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Posts Tagged ‘American Trucking Association

Going inside the truck cab (Part Three)

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Steely said he used to be able to spend more time at home, but the sour economy has forced him to take to the road for longer periods. He used to spend a week on the road before returning to Nashville for a weekend’s rest. Now he’s driving for two to three weeks at a time just to make a profit.


On the road, truckers do their best to create a home on wheels for themselves.

It will be a month before he sees his son again.

“I’ve missed ballgames and his life in general,” he said.

Like Steely, Pendleton has a 13-year-old son who stays at home in Tennessee, cared for by his grandmother.

But because Pendleton’s company doesn’t allow its drivers to travel with minors, she gets to see her son Dustin only when she goes home, once every two weeks. She says it’s difficult to be away from him, but they try to talk on the phone every day.

And, thanks to her trucking job, the little family that used to struggle to get by every day can now afford whitewater rafting and camping trips. But Pendleton knows she would never advise Dustin to go into trucking.

“I would tell him I would rather him go get a good education and something stable and not as lonely,” she said. “The hardest part about this is that it is so lonely.”

Steely agrees. He wants his son to go to college and get the education he never had. But his son, not put off by a long-distance dad, wants to follow in his father’s occupational footsteps.

Like Steely, Wayne Black became a trucker out of sheer love for the open road. But unlike the Nashville trucker, Black, originally a New Yorker, doesn’t find the long-haul life all that lonely. An independent man, Black goes home, but not to see family. Instead, he trades in his 18 wheels for two and hits the road on his motorcycle.

The biker tattoos covering his arms are misleading, because Black, a blood donor and pen pal to third-graders, is anything but a tough guy. He cherishes the freedom of traveling cross country, but chastises truckers who disrespect the industry. The risky road practices of those drivers — illegal parking, speeding and inattention — give trucking a bad rap, he said.

“They don’t realize they’re taking someone’s life in their hands by running down the road four feet off a little car or even another truck,” said Black.

For Pendleton, the loneliness of life on the road makes her see little future in trucking. Her heart is always homeward bound, looking forward to being with her son and her boyfriend, who recently proposed to her. Pendleton proudly flashes her diamond ring, a prized family heirloom.

She insists it’s not an engagement ring, but a confirmation of their strong commitment and devotion to each other. She tries to contain her excitement, because she’s been married before. Dustin’s father divorced her after a 13-year marriage, and she was barely getting by when she met the truck driver who would become her boyfriend. But Pendleton doesn’t only miss spending time with her son and boyfriend at their home in Tennessee.

“I miss my son, and I miss being home, but the thing that I miss the most is being able to jump in that shower anytime you want to,” she said.

Although Pendleton says she’s not a girly girl, she says she still wants to feel like a woman while on the road, which has so far proven to be difficult.

“I had my nails for a while done because I wanted to be a little feminine out here being a truck driver, but you can’t really stop and park at a nail salon to get your nails done in that big truck,” she said.

Darrell Lewis, an owner-operator who is a devout Christian first, doesn’t let small parking lots keep him away from Sunday sermons. For Lewis, his truck cab has been his home-on-the-road and Bible-study-on-wheels for the past 21 years.

Lewis specializes in hauling hazardous materials such as chlorine and paint, a dangerous job for sure, but a far cry from the days when he transported gasoline.

An accident that spilled 5,000 gallons of gasoline and ruptured his inner ear forced him into six months of rehabilitation. He tried to go back to his old job hauling loads of gas, but anxiety attacks finally got the better of him. He switched to the lesser danger of transporting chemicals.

Not risk-free, but then long-haul trucking never is, no matter the load.

“Trucking is trucking, you know what I’m saying? We all have to be safe, it doesn’t matter what we’re hauling,” Lewis said.

“We can all die whether we’re doing cotton candy or chemicals.”

Photo credit: / CC BY-NC-ND 2.0

Going inside the truck cab (Part Two)

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Tammy Pendleton might not have 19 years of trucking under her belt, but she’s still gone far. She can remember exactly what she was wearing when she was last in California. It was January and she was standing in a strawberry patch, in shorts and taking in the incredible sight of the snowy mountain tops on the horizon.

Tammy Pendleton keeps a photo of her son and her fiancé on the dashboard of her big rig. (BECKY BRATU/The Rockbridge Report)

Tammy Pendleton keeps a photo of her son and her fiancé on the dashboard of her big rig. (BECKY BRATU/The Rockbridge Report)

It has been almost two years since Pendleton traded her housewife apron for an air-ride-equipped 18-wheeler that she’s since driven through at least 40 states.

“If you don’t mind being alone, it’s good,” Pendleton said. “I come across around the corner up in New York and saw Lake Eerie and the blue sky, and the blue lake, and then snow out on the ice. It was just the most beautiful thing I’ve ever seen.”

But life on the road is tough for truck drivers, and even more so for a woman driver. Pendleton says she feels she needs to watch her back more because she’s a woman. Her sparkling eyes have gotten her into tight situations a few times already, once while she was delivering a load to a customer.

“This guy says to me, he says, ‘You have the prettiest blue eyes.’ And I said ‘Thank you,’ and he said, ‘You know, those would look really good in a jar on a shelf somewhere.’

