Letters to the Editor: Hours of Service; Tire Management

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b>Hours of Service

The latest in a series of hours-of-service changes went too far. Shippers are not interested in how long it takes for their dockworkers to unload or load a trailer.

That means the driver is at the mercy of the shippers and consignees when it comes to any predictability of his or her workday. This is an obvious influence on hours of service and in particular, the newest 14-hour rule — which will not allow the driver to split sleeper-berth time while being unloaded and/or loaded.

The industry is having a tough time filling seats in the nation’s road tractors, and we are alienating those individuals who drive them now and who may choose to drive them in the future.

This newest logging requirement is an additional burden being placed upon already overburdened industry employees who in most cases are having difficulty making ends meet. This, while supplying the rest of us with the choice of goods we enjoy each time we shop, or make purchases across this great country.

Rod Marshall

i>Director of Operations

LC Services Inc.

ouisville, Ky.

I spent 12 years as an engineer on Mississippi River tanker barges, working by square watch schedule (six hours on duty, six hours off duty), 30 to 45 days at a stretch. Never had problems getting rested. If teams must get eight hours sequential sleeper-time, this will really wreck their daylight/darkness consistency. It is a lot less stressful to split driving into two five-hour stretches than one 10- or 11-hour ordeal.

The same goes for sleeper/passenger time. I was considering teaming with my girlfriend, but now that is on hold until the rule czars face reality.

Sure is lonely out here — does anyone feel my pain?

James Stark

i>Over-the-Road Driver

ak Ridge, Tenn.

Tire Problems

Interesting article on tire problems, especially the low tire pressure issue. (Click here for previous coverage.)

Equally interesting is that many fleets don’t have a tire policy that includes the drivers.

Drivers often do not know for sure how much air pressure the particular tires on the tractor or trailer should contain, or how often to check them.

Some companies assume drivers should “know” this, but maintenance personnel should get involved and spell out the details for the drivers.

I encourage the companies I visit to have an active tire-management program, as it will save a lot of money. Providing tire pressure gauges and information about actual pressure and timeliness of checks would help.

Another interesting detail is that neither the Federal Motor Carrier Safety Administration nor the Commercial Vehicle Safety Alliance defines what a “flat tire” is. No air at all? 10 pounds per square inch? 70 psi? They’ll put you out of service for flat tires, but they don’t define it. Discretion of the inspector, I guess.

Leo Hughes

i>Safety Representative

reat West Casualty Company

eridian, Idaho

These letters appear in the Feb. 20 print edition of Transport Topics. Subscribe today.