Archive For The “News” Category
For owner operator Ruben Velez, nothing has been given to him. He has worked hard all his life.
“I didn’t finish high school because I grew up working to help my mother pay the bills,” Ruben says.
HaulProduce caught up with the resident of Orlando, FL several weeks ago at The Polish Shop, located at exit 2 along I-75 at Lake Park in far southern Georgia. Ruben has his 2012 386 model Peterbilt polished here about three times a year. This blue beauty, with only 90,000 miles, houses a 455 h.p. Paacar diesel, featuring a 13-speed tranny, and a 242-inch wheelbase. He pulls a 53-foot Utility trailer mounted with a Carrier reefer unit.
Ruben primarily hauls tomatoes out of Southern and Central Florida. He had recently delivered a load of Florida tomatoes to New Jersey. He was returning to Florida with a load of dry freight. It had six drops. He’d already unloaded some of the freight in Atlanta, with further drops set for Lakeland and Deerfield, FL. Then he planned to pick up more Florida tomatoes to haul back north.
Ruben, 43, started trucking as a company drive at age 18. He’s been an owner operator for the past 18 years, owning nothing but Petes. Although he hauls a lot of tomatoes, his favorite loads are with frozen foods. He cites no particular reason, except, “I’ve always hauled it.”
Among his concerns as a small business owner, is the high cost of diesel fuel. “The high price of diesel is hurting me and everyone,” he notes. As for fuel surcharges, the trucker says he receives them, primarily on dry freight, but it is often too little and lags behind the increasing cost of fuel.
Ruben states trucking is becoming more difficult, not only for new entries into the profession, but the veteran drivers as well.
“This (trucking) industry has ate up a lot of guys,” he says. “If you’re entering this industry, go to work for a carrier where you have the benefits. The fuel, tolls, insurance, etc.; all of these costs are very high.”
Asked about his biggest challenge as a trucker, Ruben cites dealing with the inexperienced drivers on the road, both four wheelers and operators of the big rigs. “A lot of them are out there driving while texting, talking on their cell phones; not paying attention.”
His favorite aspect of trucking is a very common answer among long haul drivers — being on the road, enjoying the scenery and just seeing a lot of different things.
As for keys to surviving and making a living in trucking, Ruben cites not only being willing to work hard, but to deal with good, honest shippers, brokers and receivers. He uses his own operating authority to get most of his dry freight hauls, while using reliable, honest truck brokers to obtain his produce hauls.
Postmedia News is reporting a catastrophic freeze has wiped out about 80 per
cent of Ontario’s apple crop and has the province’s fruit industry looking at losses already estimated at more than $100 million.
“This is the worst disaster fruit growers have ever, ever experienced,” orchard owner Keith Wright said May 4.
“We’ve been here for generations and I’ve never heard of this happening before across the province. This is unheard of where all fruit growing areas in basically the Great Lakes area, in Michigan, Pennsylvania, New York State, Ontario, are all basically wiped out. It’s unheard of,” the Harrow, Ont.-area grower said.
If apple shipments from the Great Lakes region falls by 80 percent there is bound to be more demand and brisk loadings of Washington state apples once the new season kicks off in July and August.
About 125 truckloads of Michigan apples are being shipped a week from storages and are grossing about $3200 to Dallas.
The hours of service rule changes are not major, but they are confusing. A 
greater focus is needed on prevention of stolen produce loads, and there are discussions of alternatives to using trucks to haul produce, but the alternatives are not that impressive in most cases. These are just a few of the topics addressed at the United Fresh Produce Convention, held May 1-3 at the Dallas (Texas) Conventi0n Center. The session was titled Examining Today’s Transportation Challenges and Alternatives. (To read more about this session see the report published on May 3rd)
Dan Vache’, vice president of the United Fresh Produce Association describes hours of service as a top concern of the produce indutry.
Gary E. York, general manager, C.H. Robinson Co. Worldwide Inc. describes the hours of service rules as “complicated”, specifically noting that twice a week driver’s are not allowed to drive between 1 a.m. and 5 a.m.
“If more drivers were able to operate 1 a.m. to 5 a.m. it would mean less drivers on the road during high traffic hours,” York adds.
A member of the audience points out the hours of service regulations were altered for safety reasons, “but in some cases the changes make it less safe.”
Another audience member asks the panel about compliance of rules and regulations for truckers. York replies that technology is helping to improve compliance and will do more so in the future.
On the topic of stolen loads, Vache’ relates there are no good answers, “but we have to police ourselves.” For example, if a truck shows up with a load of nuts, the receiver or buyer needs to know from where it came.
