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  • Putting the drive in driver training   1 day 9 hours ago    

    part of the problem to get new drivers into the industry is that no one will take a chance with new drivers, and they have to commit themselves of going on the road for 3 years before they can come home. If the industry wanted to grow and get new drivers, then they need to develope incentives for local companies to take on new drivers and train them to be truck drivers. I think that a new driver can be trainned properly if they do not feel the pressure of having to be on the road for 3 years and spending some 6 months sleeping with an instructor in the truck and wondering when they will get home. if they knew that every night they would be home, I feel that a lot of the stress of being a driver would go away and it may intise more people to look at the trucking industry. But with that being said companies have to have some kind of incentive to hire and train new drivers. Sure you gain another driver if they work out but that is a big exspense to take on for a big if.

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  • Pennsylvania announces natural gas vehicle grant program   2 days 11 hours ago    

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  • Trucks and weather: Making a connection   3 days 5 hours ago    

    There are so many things that can be done in this area. Trucks should be helped to face the weather even when the weather is extreme so it's important for the automakers to develop some solutions for that. There is some helpful information about that at the international tow truck parts. Those who work in this field will definitely have an active interest on that.

  • Big blind spots detected in teenage driver knowledge   3 days 8 hours ago    

    ....and there are those that want to put these same teens on the road with 18 wheels hauling 80k. That's the way to aleviate the driver shortage....or clear the roads.

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  • DEF in the Radiator?   1 week 1 day ago    

    Interesting Article Darry
    This has been a common problem in the industry for over 15 years I have seen this clear ammonia coolant many times.
    The dye additive that you mentioned in your article is more than just a dye it is also a ph indicator called phenolphthalein (the same stuff used to test ph in pools) so when it goes clear it is letting you know that the coolant ph has become acidic. The reasons that we have seen that cause this are
    1. stray current in the coolant system usually caused from poor chassis to engine grounding. Another good reason to maintain good grounds on a vehicle.
    2. lack of maintenance of the additive package if it is a fully formulated coolant.
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    3. newer egr engines are running hotter temps in the egr cooler and this increased heat causes the additive package to break down quickly. Keeping the coolant system performing at 100% is critical.

  • Rethinking LNG as price of diesel plummets   1 week 2 days ago    

    I saw the headline (diesel plummets) and I thought, well this must be in Europe, South Amerca or anywhere but the US. Then I began reading the article saying "a long slow decline". I thought that's more to the point. Fuel cost never has and never will go down as fast as it goes up and it never goes back to the previous level. If it did, we'd be paying 30¢ a gallon today.

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  • Cruisin' Along   3 weeks 1 day ago    

    I certainly see it as a way of reducing the impact of driver variation on fuel economy. All these "assistance" systems are making it so that the vehicle optimally controls itself to achieve better fuel economy. Fleets have wanted drivers to use curie control more often for decades now. The combination of these GPS based systems and automated transmissions makes it more likely that cruise will be used.

  • Cruisin' Along   3 weeks 1 day ago    

    Paul, I don't think anyone has ever compiled such a list--thank you! Do you see all the innovation in the area of cruise control as a lead-up to self-driving vehicles?

  • OOIDA says safety data lacking from cross-border trucking pilot   3 weeks 2 days ago    

    Let's tell it like it is Sean. There is no issue with statistically valid data as Spencer claims. It is just another way for them to derail this from going forward.

    OOIDA and their allies tried to convince the public and their members that there would be 10's of 1,000's of unsafe US salvage trucks running roughshod across the entire USA, operated by unqualified and drug using drivers who would take American jobs and bringing trucks and illegals to the country. Ludicrous yes, but people believed and it never happened.

    The one that successfully passed the obstacles thrown in their path came her with a business plan and a work ethic where personal responsibility assures compliance with rules, because in Mexico, non-compliance can mean loss of license and prison.

    But that is not enough for OOIDA. There could have been 500 Mexican companies participating in the Pilot Program and have a 100% compliance rate and still Spencer and Johnston would find something to whine about.

    And all the while they ignore the enterprise carriers, Mexican-owned carrier that is domiciled in the United States; operates in the United States, conducting cross-border transportation of international cargo that originates in or is destined for a foreign country; and is subject to all U.S., state, and local laws pertaining to motor carrier operations and their vehicles. the Certificate carriers, Mexico-domiciled carriers that have authority to operate its trucks throughout the United States by virtue of having been granted this authority prior to the 1982 moratorium on long-haul Mexican trucking.....

    If OOIDA and Spencer want statistically valid data, this is where to look, not treat these groups as if they don't exist, because to acknowledge them would through their bogus claims out the window.

    In FYI 2013....
    Enterprise carriers were inspected 27,393 times with a driver OOS rate of 1.34% and a vehicle OOS rate of 18.28%, far below the national OOS rates for US carriers and drivers.

    Certificate carriers were inspected 5,597 returning with a driver OOS rate of 1.66% and a vehicle OOS rate of 19.06% still below the national average for US carriers.

    Oh, and for the commercial zone carriers, the drayage trucks, the "junk" that opponents like to refer to when they talk about Mexican trucks?

    FYI 2013 OP-2 carriers were subjected to 465,231 inspections, the majority full inspections.. These "junk" made a pathetic showing... The driver OOS rate for drayage drivers was 2.03% and the vehicle OOS rate was an astounding 16.34% The national OOS average for the US fleet is 5.0% for drivers and just below 22% OOS rate for vehicles.

  • Physical challenges for female drivers   3 weeks 2 days ago    

    Great question, as it is all about adaptability in allowing greater ranges for reach differences in arms and legs.

  • Physical challenges for female drivers   3 weeks 2 days ago    

    Ellen, Interesting! Do you see an approach to addressing this problem? Is it a matter of further expanding ergonomic templates in truck design?

  • Don’t Ride Out the Storms: Measure and Manage Them   3 weeks 2 days ago    

    Anyone factor winter weather into rates?

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