“I’m not joking,” she said, shaking her head.

Pendleton thinks women truckers face resentment from their condescending male counterparts, but she said that the situation has gotten better as more women have entered the industry.

Pendleton’s trucker boyfriend taught her how to drive a truck and helped her get a license. She’s grateful for the lessons because she doesn’t think getting a commercial driver’s license was as hard as it should be. Pendleton said she went to trucking school for three weeks and got only an hour of driving time.

“They’re just pushing people through,” she said.

Other professional truckers agree that obtaining a truck license is not difficult.

“It’s a six-week process,” said Chism. “But I mean you can find anybody that, you know, owns a truck that is willing to spend a couple weeks with you to show you how to shift the gears, blah, blah, blah, and, you know. You can take it from there.”

Male or female, truckers say the lessons and special license required of truckers don’t prepare them for the reality of life on the road.

Pendleton has learned through trial and error where it’s safe to stop and where she’s likely to encounter “spooky characters.” She starts her day before sunrise and tries to be in her truck and ready for bed before dark because she doesn’t want any trouble. She learned not to open her truck door at night after being solicited by a surprised female prostitute who quickly halved her price.

Other truckers have learned to tune out those nighttime knocks. But it’s impossible to ignore other concerns, such as the tougher competition in the industry, especially since the economy tanked.

In 2001 The Industrial and Labor Relations Review found the average trucker worked 62 hours a week with only nine days vacation a year. Those hours equal one and a half full-time jobs, according to the review, an academic journal published by Cornell University.

That means less time at home with family. Dissatisfaction with the amount of time truckers are able to spend with their families is a leading cause for high turnover rates in the trucking industry, a Transportation Research Board study found in 1998. The research board is a private, nonprofit institution, operating under the National Research Council.

Steely’s desire to be permanently homeward-bound is further enhanced by his longing to be with 13-year-old son. A rising star as the quarterback for his local middle school, Steely’s son uses Facebook and email to brief Steely on game recaps, schoolwork, and the life of a Nashville teenager.

The old days of the CB radio, celebrated in countless trucker songs, are gone. A Verizon wireless card plugged into his laptop computer connects Steely to his son. Other on-the-road comforts include a satellite radio, which he uses to listen to FOX News and NASCAR races.

Steely’s truck is also equipped with a fax machine and a printer that help him keep track of his orders and organize his business. The cab has all the amenities of a small apartment, including a refrigerator, a small TV set and a microwave oven. Pendleton uses the microwave oven in her truck cab to make her favorite on-the-road snack: Easy Mac.

Steely even brings his son with him for week-long trips when he is on his school breaks. That means Steely has to rearrange his cab so that his son can sleep on the twin bed’s top bunk, an area he usually uses for storage.

“I gotta dismantle everything up there,” he said, laughing.

But Steely isn’t complaining. He says he jumps at the chance to spend time with his son. And that does not happen as much as he’d like. (to be continued)

Written by beckybratu

September 22, 2009 at 7:15 pm

Going inside the truck cab (Part One)

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This story was originally published here.

Robin Steely’s used Freightliner truck is his “season pass” to see the country. In his 19-year career as a trucker he has gone deep sea fishing, seen Mount Rushmore, walked the same Black Hills that Crazy Horse once roamed, and attended more high-proile sporting events than he can count.

Robin Steely's son longs to be a long-haul trucker like his father. But the owner-operator hopes his 13-year-old quarterback completes his education instead. (HELEN COUPE/The Rockbridge Report)

Robin Steely's son longs to be a long-haul trucker like his father. But the owner-operator hopes his 13-year-old quarterback completes his education instead. (HELEN COUPE/The Rockbridge Report)

“The best part is seeing the country. I’ve seen, I’ve been, I’ve driven all 48 [states],” he said. “Just seeing the country abroad is unbelievable.”

A Nashville, Tenn. native with a disarming smile and a diamond-studded left ear, Steely decided to satisfy his travel lust when the local music company he worked for went out of business. He bought his own truck and has hauled freight ever since.

But now he says he would get out if he could.

“Right now, it’s rough. The economy is rough. If I could find something around the house that paid I’d go do that. Park this [truck] in the yard right now and go do that.” Then he offered to sell his truck to a camerawoman.

A combination of wanderlust and the need for a stable income draws all kinds of people from all over the country to trucking.  But the income isn’t as steady as it once was. The deregulation of the trucking industry in 1980 may have quadrupled the number of truckers on the road, but it sliced their incomes.

Most truckers in the late 1960s made about $60,000 a year. Today, the average is barely more than half that — $35,000, according to the American Trucking Association. The recent recession has added insult to injury, forcing many truckers to drive more miles and retire later than they had planned.

Most truckers fall into one of two business models: the owner-operator, and the company trucker. Owner-operators buy their own cab and get their own contracts. Company truckers are paid on a wage per mile basis to work for one trucking company, which sets up contracts with different shippers.

Owner-operators can make a lot more than company truckers, but expenses and risks are a lot higher, too.