There also is a lot of contraband crossing the U.S. border from the Southern hemisphere and being distributed throughout the USA and Canada. Vache’ notes the U.S. and Canadian governments are working together to reduce this problem.
With the seasonally high volume of produce, less available refrigeration equipment and rising rates, the topic of alternatives to truck transportation are addressed. Panel members indicate there are certain commodities and routes for transporting produce other than truck, but it is limited.
Alex Crow, national trucking manager, Hellman Perishable Logistics, says, “I don’t think we can replace trucks on certain routes, but we can do some things like with Washington state to Chicago on certain items (like apples, onions and potatoes).
York indicates railroad service has improved, pointing out a rail delivery from Washington state to Chicago can occur within 12 hours of what a single truck driver can deliver. Rails are now delivering loads to the East Coast in six days.
However, York adds that a problem with rail service is the lack of intermodal equipment. There also is the challenge of rails being able to compete with trucks when it comes to backhauls, or return loads. Rails remain an option, are slowly increasing their volume, but York doesn’t see any significant improvements in the next three to five years.
An audience member comments there are transportation problems in moving potatoes out of Idaho. The challenge is getting the equipment to Idaho to make the hauls.
Concerning the CSA safety enforcement systems for trucks that used to be known as SafeStat, Vache’ says in the future the scores will have more meaning as the government is better able to track carriers.
“It’s going to force carriers to be more selective in the drivers they hire,” Vache’s states. “It is going to revolutionize the industry. It will result in liability becoming a bigger issue for carriers. Technology will result in more efficiency to the industry, but more liability.”
Tod Taylor has been trucking off and on for over 25 years, but it’s the onlyprofession he’s known for the past seven years. He has 
pretty much done and seen it all during his career and is thankful the equipment has improved immensely.
He still has vivid memories of his first job trucking in January 1986 when he was driving for a company with a 1982 cabover. “They left me in New York City for three weeks, mainly to pick up and drop trailers. I vowed I’d never go back there,” he recalls.
He hasn’t strayed much from those feelings today. A company driver for Professional Services Transportation Inc. (PSI) of Huntsville, MO, Tod says he refuses to drive inside of Interstate 287 in New York. He, as well as PSI pretty much also avoids trucking in California because of the rules, regulations and gridlock.
“You can’t make any time in California or New York. You are dealing with too many things that eat the clock up,” he states.
While hauling meat is the primary focus for PSI, the company also transports its share of fresh produce. In fact, he finds some similarities between the two categories of loads.
Tod had just hauled a load of meat from Milwaukee and made two drops inAtlanta. Now he was parked at an Atlanta truck stop and in 14 hours (3 a.m.) was scheduled to make his first of three more drops. Sounds a little like some produce hauls, in which he also aired some opinions.
“If the produce people would get their act together, it wouldn’t be bad (hauling fresh fruits and vegetables). You wait three days to pick up two skids. You wait for those skids because the product has to be harvested. Trucking just don’t pay enough to do that. When I get lucky and finally get loaded, then they don’t want to pay you anything to haul it,” he reflects.
Tod believes a minumum of two dollars per mile is needed to haul produce out of California and many other places, “but most guys aren’t getting that. They want you to drive 3,100 miles for $2,800. You can’t do that, especially when you are there three to four days waiting for a load. It’s not worth it.”
At age 50, Tod has never owned his own truck, although he has considered it from time to time. However, he has always decided against being an owner operator “because I don’t need all of the extra headaches.”
Tod drives a beautiful 2012 Kenworth T-660, which had only 37,000 miles on it. He loves the truck that is powered by a Paacar 455 h.p. engine, 15-speed automatic transmission, and pulls a 53-foot Great Dane holding a Carrier refrigeration unit. The truck is a light oak leaf color with an 84-inch studio sleeper. The cab has a lot of modern features including a GPS system built into the dash.
He concludes, “Trucking has come along way from that ’82 cabover freight shaker I used to drive.”
If you want to know how produce trucking issues are viewed by some folks in 
the produce industry, you should have been at the annual convention of the United Fresh Produce Association, held in Dallas. Specifically, the session was held on May 1st by wholesalers/distributors and titled Examing Today’s Transportation Challenges and Alternatives.
The 60-minute meeting was held in the same Dallas Convention Center that will host the Great American Trucking Show August 23-25.
Among the issues dealt with were the driver’s shortage, detention, and hours of service. (Within the next few days I’ll provide more coverage on the session ranging hours of service to stolen loads and dicussions of alternatives to trucks for moving produce).
