reports are available at 1-800-695-7623. If you have
more than 10,000 pounds gross weight carrying a miniaccess to a fax machine, the department will fax the routes
mum of two extra chains in addition to chains required
to you or read them over the phone. Ask about chain-up
for chain control areas.
areas when you call. Mountain pass reports also operate on
Keep in mind, WSDOT or the Washington State
the DOT web site from Oct. 15 through April 15 each year.
Patrol may prohibit any truck from entering a chain
Access the reports at http://traffic.wsdot.wa.gov/snouse any rest areas to chain-up. For details on weather
and road conditions, UDOT suggests truckers dial
(801) 964-6000 from within the Salt Lake area. From
outside the Salt Lake metropolitan area, call 1-800-4922400.
»
A L C O A H A S A F U L L L I N E O F C H R O M E A C C E S S O R I E S . A L L M A D E I N A M E R I C A . A L L M A D E T O L A S T. W E U S E
T H E H I G H E S T Q U A L I T Y M AT E R I A L S F O R I M PA C T R E S I S TA N C E A N D B R I L L I A N T, D U R A B L E F I N I S H E S . V I S I T
W W W. A L C O A W H E E L S . C O M O R C A L L 8 0 0 . 2 4 2 . 9 8 9 8 F O R M O R E I N F O R M A T I O N O R T O P L A C E A N O R D E R.
©2002 Alcoa Inc.
W H E N Y O U L O V E Y O U R T R U C K E N O U G H T O G I V E T H E V E R Y B E S T.
84 LAND LINE
OCTOBER 2002
Online?
For those with Internet connections,
there are a number of good sites to watch
weather conditions across the United States
and Canada. Here are some favorite listings.
http://nws.noaa.gov
offers links to weather by regions
www.intellicast.com
DriveCast feature is a must for route conditions
http://www.wunderground.com
gives weather forecasts in both standard
and metric and is broadcast in more than
50 languages.
http://weather.lycos.com
for a quick summary of national
weather conditions
http://earthwatch.com
has a My-Cast feature that customizes
the weather forecast you require
The Wyoming Highway Patrol and local law-enforcement agencies may
place a restriction to travel on highways when bad weather necessitates.
WHP says they don’t care if truckers use chains or cables as long as they
carry enough to keep the truck on the road. Wyoming posts highway signs
and radio broadcasts in bad weather and aerial views on their web site at
http://wydotweb.state.wy.us/web/highway/summit.html.
The Wyoming Road Report, available by telephone from the Wyoming
Department of Transportation, provides continuous updates of current road
conditions (including the imposing and lifting of the chain law) during the
winter season. It can be accessed toll free within Wyoming at 1-888-WYOROAD (1-888-996-7623) or (307) 772-0824 outside Wyoming. LL
“They don’t cover blizzards
in truck driving school.”
Carey Taylor
company driver
http://www.weather.com
features top stories and seasonal links
as well as weather
http://www.ontarioweather.com
gives regional forecasts for Canada and
has a unique time zone feature
info/mainframe.htm.
Washington State DOT requirements
are baffling to say the least, so give
Motor Carrier Services a call at (360)
704-6340 if confused about chain-up
requirements or if you don’t have access
to a computer.
Wyoming
Be aware when traveling through
Wyoming during winter storms, the
WHP may limit travel to those who
carry enough traction devices to meet
their criteria.
What passes for the chain law states,
“Travel on a highway may be restricted
to all-wheel-drive vehicles or motor
vehicles equipped with tire chains or
adequate snow tires when the
superintendent or his authorized
representative determines that travel is
sufficiently hazardous due to snow, ice,
or other conditions.”
When Carey drove into a Connectic
ut blizzard late one
night all he knew was, “That’s som
ething I didn’t
want to get into.” It was pitch black and blinding
white. He couldn’t see a thing. “I hadn’t been driving too long, and you know they don’t cover blizzards in truck driving school.” Two good things
happened
that night – Carey survived, and his
fuel
didn’t gel up. He credits
beginner’s
luck for the first and
www.powerservice.com
OCTOBER 2002
LAND LINE 85
Q&A
magnesium and potassium acetates.
By spreading and spraying these chemicals on roads
before it snowed, the highway departments were able to
delay any build up. That meant they could pre-treat
roads when there were storm warnings, and they didn’t
have to spot their snow plows every few miles waiting
for the storm to hit. That saved lots of fuel and lots of
Q. I was recently placed out of service for having cracked
overtime. It also
brake linings. I buy long-life brakes and never had this
caused some
problem before. Have the manufacturers started making
unforeseen
cheaper brakes?
consequences,
especially with the
Q. I’ve been an owner-operator for 30 years and I never
liquids.
saw as much rust on my trailer as I have in the last year
The coatings on the
or so. Any idea what is causing it and what I can do
roads left them wet.
about it?
Calcium chloride, also
used to hold dust
Q. A friend of mine suggested I check my truck for rust.
down because it
Cracked brake linings from rust jacking
I told him it’s barely two years old and don’t have any. I
attracts moisture from
take care of it real good. But when I looked underneath,
the air, helped make them slick. The combinations of
there was rust almost everywhere
chemicals are more corrosive than just a
— on the suspension, steering
solution of slush and rock salt. When the
Combinations of chemicals are moist chemicals are kicked up as vapor as
rods, even the frame rails. Why?
more corrosive than just a
cars and trucks roll over treated roads,
solution of slush and rock salt the chemicals find every opening, every
A. These are typical of
questions I’ve been hearing
break in paint, every flaw in wiring
from owner-operators and from fleet operators at
insulations, everywhere connectors are not perfectly
the Technology & Maintenance Council (TMC).
sealed. They penetrate everywhere there is an opening.
Rust has become a major concern in recent years,
One of the earliest manifestations of the problem is a
due in large part to the new chemical combinations
phenomenon called “rust jacking.” It is seen first in brake
being used by state, county and local highway
shoes. Rust, iron oxide, can expand to as much as four
departments to clear snow and ice from roads, and
times the volume of the original iron. When brake blocks
to prevent it from accumulating.
are not perfectly mated to brake shoes (by 0.001 inches
For years, rock salt, sodium chloride, was the
or less), the chemical vapors enter bringing moisture
chemical of choice. When extra traction was needed
from the air. The chemicals react with the iron parts to
at dangerous intersections, sand, gravel and cinders
form rust, and the volume of material under the brake
were mixed with the salt.
block grows. It has nowhere to go but up against the
About three or four years ago, highway engineers
brake block. Eventually, the expanded rust cracks the
started experimenting with other chemicals in order
brake material, resulting in out-of-service conditions.
to make snow removal more effective and, if
If this rusting and rust jacking was confined only to
possible, to delay the accumulation of snow. They
brake shoes, it might be controllable. But the problem is
tried calcium chloride and magnesium chloride.
appearing all over, ruining wheels, air tanks, suspension
They tried them alone, mixed together and mixed
hangers, even axle housings and frame rails. The
with rock salt. They mixed them with propylene
corrosion is shorting wires, attacking radiators and even
glycol and alcohol-based liquids. They made brine
eating through oil filters and oil pans.
solutions of all three chlorides and calcium,
The trucking industry first identified the problem
Rust jacking
86 LAND LINE
OCTOBER 2002
about two years ago, and
approached officials of the states
using the chemicals. Those doing
the complaining were essentially
told, “go away. We’re saving money
and we don’t care about your
trucks.” But recently, those same
highway departments started
finding signs of severe rust on their
own vehicles, the very ones
spreading the new compounds.
And the steel bridges and
reinforcing bars of their concrete
highways are being corroded, too,
by their own aggressive chemicals.
What kind of budget can afford this?
wash the underside. You might
not get all the chemicals, but
you’ll dilute them enough to
significantly reduce the problem.
Inspect your brake linings
frequently. If you need
replacements, get the best quality
factory-new shoes you can. Don’t
compromise for price. Use
stainless steel wherever possible.
If you can, replace severely
corroded parts with stainless. Use
sealed wire harnesses and
connectors for your trailer lights.
Avoid open connections. Never
push a probe through wire
insulation. Use dielectric grease
like Truck-Lite NYK on all
electrical connectors. Make paint
part of your regular maintenance.
