Yesterday the Federal Motor Carrier Safety Administration announced its long awaited changes to the driver hours of service rules. The new rules will be published in the Federal Register next week. There is a lengthy transition time as MOST OF THE NEW RULES WILL NOT BE IMPLEMENTED UNTIL JULY 1, 2013. While MMTA is still evaluating the details, the key components are as follows: Maximum Driving Hours – FMCSA retained the current 11 hour’s daily driving time limit, but placed a limit on the number of consecutive driving hours. No driving may occur if more than 8 consecutive hours have passed since a driver has taken a rest break of 30 minutes or more. Restart – The 34 hour restart provision is retained; however, any restart period must include two consecutive nighttime periods off-duty from 1 a.m. to 5 a.m. Drivers can only use the restart provision once in any seven calendar days. 14 Consecutive Hour Day (now called Driving Window) – The rule retains a 14 consecutive hour driving window.

No driving may occur after 14 consecutive hours since coming on-duty; non-driving work is allowed past the 14 hour driving window. Mandatory Rest Break – Drivers will not be permitted to drive if 8 hours have passed since they have taken a rest break of 30 minutes or more. Off-Duty in A Parked CMV or Passenger Seat – The rule allow drivers to record time spent in a parked CMV as off-duty time. Also, team drivers would be permitted to record up to 2 hours of time spent in the passenger seat of a CMV in operation as off-duty time, if it is just before or after an 8 hour sleeper berth period. However, off-duty time does NOT extend a driver’s 14 hour driving window. No driving may occur after 14 consecutive hours coming on-duty. Egregious Violations – A driver who exceeds, and/or a motor carrier that allows a driver to exceed, the driving time limit by 3 hours or more will be considered to have committed an egregious violation and be subject to the maximum civil penalties of $2,700 for drivers and $11,000 for motor carriers for each offense.

More information, including Q&A, a copy of the rule, and a comparison chart summarizing key changes, is available through FMCSA’s website at http://www.fmcsa.dot.gov/rules-regulations/topics/hos-final/hos-final-rule.aspx .

MMTA will be participating in a conference call with the American Trucking Associations on Friday, December 23, to discuss the industry’s response. More information will be forwarded as it becomes known.

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Cobra is giving professional drivers one more way to communicate safely and easily with the first-ever CB radio with Bluetooth technology – the new 29 LTD BT. The Bluetooth feature allows drivers a better way to have phone conversations on the road because calls from a mobile phone are synched with the CB radio. A noise canceling microphone allows calls to be heard loud and clear, even over a noisy engine. Incoming audio is routed through the radio’s 5-Watt CB speaker making it easy for the driver to hear the caller. The unit also provides one-touch Bluetooth operation, giving drivers the ability to stay focused on the road by answering and terminating calls with the push of one button. An auto-redial feature also allows for one-touch redialing of the last number called.

The new unit offers 4 Watts AM RF power output, the maximum amount of power allowed by law; Talk Back controls allowing drivers to adjust the desired amount of modulation talk back; a Blue Channel indicator displaying channel selection in cool blue illumination; and Delta Tune which is used to clarify incoming signals. The 29 LTD BT is redefining the CB radio!

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Middle East Truckers

The Middle East is probably the richest area in the world with the largest reserves of petroleum and gas. However, as we all know, the entire area is an arid desert. Most agricultural goods, food items and essentials have to be shipped or trucked in and this makes the Middle East area one of the most prosperous and profitable areas for transporters in the entire world. In 1995, the volume of intra-Arab imports amounted to about $11,042 million and the volume of the intra-Arab exports amounted to about $13,185 million and this amount is doubling every year.

But problems do arise for truckers . The demand for American food items, European goods, and Asian edibles is high but almost everything has to be transported over arid sandy land, through treacherous deserts, several country borders and even over small landlocked water bodies.