It’s now more affordable than it used to be for a trucker to start his own business as an owner-operator. Before the recession hit, a trucker could buy a new rig for about $120,000. Now that same truck costs only $90,000.

But life as an independent owner-operator isn’t free from financial stress.  Everything from fuel to oil changes to repair work comes out of the trucker’s pocket. Steely said he recently had to pay $4,000 to fix his truck and get it back on the road.

Those are costs that company drivers don’t have to worry about. The company covers all operating expenses and provides its drivers with in-truck communication satellite devices that tell drivers the most effective way to get from one place to another.

Big companies such as J. B. Hunt and Schneider pay their drivers the top-tier rate of about 45 cents per mile. With the economy the way it is, more truckers prefer to work as company drivers. As businesses with reduced output are cutting down their distribution costs, owner-operators, who are paid by the load, suffer.

Steely said business has never been worse in the almost two decades he’s driven as an owner-operator.

“What I’m seeing is that everyone has to cut costs,” Steely said. “I’d say one of the top four costs of your company is your freight, and they’re trying to cut it down, cut it down, cut it down, and they’re driving it down pretty good.”

Ray Chism, an owner-operator from Memphis, Tenn., found a way to cope with the economy while doing his part to protect the environment. Using cooking oil from restaurants like KFC, Chism makes his own bio-fuel once a month, when he returns home. The week he spends at home is enough time for him to make enough fuel to last him for a substantial part of his journey.

“If I can make my own fuel for a dollar-five a gallon, then I’m gonna win,” Chism said. (to be continued)

Written by beckybratu

September 22, 2009 at 7:11 pm

Dense truck traffic, dangerous landscape raise I-81 safety concerns (Part Three)

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Searching for safety: Short-term solutions?

In 2002, Steve Owings and his wife Susan made their way up the corridor only a few months after Cullum’s death. On their way to visit Pierce at W&L, they were shocked and sickened at the congestion and the speed with which vehicles flew past them.

Owings knew something had to change. In 2003, after the resolution of the criminal case against the man who hit his sons’ car, Owings founded Road Safe America, a research and advocacy group promoting safer interstate driving. Since then, the Owings family has worked tirelessly to spread their message through speeches, collaboration with the American Trucking Associations and the Road Safe America Web site.

The top, shared priority of Road Safe America and the ATA is to limit the speed that tractor-trailers can drive by requiring the use of speed governors. All trucks are required to have the regulators, but most trucking companies do not require their drivers to program them.

Owings said he thinks limiting a truck’s top speed to 65 mph is essential to make I-81 – and all interstates – safer.
“An 80,000-pound vehicle traveling just 60 mph has the force of the average car going over 300 mph,” he said.

He said that Road Safe America and the ATA have pursued mandatory programming of speed governors through state departments of transportation for years. But their best hope might lie with Congress. The Safe, Accountable, Flexible and Efficient Transportation Equity Act – better known as the highway bill – is up for renewal in September. That’s the bill that is renewed every six years to authorize federal funding of all transportation in the United States. Owings hopes that the Obama administration and the Democratic majority in Congress will support the speed governor proposal.

But Fontaine said that speed governors might not be as safe as Owings and the ATA suggest. Fontaine cites speed variance as a main crash cause on interstates like 81, and he thinks speed governors could create situations where tractor trailers act as “rolling road blocks.”

“I think you can’t really say that there should be a global blanket of 65 mph on the limiters,” said Fontaine. “Ideally, your safest mode of operation on the road is everybody’s driving about the same speed.”

Owings agrees that forcing trucks to drive at a slower speed in the right lane isn’t a quick fix. Ideally, he said, trucks and cars shouldn’t even share the same space. But for now, he’s lobbying for short-term solutions like the speed governors and adding a “sharing the road” program to driver education courses. The program would teach high school students how to drive around big trucks.

Del. Cline said part of his short-term safety solutions for I-81 includes those new driver education programs. But he thinks the best way to improve safety on the Interstate is stricter enforcement. He is trying to get money set aside in the General Assembly to put more troopers on patrol along I-81.

But it costs $100,000 to outfit one new trooper, Cline said.

VDOT is also working to put band-aids over some of I-81’s smaller safety wounds. Matt Shiley, a regional traffic engineer for VDOT, said that highway safety features like rumble strips, electronic message boards and the Highway Safety Corridor running through the Roanoke area of I-81 all improve safety day to day. The safety corridor, where speed limits are lower, is sometimes criticized for increasing area congestion. But it has helped bring the crash rate down, said Shiley.

Bridge and interstate redesign projects also help improve safety in the danger zones of I-81. In 2005, Buffalo Creek Bridge was one such project, put on the to-do list after the Owings tragedy. The bridge was rebuilt with wider shoulders, and a northbound truck climbing lane was added.

Visiting W&L for alumni weekends is always bittersweet, Pierce Owing said, partly because of the I-81 drive that will always haunt him.

“Is 81 a bad interstate? Absolutely,” he said. “In terms of the interstates I travel on, and you know I live in Atlanta – I travel on them every day – it’s one of the worst.” (to be continued)

Written by Cameron Steele

August 20, 2009 at 9:10 pm