At every PM, scan your
undercarriage for any signs of
rust. If you find any, get out the
wire brushes and emery cloth, get
rid of the rust, then clean, dry,
prime and paint.
In the future, we may see some
compromise on the use of these
aggressive snow fighters … or we
may not. I believe we will see
more corrosion-resistant
components before we see much
progress on chemicals. But until
something changes, keep it clean,
inspect carefully and repair
immediately. LL
If you haven’t joined OOIDA yet
… what are you waiting for?
Truck
generator
winning
idling wars
Midwest Power Generators, Inc. (MPG)
of Sauk Centre, Minnesota has developed a
stand-alone auxiliary diesel powered
truck generator called the MPG 602.
Simply
the best
diesel truck
generator
In some cases, bridge life might be
6 KW of 110 or 220 electrical power
cut in half. They may not yet be
45 Amps of 12 VDC
ready to change their ways, but
25K BTUs of air conditioning using
they are starting to listen.
R134A thermostatically controlled
This November, I will be
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For more information call
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component manufacturers
and state highway officials on the
panel. Even if all we
accomplish is a greater
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OCTOBER 2002
LAND LINE 87
10/02 Engines
88 LAND LINE
Is the sky
“The sky is falling, the sky is falling,” cried Chicken Little as
he tried to warn other barnyard animals of the impending
doom. He felt an acorn drop on his tail from a tree and
assumed the worst.
Now that Oct. 1, 2002, has come and gone, is the sky falling
over the trucking industry? Will the disaster befalling the
manufacturing community last? Probably not.
here’s good news and bad news
ahead for the trucking industry
in general. The bad news is the
EPA has held firm with its
regulations, forcing anyone buying a
post-September truck to accept what
many consider to be unproven, and
therefore unreliable engine
technology. Many large fleets that
regularly bought 1,000 or more
trucks per year have announced they
are either not buying 2003 models,
or are buying only a handful for
evaluation. Businesses hate
uncertainty, and because the EPA
took away precious testing and
development time when they moved
the standards ahead 15 months,
trucking companies are uncertain
about engines using exhaust gas
recirculation (EGR), the most
common strategy to meet the
standards. Truck and engine builders
are announcing plans to lay off large
portions of their work forces in
October. When sales dry up and
primary manufacturers stop making
trucks, secondary and minor suppliers
feel the pinch.
But are these fears justified? Are
there ways to alleviate the
uncertainty? Let’s look at history.
EGR started in the 1970s as a
means of reducing smog-producing
T
oxides of nitrogen (NOx) from automobiles. Initially, fuel
mileage fell, but would any of us today want to drive a
pre-EGR car instead of a modern emissions-controlled
2002 model? The same holds true with our diesels. As
each emissions-control strategy was implemented to meet
the EPA’s ever more demanding standards, operators
feared mileage would drop and reliability would suffer.
But knowing what we do now, who among us would
trade their latest electronic pre-October ’02 engine for an
old, pre-1988 mechanical one?
One major consideration is fuel economy. The
enginemakers report it will drop about 3 to 4 percent
from current engines. No one wants lower mileage, but
will you be turning in current models for next year’s
trucks? Probably not. The average trade-in is around four
years old, and four-year-old engines get fuel economy
comparable to what the new, emissions-controlled engines
will yield. Buyers will be giving up gains made by engine
builders over the past few years, but their actual fuel
mileage will stay pretty constant.
The enginemakers seem to be comfortable with their
products’ reliability. They’re offering extended warranties
at bargain prices, and one, Cummins, is offering an
“uptime guarantee.” If covered repairs take more than a
day, Cummins will rent a truck so you can continue in
business. And with sales down, dealers and builders will
be anxious to deal, so you should be able to negotiate a
good extended warranty no matter what engine you have.
Detroit Diesel has a great deal of experience with cooled
EGR engines. They’ve been putting them in urban buses
since model year 2000 and have 2,500 in service. They
also had several national fleets test a few. One, torn down
after 200,000 miles of truckload service, had piston rings
still within new part specifications.
All the manufacturers using EGR took advantage of the
OCTOBER 2002
falling?
re-engineering to improve materials and revise design
details so their engines would stand-up to the increased
heat and soot loading from the exhaust gas.
Not every enginemaker is using EGR. Caterpillar is
relying on improved engine controls and exhaust aftertreatment to achieve their goals. They are close, and expect
to meet the October standards in 2003. Mercedes, not part
of the 1998 EPA settlement, does not have to meet the
standards until 2004, so Freightliner is offering 12.8-liter
MBE 4000 engines along with Detroit Diesel Series 60s in
Freightliners, Sterlings and Western Stars. No other
engines will be available from the Freightliner family.
PACCAR has engineered only Caterpillar and Cummins
engines into new Peterbilt and Kenworth trucks, Volvo will
offer their own 12-liter D12 engine and Cummins engines,
while Mack continues to offer Cummins as an alternative
to its own E-7. International will offer Caterpillar and
Cummins for its Class 8 trucks.
In recent months, I had the
opportunity to drive at least one
model from each enginemaker. If I
had to make a general statement
about them, it would be that
drivers will love them. As I give
my impressions of each, you’ll learn
why I feel that way. They may
sound similar, but that’s because
the technologies employed are
similar. Here, in alphabetical order
(no preferences shown) are those
driving impressions.
October 2002 requirements. The C-12 I drove was one
of those “Clean Power” bridge engines. I picked it up at
International’s tech center in Fort Wayne and went east
on U.S. 24 looking for a decent hill to climb.
The truck was an International 8600 hooked to a 53foot trailer. Our gross was 68,000 pounds. The C-12
was rated at 430 hp, with a peak of 445 hp. It cranked
out 1,550 pounds-feet of torque. The regional tractor
was geared for 55 mph at 1,500 rpm, with a top of 77
at its rated speed of 2,100 rpm. The engine performed
as expected, climbing a three-quarter mile long, 3percent grade from a virtual standstill (1,000 rpm in
2nd) and reaching 38 mph as I crested the hill. Throttle
response was virtually instantaneous, due primarily to
the waste-gated turbo. The engine was quiet at cruise
speeds, but turbo whine was quite noticeable at full
throttle. While driving around town and accelerating on
freeway ramps, I found the Cat reasonably quiet and
very responsive to even the
slightest changes in pedal
position.
Cummins
Cummins was the first
enginemaker to apply for and
receive certification from the
EPA. They use cooled EGR as
their primary NOx reduction
strategy, and have Holset
variable geometry turbos.
Cummins has been engineered
into International, Kenworth,
Mack, Peterbilt and Volvo
Caterpillar
trucks. Their engines are not
Cat has opted not to use EGR.
available in Freightliner’s lineThey believe when the far-moreup, including Sterling and
stringent regulations become
Western Star.
effective in 2007, EGR will not be
I drove my first Cummins
able to meet them. Cat is
ISX the same day I drove the
developing ACERT (Advanced
Cat, over the same roads. It was
Combustion Emissions Reduction
in an International 9200, 112Technology) incorporating revised
Photo at top: In the Peterbilt, on the right side of the Cummins ISX, the
inch day-cab with a fleet-spec
fuel injection, improved engine
EGR cooler is between the exhaust manifold and exhaust pipe. Photo
450 hp/1,650 lb.-ft. 1,800 rpm
control software, waste-gate turbo- above: On the left side of the Cummins is the EGR valve, the mixing
area and EGR plumbing. Note the 11-blade fan.