Road Transportation Concerns for truckers
Roads are very well constructed over most of the Middle East. There are several cross Arab state roads that extend from Mauritania all the way to Oman. The Arab states realized early on that is was necessary to have a reliable and trusted road connection between its member nations and they actively built roads and highways that now cross over through UAE, Saudi Arabia, Algeria, Morocco, Jordan, Egypt, Sudan and over to Europe as well. This well established road network means that the Middle East has always been able to import all of its food and other necessities from other industrialized countries. This trade has definitely increased in the last few years. Although several states do have ports, the desert region makes it necessary to have an extensive road network that will transport the goods to interior cities and settlements. In fact, the Middle East has a higher than average requirement of 31% of trucks and truckers as compared to a global average of 22%. Rapid urbanization, increasing population rates and rapidly developing cities has also increased the demand for truckers who can transport goods into the interiors.

Advantages for Truckers
The extensive demand for goods means that there is always work available for trained truck drivers. Goods may be loaded on at ports located on the Red Sea, the Mediterranean or the Arabian Gulf and then ferried across the Middle East extends as far as Kabul or Karachi or even the other way up to Sudan and Egypt. This may result in longer trips for truckers that are profitable with payments ranging to about $5000 or more. New suspension bridges and better roads are also a huge advantage for truckers and trucks never go empty due to the return traffic in the form of local goods that are shipped to ports for export. There are now plans for more than 28,200 kilometers of new roads, light rail and monorail projects as well so that transportation can be made easy. To deal with the unique weather conditions, truckers also use special trucks like the Mercedes, Scania, Fiat, Volvo Daf, and Mac 10-gear diesel articulated truck-and-trailer transportation trucks that are geared to deal with the shifting sands and sub zero temperatures in the winter.

Problems for Truckers plying in the Middle East
Even though the area is very popular and profitable for transportation companies and truckers, it’s not without its problems. Common headaches for transportation companies include the following –
1. Varying border rules and regulations — The Middle East has always been a very volatile region politically. International rules and local civil problems abound. Local tribes and militant groups also add to the melting pot causing a huge range of problems for solitary truckers plying their trucks in the region. For example, truckers plying from Afghanistan over to the Middle East have to deal with an increasingly militant Taliban which guns down drivers, loots the trucks and then burns the trucks down. Poverty in the interior also encourages the locals to band together and rob trucks that are left unattended by truckers. This problem is much worse for smaller firms which cannot afford to hire two driver trucker teams or to pay off the attackers. Now NATO-based transportation orders have increased but truckers are frequently infidels or sneaks are being hunted or shot down. Frequent border closures are also common resulting in increased delays in transportation and holdups in transportation. Document stamping is also extended at border stations resulting in problems for transportation companies.

2. Extensive toll systems — A few Middle East countries have started tolling stations on their major nodal roadways to recover costs of infrastructure. Although this may seem feasible for local transportation, it does not work out for long distance truckers. For example, long distance truckers may travel a grueling 8000 mile round trip from the Atlantic to Gulf and back again and paying multiple tolls along the way is not at all feasible. For example, Turkey introduced a $800 road tax literally overnight leaving thousands of truckers stranded at the border.

3. Weather problems — The Middle East has its own unique geographical problems. Well developed roads in Ankara, Jordan and Israel are frequently covered with shifting desert sands. This results in a huge problem for heavy duty trucks that are packed with goods. Axle breakdowns, sinking and busted transmissions are common on the barren desert stretches and repair facilities are few and far between for truckers. Soft shifting sands that are covered with a thin crust of mud are also very common resulting in trapped tires. Because of these problems, truckers frequently run out of cash and are forced to leave valuable trucks and goods behind in the desert result in an irreversible loss of property. As the desert has extreme climates, it’s not unusual for temperatures to drop well below freezing at night. Drivers frequently have to light fires below their tanks to prevent the diesel or fuel from freezing up in the subzero winter temperatures.

4. Competition — For truckers, the competition means that they usually get paid better. However, larger trucking firms and smaller firms with a shady reputation have now started to cash in on the local market. As more and more local countries have opened out their borders and their ports, there is heavy competition for the local trucking contracts resulting in cost cutting, agents who bid for contracts and smaller firms.

