Hope for the high mounts and over hang

Hope for highmounts or further decline in rates?

I know OOIDAs whole deal is to “help” independent companies but, last time I checked anyone could buy a stinger.

 

As a high mount owner I have mixed feelings about this. It would benefit my operation but could lead to reduced safety in the industry. I will explain below.

First, OOIDA as usual is only covering half the issue. They are addressing the head rack (cargo capacity on tractor) but not the 65 foot bumper to bumper length limit. Additionally, the front overhang is measured at the front of the power unit, there is no provision in the current law to compel states to allow front of trailer overhang. I have it in writting from the FHWA that front of trailer overhang is a state issue, even for stingers, although I have never heard of a state giving a stinger any issues between the tractor and trailer. With that said, I believe front of trailer as well as overall trailer length including flippers, slideouts and other extentions needs to be strictly regulated to prevent the guys with whole vehicles hanging off the front of their high mounts.

Second, although I would like to be legal with my overhang without a roof rack, I have no problem with having a head rack as it would make someone have a serious commitment to hauling cars.

Now, with all that said I take issue with the notion that the high mounts are the reason rates are in decline or that they have no place in the industry. I run a dedicated route that does not usually have more than 5 or 6 units, 7 is the max and time is of the essence so there is not an opportunity to fill extra spots anyhow. My 7 car high mount is perfect for this route and the single axle tractor saves 20% in tolls and that is a big deal when you run the NY Thruway daily. I have had rates cut by stingers as well as wedges, there are morons in every type of truck!

Each type of truck has a purpose and contrary to some opinions a high mount takes as much skill to safely load and operate as a stinger does, maybe more since our flexibility is limited.

We all do the same job, and have chosen the equipment needed to do that job in our lanes.

 

I have no problems with those that take this industry seriously. My comment mainly referred to the fly by night operations that have put rates in the sewer because their only concern is making enough to get to the next yard.

 

There are always going to be bottom feeders no matter what the industry. Even good Union companies cut others premium freight. Many years ago CF lost a lot of well paying freight to Yellow and Roadway who were willing to take a loss on some lanes to reposition equipment. Many small operators are never going to be able to compete in the new car business because most manufacturers don't want 10,000 one truck operators to deal with. Some loacations do broker freight to everyone with a trailer, but not most.

My opinion is that the large financially healthy companies will always be able to survive. Just my opinion and I have been wrong before.

 

Not just the fly by nights, I have seen serious rate cutting in my line of work by a bunch of large long time flatbed operators.

 

I doubt many one truck operators such as me, myself and I have aspirations of getting new car work. The larger, financially stable companies with their MBA business acquisition experts can keep all of that cut rate garbage. They've figured down to the penny how cheap they can haul it. I see it over and over new , latest greatest company xyz getting such and such work at such and such railyard or port by doing what? Cutting the rate!