ISX engine. At International, I
charging and a diesel oxidation
Photo by Paul Abelson
switched trailers so I wound up
catalyst in the exhaust. ACERT will
taking the same load up the same hill as with the Cat.
be available in 2003. Meantime, Cat will be offering
At 70,000 lbs., we were 2,000 lbs. heavier, the
“bridge engines” that come close but do not quite meet the
OCTOBER 2002
LAND LINE 89
10/02
Engines
With sales down, dealers and
builders will be anxious to deal,
so you should be able to negotiate
a good extended warranty no
matter what engine you have
150,000 miles in service for
Schneider. While differing in detail
from Cummins, the Series 60 shared
cooled EGR technology and a
variable geometry turbo-charger as
the primary emissions reduction
strategies. The 375 hp/1,550 lb.-ft.
engine was more than I expected from a fleet spec. It
seemed to have a broad torque curve, so hill-climbing was
adequate if not spectacular, taking into account our light
load, 58,000 lbs. I wound up using all the far right truck
lanes on our route, but several times, though, I was able to
step out and pass other trucks. The
Detroit ran smoothly and quietly, if
not spectacularly.
difference between the 8600 and 9400. Climbing that
same, 3-percent hill with the 15-liter ISX, shifting at
1,800, I crested the hill at 45, 7 mph faster than with
the 12-liter Cat. While climbing, an annoying “snort”
came from under the hood. It turned out to be from
the variable geometry
mechanism of the turbo. Being
a pre-production engine, the
ISX had some adjustments to
Mack
be made. I found that it was
Mack has two types of engines to
fixed on later models.
meet the new NOx standards. The
The Cummins loafed along
Vision and CH, both on-highway
on the highway in Indiana,
trucks, come with cooled EGR
doing 62 mph at 1,500 in top
Mack E-7 engines up to 460 hp.
(overdrive). Being an EGR
Mack agreed this emissions-control
engine, I was concerned about
strategy is best for long periods of
operating temperatures, but the
steady rpm driving, typical of
gauge hovered between 190
Detroit
Diesel’s
Chuck
Blake
pointing
out
the
EGR
system.
highway operations.
and 200 degrees the entire
For off-highway and vocational
drive, even when climbing hills.
applications, Mack developed the ASET AI (Application
A few weeks later, I drove a 127-inch Peterbilt 379
Specific Engine Technology) with internal EGR. Internal
with a full-size sleeper and a 475 hp/1,850 lb.-ft., 2,000
EGR still uses exhaust gas to dilute combustion air and
rpm ISX engine that developed 500 hp at 1,800 rpm.
lower peak combustion temperature (the primary factor in
Next, I went to Denton, TX, for a drive in an ownerthe creation of NOx), but instead of bleeding it from the
operator style Peterbilt 379. Just like Indiana, we had
exhaust, cooling it with engine coolant and mixing it with
to drive for a while to find worthwhile hills to climb.
intake air, Mack uses exhaust valve timing to draw gas from
Fifty-five miles into Oklahoma I found a few near
the manifold back into the cylinder during the intake
Turner Falls. The Pete grossed just under 70,000 lbs.
stroke. Since exhaust never leaves the engine, no cooler is
with its 40,000-lb. load of bricks. This time, there was
needed, and no extra load is placed on the cooling system.
no snort from the Cummins’ turbo, and just the barest
There are no external differences in the engine’s
hint of turbo whine. Heading north, I split down to
appearance.
direct for the (estimated) 2 to 3 percent grades, holding
I drove a Mack Granite, on its way to being fitted with a
65 at 1,700 all the way. On the return, I stayed in 18th
roll-on roll-off container system, courtesy of Chicago Mack
in cruise control and dropped only 3 mph in little more
Sales & Service. We drove to LaMont, IL, to the closest
than three-fourths of a mile. Like the ISX in the
hills of any significance. While a chassis waiting for a body
International, the Peterbilt’s engine stayed cool despite
is not a good test of the engine’s performance, I did get a
the 93-degree outside temperature. And like the other
sense of its responsiveness. As a comparison, I drove a
engines, throttle response was immediate.
virtually identical Granite with last year’s engine specs.
Both were 350 hp/1,260 lb.-ft. engines, configured for
Detroit Diesel
peak torque at 1,300 rpm and peak power from 1,500 rpm
Freightliner invited a number of industry journalists to
right through 1,950.
North Carolina for the start of M-2 production and to
The Granite’s internal EGR didn’t require a VG turbo. It
test drive Mercedes engines in Freightliners, Sterlings
had a Borg Warner S300. It was the only EGR engine I
and Western Stars. Tucked in among the German
tested that had driving characteristics we’ve all been used
engines was a lone Century Class with a Detroit Diesel
to. I had to wait that second or so while the turbo wound
Series 60. This was one of the test engines giving
up before it started to respond. But when the motor
Detroit real-world experiences. It had run about
wound up to about 1,500, I could feel the horsepower kick
90 LAND LINE
OCTOBER 2002
A Mercedes engine’d
Century Class
in. The ASET AI
engine seems to come
into its own at higher
revs.
Mercedes Benz
Freightliner is pinning
its hopes for a
successful 2003 on its
parent company’s
MBE 4000 engines.
They will be serviced
in North America
through the Detroit Diesel network. Since Mercedes
was not involved in the 1998 EPA agreement, they
don’t have to meet the October emissions standards
until 2004. So the Freightliner family expects to sell
MBE-4000 power to those who are too uncertain
about EGR to buy anything else in 2003. With ratings
from 350 hp to 450 hp, the MBE 4000 will be
positioned to compete in both power and longevity
against Cat’s C-12 and Cummins’ M-11, with Detroit
Series 60 challenging the competition’s big-bore
power.
The Freightliner Columbia I drove had a 435
hp/1,550 lb.-ft. Mercedes. It handled the 71,000 lb.
gross quite easily. It was certainly adequate for the
task, keeping up with other trucks on the North and
South Carolina highways. Because torque peaks at
1,100 rpm with the Mercedes instead of the 1,200 in
most American engines, the MBE was a bit more
forgiving of lugging at low speeds and missed shifts
than others I drove. (Yes, I admit I miss shifts. Just
because I have my CDL doesn’t mean I’m as skilled as
professionals like you.)
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Volvo
In Greensboro, NC, I got a chance to drive Volvo’s D12 engine with V-Pulse cooled EGR at the
introduction of the re-styled and re-engineered VN
tractors and VDH vocational trucks. V-Pulse
technology uses the force of the exhaust stroke to
operate flapper valves that control gas flow. This is a
simple yet effective way to control flow to the EGR
cooler. Three cylinders are connected to each bank of
the cooler.
The VN 780, successor to the 770, had Volvo’s 435
hp, 1550 lb.-ft. D-12. With trailer, it grossed 70,000
lbs. The short course we all drove was designed to
continued on page 113
OCTOBER 2002
LAND LINE 91
PERSONAL
WHEELS
your “at home” vehicle
Paul Abelson
Technical Editor
Ford Ranger
One of the things I like about testing pickups
and SUVs is I get to drive some pretty fancy
vehicles. The manufacturers mostly put fully
trimmed-out models in their press pool fleets in
order to show off all the latest in components
and accessories. They want us to write about all
the features we can. Also, today’s luxury features
become tomorrow’s standards. Look how many
vehicles have central door locks and power
window lifts. Sometimes I think I’ve become
spoiled with all the high-priced iron I get to
drive. But not all the trucks are fully accessorized. Every so often, I get a vehicle that takes
me back to reality.
The Ford Ranger is such a truck. It’s a
working pickup that
adapts easily for offroading fun. My criteria
for a trucker’s working
vehicle is that it be able
to transport a wheel and
tire assembly, tire tools
and a tool chest, while providing reasonable
comfort.
The Ranger has a six-foot box that’s a bit narrower than a full-size pickup’s (40-inches
between the wheel wells). To haul the traditional 4-by-8 wallboard or plywood, you need
to use 2-by-6 inch supports that fit into convenient slots in the bed. They support the load
above the wheels, and the tailgate must be
down. But, of course, truck tires are not 4-by-8
sheets, so they fit easily in the bed. The test
truck I had was an off-road four-wheel-drive
model, the FX4. This 3,600-lb. pickup had a
Ford Ranger FX4
payload of 1,580 lbs.; not bad for a truck that’s supposed to be the baby brother of Ford’s popular halfton model, the F-150.
The FX4 package comes with 31-inch diameter 31
by 10.5 Goodrich offroad tires on 16-inch
wheels. It sat high,
with a step-up height
of 22 inches. Being an
off-road vehicle, it had
no steps or running
boards to interfere with objects on the ground.
Access was helped by a convenient driver’s side grab
handle, a feature usually not found on American
trucks and SUVs. The tailgate height was 33.25
inches, high enough to make it a challenge to hoist
heavy objects on board.
One feature I particularly like was the split, airassisted, rigid tonneau covers. They added to load
flexibility by providing two separate secure cargo
storage areas. That, in turn, reduced reach-in distance over the tailgate. But if you need to carry 4by-8s or any load higher than the box walls, you’d
need to remove the divider and covers.