However, it’s not all bad. Business and shipping in the Middle East are booming. Local conditions are also improved with cessation of internal problems in Lebanon, an open port in Beirut, new barge terminals in Saudi Arabia, new ports in Jiddah, Dammam and Jubail, largest commercial ports in Bandar Abbas, Iran and new ports at Sharjah and Khor Fakkan. The Gulf and Middle East will easily remain the best area for truckers and trucking companies like Aramco and Hungarocamion are expected to hire more than 200 trucks to hit the Asia/Europe/Middle East route in the coming decade.

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Trucker pictures No Parking

Many truckers have found that driving a big rig is no longer as rewarding or safe as it once was. With a growing number of problems related to parking shortages for their trucks, especially along major commercial corridors, many drivers have reverted to parking along entrances and exits to freeways and highways. Unfortunately, this can create a safety hazard, not only for the driver, but for other people using this access points, as well.

Some states are allocating funds to develop additional parking spaces for these commercial truck drivers; however, along some of the freight corridors that are most heavily traveled, there is still a significant shortage of available parking spaces. Additionally an innovative method of notifying truckers of available parking facilities is still in the planning stages. The funds for these improvements have been allocated by the federal government to individual state’s departments of transportation with a state-federal government split of 80/20 in most cases.

As part of an initiative to find an effective solution to the problem of insufficient parking for commercial truckers, SAFETEA-LU has developed a pilot program for truck parking facilities. There are efforts underway to address this critical issue, but the problem still exists. Truckers are required to limit their number of hours in service; however, meeting this safety regulation is an ongoing challenge when sufficient long term parking options are not available.

In many areas, truck stops routinely exceed capacity and the overflow spills out onto side streets and grassy areas. These problems are especially prominent in heavily traveled corridors and the problem seems to be escalating. One factor that has added to the problem is the cross-country traffic spurned on by the NAFTA. The North American Free Trade Agreement has opened up a deluge of commercial traffic through the state of Texas, much of it coming through the Metroplex and I-35 corridor. Texas is certainly one of the states that is in immediate need of additional parking facilities for truckers.

Texas is working on improvements to many of its rest areas in an effort to expand available truck parking and as funds become available, outdated rest areas will be converted into areas dedicated for truck parking. Obviously, with more and more truckers on the road, the need for even more appropriate parking facilities simply grows. Meeting this demand is essential so that truckers are not forced to operate their trucks beyond safety limits or when drowsy. Truckers need a place to pull over and rest, when needed. Unfortunately, in some areas, there is simply no such place.

Private enterprises, such as NATSO, the National Association of Travel Plazas and Truckstops, take the position that they are able to handle this increased burden and can provide adequate parking for commercial truckers. The Texas Department of Transportation is reluctant to go into some areas and build additional parking facilities because of the high cost and inherent competitive environment it would face with existing private enterprise locations; however, many truckers feel that NATSO and government efforts have not been able to keep up with demand.

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Kenworth Trucks

History

The Kenworth Truck company is an American maker of heavy duty and medium trucks. Incorporated in Seattle in 1923, the company now has a presence in countries such as Australia, Canada, and Mexico. Although the original founders were George T. Gerlinger and Louis Gerlinger, Jr., they later sold the business to Edgar K. Worthington and Captain Frederick Kent. At the time of this transaction (1917), the original founders were conducting business from a commercial building owned by Edgar K. Worthington’s mother. Two years later (1919), the older Kent retired from the business. This was not the end of the flourishing business as Kent’s son Harry took over and became Worthington’s partner.  After the takeover was complete, Kent and Harry moved the business to 506 Mecer Street. Later on, they moved the business to 1263 on the same street. These two businesspersons lent the company its now famous name. By 1922, the company was well on its way to success with sales of 53 trucks.During its early days, the company assembled trucks only. This was to change in 1926 when the first buses rolled off the assembly line.

The second world war saw Kenworth dabble in supplying the army with heavy-duty wreckers. In addition, the company also got into the aircraft-manufacturing act by sub-assembling the Boeing B-17 bomber.  The Pacific Car and Foundry Co. bought the Kenworth company in 1945. The company holds the enviable position of being the first to offer diesel engines for trucks. With such an impressive background and history, Kenworth has continued to capture the imagination of truckers in the US to date. The following guide will take you through the different types of Kenworth trucks.

