ROANOKE TIMES
Copyright (c) 1996, Roanoke Times
DATE: Saturday, April 27, 1996 TAG: 9604290085
SECTION: EDITORIAL PAGE: A-9 EDITION: METRO
SOURCE: LINIEL G. GREGORY
IN REPLY to your April 11 editorial, "Sleepless on Interstate 81," which is couched in terms that could incite a riot against truckers:
Yes, even truckers are complaining about how dangerous I-81 is. Moreover, they and their employers do have a responsibility that's readily met. And lawmakers enforce that responsibility. Let me explain.
When I-81 was on the drawing board 40 years ago, the increase in truck traffic shouldn't have been unanticipated, and it isn't inconsistent with the increase of other vehicles. The planners should have allowed for this. And if they'd ever inquire of the truckers, I'm sure they would now get important input for planning.
You note that trucks account for only 14 percent of the accidents on I-81, and then go on to infer that fatal accidents are the trucks' fault, with trucks accounting for 36 percent of the fatalities. That's simply not a fair characterization. How many of the 36 percent of fatalities were caused by the negligent or careless operation of an automobile?
You go on to allege that the expense of upgrading I-81 would be to accommodate roaring truck traffic, again poisoning the reader's mind with the unnecessary characterization of roaring trucks. Again, not fair.
Truckers are used to the anti-truck thinking of the media. However, the rest of the editorial shows the editors are simply out of touch with reality.
Can anyone possibly believe that trucking companies want fatigued drivers, operating $100,000-plus worth of equipment hauling $30,000 or more value in cargo, to risk loss of life and equipment, fines, penalties and higher insurance costs? Truckers and insurance-company partners hold numerous safety seminars; companies provide prizes and cash bonuses for safe employees. Truck drivers are subject to physical examinations, drug and alcohol tests, and must pass a much higher standard to obtain a commercial driver's license than the typical motorist. Trucks are subject to daily safety checks by the companies, and by federal and state enforcement personnel. Companies must prove that trucks are adequately insured.
Truckers do not lobby against tougher safety regulations as is alleged, presumably alluding to the hours-of-service laws. Those laws were put in place in 1935, and are still in place. Just think of the roads, equipment and vehicles of 1935 compared with today's highways and modern equipment, including satellite-monitored trucks and computer technology that allows companies to download data that contribute to safety of operation.
Who monitors how long an automobile driver has been awake, whether he or she is drug and alcohol free, has insurance, is licensed or has a minimum of experience and/or training to operate a vehicle?
When it comes to truckers paying their fair share, automobile taxes pale in contrast to truck taxes, and truck taxes obviously contribute a major source of funds for the construction of this country's highways.
Regarding air, water and noise pollution, everyone knows that diesels make smoke. But how many know that they put less pollutants in the air than gasoline engines? Also, truck noise is being constantly reduced through better tires, better exhaust systems and engine components. And the water-pollution claim is spurious.
Risks to the general driving public could be further reduced by more education, beginning in public-school driving programs. What courses teach students how to share space on the highway with trucks, that trucks have blind spots, that you shouldn't leap into the space in front of a truck, and then suddenly stop, not expecting to be rear-ended?
Follow me some morning through the blinking caution lights near Lord Botetourt High School on U.S. 220 warning us to slow down to 25 mph. I get down to 30 mph, while little old ladies in big automobiles, mothers transporting their children in utility vans, businessmen in their vehicles, pickups, etc., pass me like I'm backing up. And where are the traffic-enforcement officers? Usually down the road pulling over a vehicle for doing 56 mph in a 45-mph zone on a dual, divided highway or writing up a trucker because the space between the tractor tandems and trailer tandems exceeds that allowed by 1 inch.
The government dismantled the trucking industry in 1980 with a deregulation approach like using an ax to perform brain surgery. Since then, thousands of old-name motor carriers have gone by the wayside, and thousands of new ones have come into existence. As a result, freight rates have fallen dramatically, although no one seems to know of any benefit being realized from those reductions. Truck-load rates now vary between 90 cents and $1.50 per mile for a tractor, trailer, driver and all the attendant costs. Truckers cannot afford any more costs, and are already paying more than their fair share.
Yes, truckers are concerned, and want to contribute to improving highways and the operation of all vehicles - safely, economically and pleasurably. This can be accomplished if we all - the truckers, general public, politicians, educators and media - work for the same goals.
Liniel G. Gregory is a safety/legal consultant for Fleetmaster Express Inc. in Roanoke.
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