The Ranger’s 4-liter overhead cam V-6 provides
GMC and Chevrolet have been
working on option packages to keep
their trucks at the leading edge
92 LAND LINE
OCTOBER 2002
Professional
Installation
Available on
the Premises
206 hp and 238 lbs. ft. of torque, with
150 lbs. ft. or more from 110 rpm
through 5,000. Performance is brisk,
with 0-60 times well under 10 seconds.
Fuel economy was between 15 and 16
mpg overall, reaching 19 mpg during
interstate driving.
I had expected the off-road package
to be harsh and rough around town,
but the Bilstein shock absorbers helped
keep the heavily sprung truck smooth
and stable everywhere, with excellent
handling in turns and on cloverleaf
ramps. Visibility was good, especially
at night, with the fog-lamps that are
part of the FX4 package. In traffic, however, I
found the passenger-side outside mirror a bit
narrow.
As with all Ford Rangers, the rear “seating”
in the SuperCab models, consisting of fold-up
jump seats, is for use by small children only.
There are two, but one adult sitting crosswise
takes up the entire area behind the driver and
passenger seats. Access to the rear, provided by
two forward-opening half-doors, is good
because the rear doors open about 90 degrees.
The HVAC system must use components
shared with larger vehicles. Even when it
reached 98 degrees with humidity to match,
the truck cooled down quicker than most
trucks I’ve tested.
The Ranger’s front seats were comfortable
and ergonomic. The truck had more-thanadequate performance. Despite its big tires
with their open tread, it was quiet. Even with
the off-road suspension, the ride was
comfortable. In short, I would have no
problem recommending the Ford Ranger as a
mid-size pickup, or the FX4 package as a good
basis for building an off-roading truck. LL
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Paul Abelson is Land Line’s technical editor and
freelances from his office in Lisle, IL.
OCTOBER 2002
LAND LINE 93
HIGHPERFORMANCE
DIESELS
Bruce Mallinson
The “King of Capitol Hill”
Remember Mutt Tayman? He is an OOIDA member
from the Washington, DC, area whose 1979 Peterbilt
put 1,007 horsepower to the ground at Alban
Engines Power Day in May 2002.
You can’t meet Mutt without wanting to know
more. Here’s a trucker with some history! The 68year-old owner-operator was born on a tobacco farm
in Upper Marlboro, MD, with no electricity or
bathroom. In fact, the family home was without
electricity until around 1950. Life was tough for
Mutt. He had to plow the fields with “two
horsepower.” That’s right, he walked behind two
horses pulling a single 12-inch plow and plowed 140
acres. It’s no wonder why today this man is addicted
to horsepower.
As Mutt awoke each day he
had two choices, either work in
the fields or go to school.
School was Mutt’s choice, a
one-room schoolhouse with
only 13 students. His family’s
first tractor was a 1943 gasoline
or kerosene-fueled H Farmall. Mutt still has this piece
of equipment in the family barn today.
At age 15, William “Mutt” Tayman started driving
truck. He hauled soybeans and corn to Baltimore in a
1950 Ford F8. In 1958, Mutt purchased a new Ford
F8 dump truck and used this truck until 1963 when
he purchased a 1963 Autocar. Mutt never liked small
engines so he purchased another Autocar in 1967
with an NTC 335 Cummins engine and Fuller 13speed transmission. Talk about being the King of
Capitol Hill — 335 hp in 1967!
In 1970, he bought a new Peterbilt with a V-12
Detroit Diesel. Keep in mind this was a tandem
dump truck, 12 cylinders and only three axles. The
Peterbilt apparently satisfied his desire for power
because he ran this truck until he bought a 1979
Peterbilt tractor with a KTA 600 Cummins engine and
a 12-5-15-speed transmission. He picked it up at the
Peterbilt factory. He obviously didn’t want anyone else
to drive his beloved “K.”
Mutt Tayman
Mutt is still driving this 1979 Pete today. The engine has
never been out of the chassis and during the last rebuild a set
of twin turbos and hydraulic variable timing was installed
along with a huge set of injectors and a high volume fuel
pump built by Diesel Injection of Pittsburgh’s Pat Sharp.
This old faded-blue Pete produces serious horsepower —
1,007 to the ground!
Alban Engines Power Day on May
18 was a cool rainy Saturday morning
and the parking lot was filled with
beautiful shiny trucks. The Mutt was
cool. He pulled his old Pete through
the parking lot and to the side of the
building, almost out of sight from the spectators. We had no
idea what was under the hood until curiosity got the best of
OOIDA member Gerry Ray Hairhoger. He slid under the
truck and was shocked to see a twin turbo “K.” Now keep in
mind that Mutt was the oldest owner-operator there and
every other truck outshined his Pete. It was a true sleeper
indeed. Mutt never said a word or showed any emotion even
when his truck was backed onto the dynometer.
The old blue Pete was chained and strapped down. The
shifter was placed in direct gear as the clutch came out. The
dyno rollers started to turn and all 164 spectators watched as
the horsepower began to climb, more fuel, more horsepower,
more fuel again, the engine was roaring. The horsepower
was climbing. The old Pete was shaking like a wild animal.
The roar got louder as the horsepower continued to climb.
When the power hit 1,000 hp the crowd broke into a cheer.
It was an unbelievable sight — the roaring “K”, the
trembling Pete, and the cheering crowd. The top horsepower
was 1,007 to the rear wheels. That’s somewhere between
1,185 and 1,258 flywheel horsepower, and well over 3,000
Mutt Tayman is a man who
is addicted to horsepower
94 LAND LINE
OCTOBER 2002
POWER AT YOUR
pounds feet of torque through a 1,200 lbs. ft. of torque
transmission. Yes, this transmission was rebuilt only one
time in 23 years of driving. You see, when properly
driven, high horsepower does not harm the drive train.
So the next time you’re driving around the beltway of
Washington, DC, keep your eye out for the faded blue
Pete pulling a dump trailer with the name “Mutt” on the
driver’s side door and you will have met the “King of
Capitol Hill!”
Now on to Caterpillar horsepower
The Pittsburgh Power Cat Box computer is now available
for the C-16 600 hp Caterpillar engines, with seven
power levels at 30 hp per level.
For the C-15 550 horsepower engines equipped with
the Cat Box, a new turbo is now available that will lower
the exhaust gas temperature by 200 degrees and increase
the horsepower by 30. And along with this increase
comes better fuel mileage. Anytime you can lower the
pyrometer reading and increase horsepower without
increasing fuel delivery the end result will be an increase
in fuel mileage. This new turbo was the result of a joint
effort between Mike Robinson and Diesel Injection of
Pittsburgh.
Please keep in mind that the average 550 Cat runs at
1,000 degrees exhaust gas temperature under a hard pull.
This temperature is being measured with the
thermocouple in the exhaust pipe after the turbocharger.
If the thermocouple were installed before the turbo such
as in the exhaust manifold, the pyrometer would show the
temperature of the exhaust to be around 1,300 degrees.
Keep in mind there is a 300-degree difference between the
hot side and the cool side of the turbo. The Caterpillar
exhaust manifold does have a “boss” — an extra cast iron
spot on the manifold for the installation of a
thermocouple.
The reason this engine can sustain high exhaust gas
temperature is due to the steel top pistons. All of today’s
Class 8 diesel engines use a steel top piston with
aluminum skirts. In fact, the Caterpillar and the Cummins
piston are both made by the same company.
Remember, as horsepower goes up, the fuel mileage
gets better and the truck becomes a pleasure to drive. Life
is too short to drive a sluggish truck. LL
Enjoy an increase of up to
175HP and 1+ more miles
per gallon of diesel fuel at
the turn of a dial with the
Pittsburgh Power add-on
performance computer
developed by Diesel Injection
of Pittsburgh. Now available
for Cummins and Caterpillar
diesel engines.
Call (724) 274-4080 or visit
www.pittsburghpower.com
for inquiries.
HIGH PERFORMANCE
CUMMINS AND
CATERPILLAR MECHANICAL
AND ELECTRONIC PARTS
CALL (800) 864-4221
DIESEL INJECTION
OF PITTSBURGH
DI
Bruce Mallinson is the CEO of Diesel Injection of Pittsburgh,
located in Cheswick, PA. His booklet is available for viewing or
download at www.dieselinjection.net. If you don’t have Internet
access, you can get Bruce’s booklet on high performance Cummins
diesels by calling Diesel Injection. Just give Aimee a call at (724)
274-4080. There is a $9 charge for shipping and handling.