T440

This is a true workhorse in every sense of the word. Depending on your needs, you can purchase a tractor-trailer or straight truck. The gross vehicle weight (GVW) for these truck options ranges from 33,000lbs to 68,000lbs. Under the hood, you will find a powerful PACCCAR PX-8 engine that can deliver 350 hp and 1,000 lb-ft of torque. If you still prefer another type of engine, you can choose Cummins engines. The Cummins ISL G is a natural gas engine with the capacity to deliver 320 hp and 1,000 lb-ft of torque. Another great option is the Cummins ISL that can easily top 380 hp and 1,300 lb-ft of torque. Front axle ratings start from 12,000 to 22,000 lbs while single rear ratings start from 21,000 to 30,000 lbs. If you happen to have interest in a dual rear, the axle ratings start from 40,000 to 46,000 lbs.

T660

Powered by a 485-hp Cummins ISX engine, this truck can easily generate 1,650 ft-lbs of torque. Combine this with a 13-speed manual transmission and performance gets a new meaning. According to the manufacturer, the T660 the engine meets stringent federal emission benchmarks. This truck also has an extended day cab where you can store personal possessions. To be precise, the cab has an extra 6 inches of length. This adds up to a total of 122 inches from front bumper to back of cab. The manufacturer has also thrown in an additional 5 inches of height to accommodate the really tall truckers. On average, the T660 chugs 7.2 miles per US gallon. At night, you can rest assured the new halogen headlamps (generating 44 percent more output) will light up your way.

Kenworth Trucks

T700

According to the manufacturer, the T700 has the lowest aerodynamic drag of all Kenworth trucks. Interior features include state-of-the art multiplexed instrumentation with Kenworth NavPlus, audio controls, and audio controls. Other features include a drawer style refrigerator, adjustable flat panel TV mount, and a soaring 8-foot cathedral ceiling. On the outside, the T700 has a stylish grille bearing the Kenworth signature, halogen projector headlamps and an aerodynamic high roof.

C500

This is a truck that redefines the word beast of burden. Moving 200-ton loads is not a strange occurrence. Whether you are moving timber or coal loads, the C500 has the power and toughness required for these tasks.

T800

The T800 has an LNG engine that can deliver 450-hp and 1,650 ft-lbs. in addition to the LNG fuel system, the Cummins ISX 15-liter engine uses Westport’s High Pressure Direct Injection (HDPI) technology. As a result, the trucks use 95 percent natural gas and 5 percent diesel.

W900

This is a Kenworth truck with a long nose and engine size ranging from 9 to 16 liters. The engine generates 625 hp while the front axle rating ranges from 12,000 to 22,000 lbs. For the rear axles, ratings range from 23,000 to 58,000 lbs.

T170

This custom built class 5 truck uses a PACCAR PX-6 engine. The truck takes a 4×2 configuration and a gross vehicle weight (GVW) of 19,500 lbs. Other features include tilt steering wheel and telescoping, a durable chassis, and an electronic shift module.

T270/T370

This is a medium duty truck rated at 26,000 lbs GVW. As a trucker, you can opt for a non-CDL operable or straight truck. You can also choose automatic or manual transmission. For the class 7 T370, the GVW range starts from 26,001 to 33,000 as a tractor or straight truck.

T470

The Kenworth T470 packs a GVW rating that starts from 33,000 to 68,000 lbs. Powered by a PACCAR PX-8 engine, this truck delivers 350 hp and 1,000 lb-ft. The optional Cummins ISL engine delivers 380 hp and 1,300 lb-ft of torque.

Kenworth Trucks

T270/T370 Hybrid

The T370 has a GVW rating that starts from 26,001 to 33,000 and is a handy choice for utility as well as pickup and delivery operations. On the other hand, the T270 boasts of a GVW rating of 26,000 lbs. You can purchase the truck as a straight or CDL operable truck. A PACCAR PX-6 engine powers both types of trucks.

Kenworth trucks are still as popular today as they were in the past with truckers. The manufacturer continues to innovate and use new technologies. This has seen the company win awards such as the J.D Power Awards for Heavy Duty Truck Product Satisfaction. To ensure maximum fuel efficiency, new truck models boast of aerodynamic designs and innovative engines.

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