On the program was moderator, Ron Carkoski, head of Four Seasons Produce, Inc.; Alex Crow, national trucking manager, Hellman Perishable Logistics; Ken Nable, president of Kington and Associates Marketing, LLC; Dan Vache’, vice president, supply chain management, United; and Gary York, general manager, C.H. Robinson Worldwide, Inc.
Concerning the availablity of drivers, Crow noted there was only a “moderate” shortage of drivers — amounting to about 200,000. “We need to treat drivers as professionals. We are feeling the shortage,” Crow related. His logistics company had even hired professional “head hunters” to find more drivers. “We (as an industry) expect drivers to be professional, but often don’t treat them like professionals.”
Crow believes the driver shortage results from issues such as not paying them enough, to excessive waiting times for loading and unloading. “With the multi pick ups and multi drops we have to let the customers (receivers) know they need to pay (extra) for that.”
York at C.H. Robinson concurs. He points out driver salaries trail other occupations and many would be truckers chose higher paying jobs in construction and elsewhere.
“In 2004 we saw 1.6 million housing starts. Today there are about 600,000. Housing starts next year are projected to be about one million, and “drivers tend to go where the work is. As the economy improves, the driver shortage will increase, and transportation will cost more in driver wages.”
Vache’ of United, who has an extensive background with in-tranist temperature recording devices (such as Ryan Instruments and SensiTech), adds, “Drivers are tired, not just of being treated like second class citizens, but third and fourth class citizens. They are away from home a lot and they have families to support. What can we do to make it more attractive for drivers to enter trucking?”
York urges shippers and receivers to work on efficiency in reducing wait times at the docks. There also needs to be faster turn around times between loads. He notes while detention charges certainly are not “mainstream” in the produce industry, detention charges are being applied more than in the past.
A benefit for drivers will be advances in technolgy, York believes, which can be used to expedite action on loads involving claims. Technology can help “lay the blame” in a claims dispute and thus reduce the amount of claims arising.
Regarding efforts to increase gross vehicle weights for Class 8 trucks from 80,000 to 97,000 pounds, no one expressed much hope Congress will deal anytime soon with this issue.
Vache’ says increasing truck weight limits will be safer because of the industry continues to improve its safety record, equipment is better, etc. Heavier loads will also reduce the number trucks on congested highway.
York calls the idea of bigger trucks “appealing.”
Nable adds that heavier trucks will reduce the “footprint.” In other words, it would be good for the environment.
While the panel emphasizes the pros of increasing weight limits, the downside from a driver’s point of view were largely ignored. For example, increased weight limits will result in more wear and tear on trucking equipment, consume more diesel fuel, and result in higher costs of operation for the trucker. Will the produce industry willingly increase rates accordingly? Most truckers I have talked to believe they will be expected to haul the heavier loads without additional compensation. The prospects of the produce industry increasing freight rates for hauling heavier loads was not addressed by the panel.
My home state of Oklahoma just opened the first of eight new weigh stations April 27th and was very proud of the fact it nailed its 
first overweight big rig within an hour of its opening. State officials would only say the truck was significantly over the 80,000-pound gross vehicle weight limit at the new $11 million port of entry, located just south of the Kansas-Oklahoma state line on I-35. Oklahoma officials also are very excited that the next new weigh station will be opening soon on I-40, in Western Oklahoma just east of the Texas state line. This weigh station will “only” cost $8.7 million.
The Oklahoma Department of Transportation and other Okie bureaucrats are very excited and can’t wait to get the all eight new port of entries in operation and start racking in the dough. Afterall, it’s going to take a lot of fines to cover those millions and millions of dollars to build these weigh stations. These new facilities also will be equipped with a lot high tech equipment ranging from weigh-in-motion that weighs big rigs at highway speeds (at least on I-35); license plate readers; automatic checks of truck registration and safety rating, among many other features.
Oklahoma officials cite the need for replacing 50-year-old existing weigh stations to protect the state’s investment in highways, bridges and city streets, as well as making the roads safer for motorists.
These are fine, good and honorable goals. Let’s just make sure these are the true goals, and that they are not tempted to start issuing fines, and putting truckers out-of-service for less than honorable reasons. We all know, safety inspectors can be very picky and cause a lot of problems for drivers, even for minor infractions. I’m not saying this will happen, but when there’s bills to be paid to help justify these new ports of entry, one never knows.
By OOIDA
(Grain Valley, Mo., April 25, 2012) – Despite being previously struck down by a federal court, a costly and unnecessary mandate has been included in the 
U.S. Senate’s highway surface transportation funding legislation.