The above column is the opinion of the writer and does not
necessarily reflect the opinions or beliefs of Land Line Magazine.
OCTOBER 2002
LAND LINE 95
1-800-950-2995 or visit www.transcraft.com.
Sirius and Panasonic unveil
new satellite radio products
Stemco introduces an electronic hubodometer
Panasonic introduced Panasonic Sirius Satellite Radio
receiver products for big rigs and other vehicles in
September. Panasonic plans to market the satellite receiver
products for distribution through retail stores, the
commercial truck market and auto dealers throughout the
country.
The product line-up includes the CR-SRF 100 universal
adaptor kit enabling any vehicle with an FM radio to receive
Sirius’ 60 commercial-free music and 40 news, sports and
entertainment channels.
The Panasonic satellite radio products will provide
features such as easy-to-read scrolling displays, 18
programmable preset channels, the ability to search
channels by category, and displays showing information
such as artist and song title, Sirius channel name and
number. For more information, visit www.sirius.com.
DataTrac, is a compact electronic hubodometer used for
scheduling
maintenance,
validating
guarantees and
With more than
1 million miles
calculating costs
of testing, the
DataTrac shows
per mile and more.
unparalleled
The lightweight,
accuracy.
completely
electronic unit is
the most accurate
mileage counter available for use on both heavy-duty trucks
and trailers, the company claims. Mileage information is
simplified by a large, easy to read LCD display. The product
can be used in both aftermarket retrofit and OEM
applications. For more information, visit www.stemco.com.
Get a set of truck trading cards
New shipper directory
OOIDA’s rig and plenty of other OOIDA trucks are among
those you can get in the brand new series of 18 wheeler
trading cards
produced by
Photo Card
Specialists. The
award- winning
series features
new and unique
truck trading
cards in a fullcolor collector
This card features OOIDA member
box. Totally new,
Dave Sweetman’s truck
the collectors box
features hardworking beautiful 18-wheelers, plus many
one-of-a-kind antique semi-tractors from the American
Truck Historical Society. Several quad axle construction
trucks and several of the largest tri-axle tow trucks in the
USA, round out this 98-card set.
The premium trading cards are durable, UV coated and
of the highest quality photography. On the backside of
each card is information about each truck and the technical
specs. Watch for them at select truckstops or check out
the website: www.photocardspec.com or
www.18wheelers.net
The 2002-2003 edition of The Directory of Shippers,
expanded to include key intelligence on 15,000 top traffic
managers and logistics executives, is available from
Transportation Technical Services. Some 13,500 high and
intermediate volume shippers are included.
This year’s edition also includes more than 4,200 e-mail
addresses and 3,300 web sites. The directory’s main
state/company alpha section, plus zip code and SIC
indexes, speed identification of new customer prospects.
The 1,014-page print copy costs $179. The CD-ROM
version is pricier (less than $500), but the user can view,
sort, select and analyze data, plus create personalized
letters, mailing labels or perform telemarketing. A reference
print copy is included with CD-ROM orders. For ordering
information, call 1-888-ONLY-TTS or visit their web site at
www.ttstrucks.com.
Transcraft and Aero offer the Conestoga
Transcraft and Aero Industries have joined together to offer
trailer customers a special option with the purchase of a
new Transcraft trailer — a covered flatbed. The Conestoga
rolling tarp system converts a flatbed trailer into a fully
covered van, yet allows the trailer to be loaded or unloaded
from the back, overhead, or either side. Features include uplift
bows to maximize inside loading clearance, aluminum
bulkheads with built-in wind deflectors, and various rear-end
options including curtains and swinging rear doors. Optional
equipment includes a DOT bulkhead and custom graphics.
For a list of dealers or to receive full-color product literature, call
96 LAND LINE
™
Trailer companies merge
Fontaine Trailer Co. has purchased the assets of Ravens
Inc. The purchase broadens the Fontaine line to now
include aluminum platforms, aluminum dump trailers and
steel dump trailers. Ravens will retain its name and operate
as a division of Fontaine Trailers.
Michelin road atlas
The new North America Road Atlas from Michelin Travel
Publications is designed to make trip planning and road
travel easier for over-the-road truck drivers. The atlas,
Michelin’s first, is arranged geographically, not
alphabetically like most other atlas publications. The United
States, Canada and Mexico are divided into a sequence of
squares, each one a easy reading map. Truckers can trace
their route from one map to the next, without turning the
page. For travel between majo cities, the atlas offers more
than 170 easy-to-use distance charts. An interstate map
provides distances and driving times; and regional distance
charts are included on each page spread. To order a
Michelin North America Road Atlas, call 888/610-5122. LL
OCTOBER 2002
American Transport
Central Texas cities tell truckers: ‘out of the way’
Four Central Texas cities are uniting to keep big rigs out of
the far left lane on I-35. A 1997 state law gives cities the
authority to set such a ban.
The plan would make Austin, Georgetown, Round Rock
and San Marcos the first cities in Central Texas to restrict
interstate lanes, which city leaders and state transportation
officials say would sharply decrease the number of wrecks
and ease congestion along the frequently gridlocked
highway. Houston is the only other Texas town at this point
to limit freeway lanes.
The rules, which could take effect in May 2003, would
cover about 60 miles of freeway between San Marcos and
Georgetown. Because the law only addresses highways
with at least three lanes in each direction, San Marcos will
not officially join the coalition until its stretch of I-35 is
widened later next year.
Tentative plans would permit truckers to use the
interstate’s far left lane for passing only. Fines for breaking
the law have not been determined.
Services, Inc.
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Texas cities mull truck lane ordinances
The Pasadena (TX) City Council has tentatively approved
an ordinance to restrict trucks to two right lanes on
Highway 225 Monday through Friday from 6 a.m. to 8 p.m.
— holidays will be excluded, the Pasadena Citizen
reported.
If approved by neighboring cities including Deer Park, La
Porte and Houston, trucks will be restricted to two lanes
on Highway 225 from Scarborough Lane in Houston to
3,000 feet east of Beltway 8 in Deer Park. In order for the
Texas Department of Transportation to officially approve
the truck lane, all four area cities along 225 must approve
similar ordinances.
TxDOT officials have said the measure will help improve
safety. But District C Councilman Leroy Stanley, who cast
the only dissenting vote, said there’s a potential for
increased danger to truckdrivers. Exiting, entering and
changing highway lanes could prove more difficult and
dangerous for both cars and trucks, he said.
A pilot program, which restricts trucks to two lanes on
I-10 in Houston has reduced traffic accidents by 68
percent, said Sally Wegmann, TxDOT’s director of
transportation operations. The proposed truck lane along
Highway 225 would mark the second truck lane in Texas.
OOIDA
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Illinois to install cameras, call boxes at rest stops
Illinois is spending about $4 million to equip the state’s 53
highway rest stops with security cameras and call boxes
— a first in the nation, AP reports.
The system allows travelers to call the state police if they
feel threatened and will give police a video record of
crimes. The equipment is supposed to be in place by midOctober.
Cameras and call boxes will be set up at each rest stop
along interstate highways, indoors or out. If people are in
danger, they push a button that in turn alerts authorities
and sends them pictures from the camera. LL
Weekly settlements
Fuel and cash advances
Tire, battery and parts at cost program
Roadside assistance available
For a friendly conversation about
what else West Motor Freight has
to offer you, call Heather at
(800) 456-7885
www.westmotor.com
MOTOR FREIGHT
Fax (610) 367-0112 – Boyertown, PA 19512
OCTOBER 2002
LAND LINE 97
MORE
LETTERS
Are my tax dollars training terrorists?
I’ve been driving for three years, when I went to
school, I paid $3,250 for school and some individuals
getting out of prison got their tuition paid for under
the Job Training Partnership Act for free. As far as
terrorism, I wouldn’t doubt that my tax dollars are
training some foreigner right now to drive a hazardous
materials truck. What’s the world coming to? Workers are
too busy working; our lawmakers are too busy making
new laws. Where did common sense go?
