Letters to the Editor: Going 68; Hours of Service

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b>Going 68

If American Trucking Associations wants us all to go 68 mph and that truck goes out West, like mine do, or down to Florida, the unit would be running under the speed limit. (Click here for previous story.)

When it makes my truck payment and [pays for my] fuel, ATA can come set my trucks up the way it wants to. Until then, while I write the checks, my trucks will be set up to run the speed that is posted in the state they are operating in.

I was called out for a trucker trapped in his rig from an accident, and I was given a police escort for 35 miles. If my tow unit only ran 68 mph, the trucker would not be living today. So before it starts this, ATA might want to fix the other problems our industry faces.

Jeff Watt

i>Owner

etro Transport and Towing

altimore

A 68-mph built-in speed limit on new trucks, recently endorsed by American Trucking Associations, would leave a wide hole for opportunistic defense attorneys to sue every small trucker and trucking company that exceeds that limit.

I agree with what ATA is trying to do, but this initiative is not needed for the majority of responsible carriers who follow common-sense rules. In fact, most well-run carriers limit road speed to 65 mph, and whether trucks go 50 mph or 100 mph, there are many variables besides speed that contribute to accidents.

I hope the ATA takes a long look at what they are proposing and listens to the majority of the trucking folks out there.

Greg Hart

i>Hart Consulting Service LLC

alparaiso, Ind.

The proposal for a 68-mph limit is reasonable for both trucks and cars, especially when looked at as a concerted effort to reduce our country’s consumption of fuel and as a step toward reducing the severity of injuries when collisions occur.

Here at Southern Champion Tray, we have decided that with our 2006 new truck orders, the engine control modules will be programmed to have a top speed of 65 mph, with an option that gives drivers an extra 3 mph if they achieve a specific mile-per-gallon target.

I am writing this to let you know that there are companies out here that support this initiative and are taking steps to conserve fuel, even when it is not popular with drivers or the public.

Paul Kimball

i>Trucking Department Manager

outhern Champion Tray LP

hattanooga, Tenn.

Beat the Clock

The new hours of service should be called “Beat the Clock.”

Why are we seeing more accidents involving trucks? Anyone can see the reason if he or she really looks, and you don’t have to be a rocket scientist to figure it out. We drivers now have a 14-hour clock we are racing against, and the way I see some drivers driving, that’s exactly what it looks like — a race.

Drivers cannot stop anymore for a cup of coffee, a hamburger or just to sit and shoot the bull for awhile at a truck stop, because it is coming off their driving time or on-duty time. Now, instead of pulling over and waiting for rush hour or some other obstacle to clear, they are continuing on, trying to make a living under these new hours of service, forcing some drivers to drive when it is against their better judgment.

I just can’t believe the Federal Motor Carrier Safety Administration cannot see this. It may take awhile, but I believe they will finally realize they have made a mistake and will let us use line one of the logbook again to report actual off duty time — as per stopping the clock. As it is right now, it counts against our 14 hours.

David Jones

i>Company Driver

omer, La.

In its Feb. 27 issue, Transport Topics printed an article titled “Sandberg Cites Progress During FMCSA Tenure.” (Click here for previous story.)

She was quoted as saying, “Hours of service didn’t go as I had envisioned.” I am sure that is true. I and most of the drivers I have talked to view the new HOS as a dismal failure in terms of safety.

This is a very complicated issue, but there is one major, overwhelming problem with the new rules. They were based on placing drivers on the circadian rhythm. That is a fancy way of saying they are on a regular schedule. That has not happened for the majority of drivers, and it is not practical for most segments of the industry.

Under the old system, I could take a nap whenever necessary and without being penalized for it. The 14-hour running clock took that flexibility away from me. I will be retiring as soon as possible because I do not like being pressured to drive when I am sleepy. So much for the driver shortage and retention of experienced drivers.

Allen Bunch

i>Linehaul Driver

arion, Va.

These letters appear in the March 13 print edition of Transport Topics. Subscribe today.