U.S. truckers see it as the last thing a struggling trucking industry needs right now and want to see it removed from the bill.
A provision in S.1813, also known as MAP-21, requires all long-haul trucks to be outfitted with electronic on-board recorders, or EOBRs, capable of real-time tracking for monitoring of trucks and drivers. The Owner-Operator Independent Drivers Association (OOIDA), the largest trade organization representing professional truckers and small-business truckers, contends EOBRs are an unproven technology, providing no cost benefit or highway safety improvement.
“It’s exorbitantly expensive while providing no safety benefit whatsoever,” says Todd Spencer, OOIDA executive vice president. “This is being done under the guise of compliance with federal hours-of-service regulations, but it is actually a way for large motor carrier companies to squeeze more ‘productivity’ out of drivers and increase costs for the small trucking companies they compete with,” said Spencer.
A regulatory version of an EOBR mandate was struck down by a federal Court of Appeals for the Seventh Circuit because the FMCSA failed to deal with the harassment of drivers. Noted in that ruling was the fact that no research has shown how such a mandate would do anything to improve highway safety.
“EOBRs are no more reliable than paper log books for tracking hours of service,” said Spencer. “The device only tracks when the wheels are moving, not taking into consideration the colossal waiting times spent by truck drivers at shipping docks. Plus, we hear every day from truckers whose companies use the devices to harass truckers into driving more hours.”
The current EOBR rulemaking has been estimated by the Obama administration to cost the industry $2 billion if enacted. In response to a request made by U.S. House Speaker John Boehner to disclose all rulemakings in excess of $1 billion, President Obama listed the current EOBR rulemaking as one of the seven most expensive regulations pursued by the administration.
“It is more than twice the cost of hours-of-service regulations, which by the way are still in flux and not truly finalized. Yet the FMCSA presses on, seeking additional authority from Congress for yet another mandate,” said Spencer.
OOIDA sent a letter to the Senate conferees April 25th on behalf of its members expressing all of these concerns.
If you haul cantaloupes out of the Rocky Ford area of Colorado during the 
summer, better look for something else this year. Thanks to the 2011 outbreak of listeria at Jensen Farms that killed 32 people and sickened others in 28 states, melon shipments from this area will be much less this year. Acreage from this district in southeastern Colorado will amount to only 500 acres, compared to about 2,000 acres of cantaloupe each year before the disasterous outbreak.
The Colorado cantaloupe industry has taken steps to improve their food safety programs, including having safety audits by the Colorado Department of Agriculture. Still, it’s too late, the damage has been done. The whole cantaloupe industry in the United States suffered because of the lax safety standards of a company, not to mention lives lost and ruined. As consumers become more confident, cantaloupe shipments will return to Rocky Ford as they had in the past, and other shipping areas around the country will recover as well.
It’s kind of like having one careless driver acting like a an idiot in an 18 wheeler. The whole trucking industry’s image suffers — deserved or not.
Give road-weary eyes a break with this spiral-bound Large Scale edition 
featuring all the maps and accuracy you’ve come to expect from Rand McNally, only bigger.
Get the 89th edition of the most trusted and best-selling US atlas on the market, featuring the winners from the first Best of the Road® search for America’s best small towns.
The 2013 Large Scale Road Atlas includes coupons for discounts at hotels, restaurants and family attractions so you can save money on your next road trip. Tags keep the offers fresh – scan them with your smartphone to check back for additional deals.
Use the book’s scannable tags to point your smartphone to updated road trip content and tools that enhance your travel planning. To download the Microsoft Tag reader, use the web browser on your phone to navigate to www.randmcnally.com/TAG and click the link provided.
The Grosse Tete Truck Stop Inc. located about 30 miles west of Baton Rouge 
has a “tiger by the tail” so to speak, according to the Associated Press and other news media.
A lawsuit filed in District Court in Baton Rouge is the latest by an animal rights group involving a Siberian-Bengal tiger mix named Tony, a popular attraction for motorists traveling Interstate 10 near Baton Rouge.
The Animal Defense Fund claims the truck stop is exhibiting the animal without a valid permit, and a judge has issued a temporary order against removal of the beast, according to Louisiana wildlife officials.
The truck stop has had tiger’s at its facility off and on for over two decades and houses Tony in an area eight times the space that Louisiana State University used to hold its mascot, Mike the Tiger.
Meanwhile, while Tony continues to live at the truck stop, with the only winners so far seeming to be the lawyers — what’s new?