Ward Daggett
Jacksonville, FL
If you don’t like the teeth: don’t look at them
With all the important issues dealing with this
industry, this is one of the few that I refuse to take
seriously. A little common sense should tell people
that if you don’t like the way somebody has
customized their truck, then simply don’t look at it.
I’ve seen some show trucks that I was not really fond
of for one reason or another, but that doesn’t mean
I’m against them. Besides, I don’t have to look at
them every day.
So, if you want to put one of those bug screens on
your truck, good for you! And if you decide you
don’t, that’s fine too. It boils down to personal taste
(or lack thereof, depending on your point of view).
To those of you who are scared of your own
shadows and have decided to become the Fashion Police
of trucking — Get a life so you quit messing with
everyone else’s. If you’re so intimidated by such things,
maybe you’re in the wrong line of work. Remember the
old saying, “Trucking ain’t for sissies!”
Patrick Martin
Chattanooga, TN
Not your normal business office
Drivers spend most of their time during business hours
on the road driving or on a dock waiting. We don’t sit at
a desk with a phone at our fingertips. The common
response, “Please leave a name and number” just doesn’t
work very well. I don’t get paid to sit by a phone waiting
for a return call.
Even trucking company secretaries can’t seem to
understand we don’t get home every night or weekend to
open our mail or to receive calls. I realize sometimes
people are busy and can’t answer their phone. I suspect,
however, that not answering promptly is a habit more
than a necessity. That way they can play golf for several
hours, screen their messages and call back the ones they
want.
I guess all drivers need to rent an office, hire a personal
secretary, and put in a phone, etc. so we can be available
at all times.
Elvin Shirk
Barnett, MO
Together is the only way
All I can do is shake my head. Everybody wants to
complain about the speed limit in Ohio, California, etc.,
lumpers, grocery warehouses, produce
coolers and so forth. Well, there’s a number
of ways to solve (the problems).
Stay at home and go to work in a factory
In response to the “bug off” article in August/September, you
and leave the rest of us to do your part.
have been zapped! The dozens of members who were giving
Come together and quit acting like a fivethose “teeth” a big thumbs down must be the best of the best in
year-old in a candy store. Yes, I enjoy
the Pessimists Club. By coincidence the picture shown depicts
trucking a great deal. I would just like to see
our truck almost to a tee.
us all unite to get it to the next level on pay,
Last Father’s Day our children purchased the “teeth” bug
shippers and all. People, don’t be afraid to
screen for my husband and he was very pleased. We have a
vote, write that politician, and communicate
very attractive truck and have always received a lot of attention.
with the dispatcher. Fighting with each
However when we installed the teeth (scary?) that attention
other won’t solve it. Let’s work together
multiplied tenfold. People always point and smile. Children
until we find answers to it.
jump up and down in glee. Many other drivers have
Todd Epperson
complimented our truck over the CB. People even take pictures.
Riegelwood, NC
Bug off
We have never had anyone run away in fear or intimidation. It’s
a fun thing, never meant to be more than that.
Shelly Rivers
Perris, CA
98 LAND LINE
Get the money out of politics
There is no law that isn’t revenue-driven.
Like the genius who came up with right
OCTOBER 2002
lane restrictions. We all know this doesn’t work, but
the guys who do those studies haven’t figured this out
yet and they get paid a nice sum of our tax dollars to
come up with solutions yet all they come up with is
“do it like this state.” It hasn’t worked yet and it isn’t
going to work, however it does generate revenue and
traffic snarls.
And on the subject of Mexican trucks, when you
allow trucks in this country with drivers who think
windshield wipers and turn signals are an option or
luxury you are asking for trouble and lots of it.
Enough of my ranting except to say when you get the
money out of politics you may actually accomplish
something.
Randy Coffee
Leesville, SC
Don’t ask me to wait
I read in Land Line about the truckers who complain
about wait times at some of these shippers and
consignees and I also hear on the road of truckers
bitching about the same thing. I overcame that
problem years ago. For customers who wish not to
adhere to appointment times, I am their worst
nightmare.
Since I figured out how to fix this problem, I have
had it very easy out there with the wait times. It’s
simple, I haul a reefer and whenever the customer
goes 15 minutes over my appointment time on
getting me to a door, I simply get on the radio or go
inside the building and tell the customer I’ll be
shutting down the reefer now since my appointment
time has passed.
If you let these customers walk all over you by
keeping you waiting for hours, it will cost you money.
I give customers 15 minutes past my appointment
time and that’s it, their nightmare begins if they so
choose. Stick firm and you will make money in this
industry.
Joseph B. McWee
Washington, PA
KW assist: quick fix
Two days ago my husband broke down in Mississippi
— his A/C. As serious as he is, his refrigerated load
getting delivered on time in Houston was his first
priority. He was hot, tired, exhausted and aggravated
but held his cool. After the load was delivered, we
worked together to get it fixed. I remembered the
“KW assist” program I read about in Land Line. In no
time flat, Kevin, the wonderful guy on the other end
OCTOBER 2002
LAND LINE 99
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TARE WEIGHTS
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TARE WEIGHTS
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90,000 lb. GVWR
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High Strengths Steel
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Front and Rear
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TARE WEIGHTS
as low as 9,750 lb.
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5-Year Warranty
Let’s not sit idly by
Sealed Lighting
System
Back when my grandpa drove, he made more money
than the average 9-5 man down the road. The
sacrifice was worth it. The truckdriver made more
money and took care of his family. Not true today.
We are strong people. We have to be to do the jobs
we do. So why do we not say enough is enough? Let
us be radical in our defense, not sit idly by as law
after law is passed. That is why I became an OOIDA
member. They are fighting for us. OOIDA sees the
light at the end of the tunnel. But we must fight with
the call and write stand up for what we believe is
right. We can win and we will win if we unite.
Jimmy S. Wells
Trinity, NC
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of the phone, found a shop and made arrangements
for the part to be delivered the next morning. He
kept us informed and even called both my husband
and myself to make sure things went as planned.
That is service! Thanks Land Line, you are quite a
partner. We read you from start to finish.
Tammy and Darrell Davis
Ochlocknee, GA
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More money, not more work
I always wanted an extra day at home with the wife
and kids. It seems to me that all of us are working
plenty of hours, accepting plenty of liability and in
my case, as well as others, investing more than
enough money with the initial purchase and constant
maintenance (after all none of us want to die) of
equipment that we should be asking for more money,
not more work.
The biggest issue for me was the inability of many
drivers to understand this simple logic. A few years
back one of the most often heard radio conversations
was freight rates. The common reply from company
drivers seemed to be “I don’t care what the rate is as
long as my boss keeps paying me.” I wonder how
many of those drivers still have jobs in these tough
economic times? Higher freight rates means your
boss will have more money to spend on equipment
and you — the driver — if he is smart. We all need
to make plenty of money so we don’t have to commit
a federal offense (a logbook is a federal document)
just to make a living.
James Biggs
Perry, OK
Safety and fair pay?
© www.tarps4less.com
Being an owner-operator, long time OOIDA
member and a driver with almost 4 million miles of
100 LAND LINE
OCTOBER 2002
just about all oversize loads, I’d like to voice a short
opinion on where I think this industry should be
going. I think we should be paid by the hour;
everybody including owner-operators. What could be
a better way for safety and fair pay? If it were the case,
why would anyone want to falsify a logbook, speed or
recklessly drive? Of course, I’m sure the employers
would start having a fit if this was tried, but I think
it’s about time this industry had a major shake up. It’s
a minimum wage job now for most concerned.
And it’s about time we start getting back drivers
who have enough IQ to run these rigs down the road
safely. And that will require a fair and decent wage.
Thanks to you and OOIDA for the good work.
Don Tobias
Vancouver, WA
Auxiliary power units
I keep seeing more and more anti-idling laws all across
the country. I am for the environment and want to
help any way I can, but these people need to go one
step further and try to help instead of creating driver
fatigue.
I can’t sleep when it is 100 degrees outside; and you
could freeze to death in the winter. Auxiliary power
units, on the average, cost around $7,000 installed. It
would be nice if we could get some low interest loans
sponsored by the government, or government funding
to find a healthy solution to this problem.
I would put one of these systems in my truck ASAP
if I could get some help in this matter, and I am sure a
lot of other owner-operators and companies alike
would do the same if it they were able to get this kind
of help.
Bill Steckert
LaPorte, TX
On nuclear waste disposal
In response to Tom Newman’s letter entitled “Yucca
Mountain” in the August/September issue of Land Line.
If not wanting spent nuclear fuel traveling through
and stored close to one of the fastest growing cities in
the country and one dependent on the tourist trade
makes me a crybaby, so be it. Alternate transportation
routes pass it through smaller communities illequipped to handle even the smallest emergency let
alone a major accident. I won’t disagree with your one
location theory. How about Altamont, IL?
While it’s true above-ground nuclear bombs were
tested near Yucca Mountain and Las Vegas in the past,
it’s also true that those downwind are paying the price
in terms of much higher cancer rates. At the time,
above ground testing was considered just as “safe” just
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OCTOBER 2002
LAND LINE 101
as you now claim transporting this stuff is.
At least Nevadans and the rest of the country
perceived some benefit from this testing. It was
considered vital for national security during the Cold
War. In Nevada we have heard all your arguments
before. Nevadans receive few benefits from nuclear
power plants; we don’t have any. As a matter of fact
one the safest means of generating electrical power
exists just a few miles from here at Hoover Dam and
we see little benefit from that. Most of that power is
sent elsewhere.
Nuclear waste isn’t any different than what you do
with your pee bottle.
Gary Elias
Las Vegas, NV
Respect people the way you want respect. Smell
clean, try not to frown. Drive defensively. Learn a
little tolerance and try not to be so quick to judge.
Those are my suggestions for a good attitude.
I don’t dress or make my look for anybody but me
(and maybe my wife). Mr. Brown, drivers come from
all walks of life. Accept it and deal with it. I
remember how it was when I started driving. Many
an “old redneck” showed this California hippie a
thing or two. We’re all in it together, try a little
kindness, it works.
Tim Trotter
Castaic, CA
We’re all in this together
In reply to Mr. Brown’s “drivers’ attitude” has got to
change (June LL), I cannot agree more with Mr.
Brown “I drive a big rig ... get out of my way?” That
bully attitude has never been accepted as far as I
know. But it seems as if Mr. Brown also has an
attitude if you don’t “look” a certain way or dress to
his specification. I think if Mr. Brown had a mirror
behind him he might see a little “red neck.”
Look people in the eye when you talk to them.
Retiring in Mexico?
I would like to respond to Barry K. Dwyer’s
comments on retiring in Mexico. Barry, I have
thought about doing the same thing. It’s true you can
live much cheaper there, and, yes, they do have
satellite TV there.
There are, however, a couple of concerns you
should think about. First, you must learn to pay
extreme attention to your personal security and the
security of your property. Second is
the question of health care. It’s
there, and I think, pretty cheap,
The Original
but a lot of wealthy Mexicans
and Still
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come to the U.S. for health care.
Load-Lock Storage and Security
Third, you absolutely have got to
The J-Lock lockable, anti-theft storage and security system easily mounts
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get yourself into a mental state of
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mind to deal with corruption.
specific need. Each load lock is individually cradled to insure no
There are no problems there that
movement. J-Lock is the original load lock security system and is now
the preferred choice as the OEM product on many
can’t be solved with enough
major truck manufacturer’s vehicles.
Jones Manufacturing Co.
dinero.
20 Fort Monroe Industrial
Inquire with your Freightliner,
Park Ave., P.O. Box 143
Incidentally, I love the Mexican
Monroeville, OH 44847
Peterbilt, Sterling, Volvo,
people,
speak Spanish, and am
Navistar or Mack dealerA\\merican Made
(419)
465-2009
married
to a Mexican woman 22
American Made
years my junior who saved not
only my sanity but my life, after
the death of my first wife. Also,
ZAMZOW
© 2002 ZAMZOW
incidentally, Barry, I was born and
raised in Gilmer County, WV.
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102 LAND LINE
OCTOBER 2002
Canadian truckers form
Owner-Operator Business Association
www.landlinemag.com
Canada’s owner-operators have formed the first business
association of its kind, the Owner-Operator’s Business
Association of Canada (OBAC). OBAC launched its
Canada-wide member recruitment Sept. 22 - 28.
David Marson, a 25-year trucking veteran, is the first
president and chairman of OBAC, leading a 15-member
board of directors with roots in communities from
Newfoundland to British Columbia.
“The main goal of OBAC is to speak with a unified voice
on behalf of Canada’s 50,000 owner-operators and 200,000
drivers,” says Marson. “We will help Canadian owneroperators by helping them develop the business and
operating skills needed to succeed in today’s competitive
environment. We will also work with other trucking
associations and governments across Canada to ensure
that the views of owner-operators are heard during
decision-making.”
Marson noted that the trucking industry relies heavily on
the services provided by this group of entrepreneurs, yet
the current business climate makes it extremely difficult
for owner-operators to realize decent returns on their
investments. “By working to improve the situation for
owner-operators, we will be helping to ensure the
financial health of the trucking industry as a whole.”
OBAC intends to provide its members with answers for
daily issues, seminars and workshops and group
discount rates from various suppliers. OBAC plans to
conduct regular surveys about current and upcoming
issues; it will have an interactive web site that allows for
feedback from members; toll-free telephone and fax
numbers; and e-mail. LL
Correction: In August/September LL Cab Comfort Part 1, Seats Inc. was stated as offering a
model CL67LE El Camino seat. CL67 denotes a seat suspension for Class 6 and 7 trucks. The LE
denotes the model of seat upper with a 22-inch extra wide cushion, and the El Camino is a specific model of seat upper. Both can utilize the Wide Parallelogram suspension for Class 8 applications. Visit www.seatsinc.com for more information.
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OCTOBER 2002
LAND LINE 103
10/02
Engines
show the ride and maneuverability of
the new trucks more than the
from page 91
performance of the engines, but I did
get a feeling of how the engine
behaved. Like the others with variable
geometry or waste-gate turbochargers, throttle response
is almost instantaneous, and temperatures stay within
range under all conditions I encountered.
In conclusion
The coming year will be a
critical one for the truck
manufacturing community.
Those with faith in their
enginemakers warranties and
their own abilities to negotiate a
hard bargain may get excellent
deals. It certainly will be one of
the greatest buyers’ markets in
the history of our industry. The
large fleets’ positions may truly
be founded on fear of the
unknown, or they may just be
posturing to influence the
government or to increase their
bargaining power with their
suppliers. It may be a little of
each. Since owner-operators
tend to keep trucks longer,
you’ll probably see an
improvement in fuel economy,
not as much as it could have
been, but an improvement
nonetheless.
So is the sky falling? It’s too
soon to tell, but with dealers
anxious to move trucks,
factories anxious to build them
and resale values continuing to
rise, owner-operators and small
fleet owners may find 2003 a
better time to get into a new
truck than Chicken Little would
have predicted.
Detroit Diesel and Mercedes Benz
used the Freightliner event to let
the press drive their products. Volvo
used their product launch. But special thanks are due to those who
took time out of their schedules to
prepare their trucks just for me
and accompany me when I drove
them. To International Trucks’ Engineering Program
Manager John Fehring who went with me on the
Caterpillar and Cummins drives. To Doug Gunter,
Peterbilt’s engineer, who not only navigated, but also
got me out of a tight spot. And especially to Mark
Yacobozzi, sales executive for Chicago Mack Sales and
Service, who had to clear it with a customer to let me
drive two already-sold trucks, I offer my heartfelt
There’s no place
Therle
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ike
nesp
.lace
like Jones.
respect our Owner-Operators
We respWe
ect
our Owner-Operators
and consider them part of our family.
and consider them part of our family.
Our Owner-Operators benefit from:
• Settlement Options – including daily pay
• Discounts on fuel, tires and insurance
• No company trucks to compete with – 100% owner-operator
• Internet access to available loads and driver bulletin boards
• Field Recruiters conveniently located to make sign-on easy
• Central Operations available to help around the clock
• Apply online at www.jonesmotor.com or.
.
Call today and find out why there’s no company like
Owner-Operators call 1-888-233-3260
OCTOBER 2002
LAND LINE 113
A ROSE to California Highway Patrol officer Joseph
Pace who reminded Los Angeles Times readers about car
driving no-no’s he’s seen that endanger trucks and all
vehicles. Among the offenses: DYAP (driving while
talking on a phone), DBUFF (driving while naked),
DPP (no — it’s driving while putting on pantyhose),
DWAM (driving while applying makeup), and DNookie
(driving while doing deeds usually done in the
bedroom). According to Pace, CHP officers and truckers,
the no-no’s fall into four categories: dressing and
grooming; use of electronic gadgets; intimacy; and eating
and drinking. Then there’s the man who was driving 10
miles over the speed limit while watching a soccer match
on a portable television he held in one hand while he
adjusted the antenna with
the other. He used his knees
to steer.
A RAZZBERRY to the
weigh station in
Cumberland, MD. OOIDA
member Dan Baldree
reports that while waiting
on a hot day for inspector-trainees to go through
paperwork, his dog Teddy became thirsty. Dan says he
unbuckled his belt for a second to reach behind the seat
for water. At that moment, a cadet, no doubt eager to
demonstrate his supervisory skills, handed Dan a $50
ticket. The offense: Not wearing a seat belt.
The Oil Price Information Service (OPIS) recently said EPA
regulations, geopolitical factors and changes in oil refinery
operations could cause diesel price turmoil. A case in point:
At a Nigerian refinery, 600 women took about 1,100
ChevronTexaco oil workers hostage and said they would
strip naked if their demands weren’t met. Nudity is
considered a cultural means of shaming others to get what
you want. The women wanted the local economy to benefit
from the refinery’s operations. Eventually, the hostages were
ROSES
A RAZZBERRY to the Big Cabin, OK, Truck Stop
where OOIDA member Rob Patterson stopped July 4 to
change a worn tire on his way to Texas. A young man on
duty said the cost would be $157, “because it’s a
holiday.” The manager later explained a new policy where
all holiday work would double because someone must be
called. As Rob noted, the young man was there, he was
on duty, and there was no need to call anyone. Rob
drove to a Flying J in Dallas, where he paid $20 to get
the tire changed.
A ROSE to Mac McKinnon, publisher of Colorado’s
Fort Morgan Times, for writing about under-appreciated
professions. Here’s a sample: “Everybody loves to hate
and cuss trucks...I for one appreciate truckdrivers — not
that I don’t get mad at them on occasion. There are bad
ones just like bad drivers of any sort. I’ve had a number
of friends who are OTR truckers. It’s not an easy life,
and our commerce depends on them … It’s amazing just
how many trucks there are on the road at any one time
… I recently had lunch at a truckstop counter … The
theft problem seemed to be a major concern …
(Truckers) told of backing up to trailers that were
supposed to be full, only to find out the contents had
114 LAND LINE
been stolen. This is a problem all over the United States.
They also discussed the long waits they had to deal with for
their loads and the cost of trucks and fuel …Our lives move
on trucks. Thanks to the truckdriver — you are appreciated.”
freed and oil executives promised action. Meanwhile, a bolt
of lightning ignited a huge fire at the refinery. At that point,
ChevronTexaco said it would create new jobs for 10 people
from nearby villages, upgrade 20 workers to full-time
positions, create 30 new positions, set up a $160,000 credit
plan enabling village women to start businesses and provide
schools, hospitals, water and electricity for nearby
communities. It’s not nice to mess with Mother Nature, so
we’ll give her a ROSE for encouraging compromise.
Here’s a lesson in good and bad toll collection techniques in
two different cities. Consider: The Grand Island, NE, city
council ordered sidewalks built in front of homes near three
schools, and gave homeowners 90 days to comply. If the
deadline passed, the city would do the work and charge
homeowners. A ROSE to Jerry and Patti Hirschman, who
finished their sidewalk in time, but added a light-hearted toll
sign: “Kids free, adults 25 cents, city councilmen
unwelcome.” They collected about $3. But a RAZZBERRY
to 22-year-old Spokane, WA, resident Enjoli L. Luna and
three others who insisted that four passers-by pay $1.50
apiece to cross Luna’s sidewalk. The men refused and were
assaulted by Luna, another woman and two men. Luna
reportedly fetched a butcher knife from her house and cut
one of the victims on the neck. The victims called the police,
who later found the suspect sitting on her front porch, and
then jailed her on suspicion of first-degree assault.
OCTOBER 2002
and
birds by firing shotguns and shooting fireworks and
lasers into the air. So here’s a ROSE for the birds, who
appear to be chipping away at bureaucracy.
This one’s for turtles. AP reports work on the Cherry
Hill Bridge in Montgomery Township, NJ, will be
delayed. The reason: State law prevents work that would
disturb the area during the turtle-mating season. It
seems the activity would stir up silt, which could kill the
turtles. A RAZZBERRY to officials who had lots of
time to fix the bridge before the turtles take lots of time
to mate.
razzberries
A ROSE to the Roanoke Times for a recent editorial about
driving difficulties on I-81. Here it is: “Much has been said
recently and over the years about the terrors of traveling
Interstate 81. Some want to widen it; others want to put
most of the blame and burden on the truckers. These aren’t
solutions, because neither addresses the real problem. I
contend that the real problem with I-81 is … dumb and
stupid drivers. The real solution to the real problem is
simple, and it won’t cost a penny — except to the guilty.
Start with a fleet of unmarked vehicles … manned by
dedicated lawmen. If a motorist is dumb and exceeds the
speed limit, give him a minimum $500 ticket. If a motorist is
dumb and chooses to hog the passing lane, give him a $500
ticket. If a motorist is either stupid and/or a jerk and is
caught tailgating, exiting from the wrong lane or
endangering other motorists, arrest him and confiscate his
vehicle on the spot. The fines and the sale of confiscated
vehicles will more than pay the costs of the extra police cars
and personnel. Mainly, though, money talks, and the word
will quickly spread that I-81 isn’t the place to break the law.”
This one’s for the birds. A Virginia Department of
Transportation (VDOT) press release says vultures are eating
the agency’s West Point headquarters. “It appears they are
feeding on such things as the shingles …,” said LaTina
Bundy, a VDOT spokeswoman, who later told the Hampton
Roads Daily Press: “I find it interesting the vultures are eating
the building … I don’t understand why.” Meanwhile, VDOT
asked the U.S. Department of Agriculture to scare away the
OCTOBER 2002
A ROSE to Canadian truckdriver Martin Baumber. His
bravery saved two women from burning to death in a
wrecked car where three others died. The accident occurred
on Ontario’s Hwy. 401 when a car carrying five people
sideswiped a big rig. The car crashed into another truck and
immediately caught fire. Baumber sprang to action. “There
(were) five people in a car dying and I knew it was a matter
of seconds,” he said. “The flames were all over the doors and
I just grabbed what I could.” Baumber said one woman
grasped a rosary as he pulled her from the wreckage. “When
I saw that, I just yanked her out,” Baumber said. “I just
thought I was sent here to do something.” He pulled the
other woman to safety before flames engulfed the car. Both
women were taken to a hospital, one by air ambulance. Their
conditions are not known.
And speaking of bureaucrats, a RAZZBERRY to U.S.
transportation officials who don’t provide drivers with
information about how trucks and cars should share the
road. A recent AAA study found improper lane changes,
failure to yield, driving too fast, driver inattention and
other missteps were to blame in 54 percent of all single
car-truck fatal collisions in the United States between
1995 and 1998. The study is backed by Canada’s
Ontario Ministry of Transportation’s annual “Road
Safety Report,” which consistently shows car drivers are
at fault in 70 to 80 percent of all fatal car-truck
collisions. Here’s a thought: Perhaps it should be a
mandatory part of the driver’s-licensing process to teach
motorists how to share the road with big rigs.
Pizza dough recently spread out over a stretch of 25 to
30 miles in Wisconsin after yeast rising because of hot
weather forced open the back of a Tombstone delivery
truck, AP reported. Chippewa County Lt. Tim Blizek
said police received a call concerning a sticky substance
on the road. Officials said the dough at first dropped in
small chunks. But when the driver saw dough coming
out in big pieces, he pulled over. A ROSE to the
Tombstone driver for almost providing a higher-class
option to road kill — all they needed was some sauce.
That’s because you can find cheese almost anywhere in
Wisconsin. LL
LAND LINE 115

October - LandLineMag.com

Transcription

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