I am working with the co-sponsors of the Ocean Shipping Reform Act to advocate for chassis choice to help independent contractors be freed from the rules that hurt their productivity related to what chassis you can use.
Lack of Chassis Choice Hurts ELD HOS
Discussion in 'Trucking Industry Regulations' started by BradRalston, Nov 4, 2022.
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Last edited by a moderator: Nov 11, 2022
Reason for edit: Edited out petition request.Another Canadian driver Thanks this. -
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Simply put- Chassis Choice allows the trucker to decide which chassis gets used so intermodal containers can move as efficiently as possible. In the United States, however, there are agreements which can dictate what chassis can be used to move specific containers. Globally the standard is that the trucker provides the chassis (chassis choice). Now how does the lack of chassis choice negatively impact efficiency, increase emissions, and drive inflation? As an example let's say there are 100 chassis in a given market made of up 50 red chassis and 50 blue chassis. Customer A requires the trucker to only use red chassis. Immediately the trucker now only has 50 assets to work with to move that freight from the rail/port. Less options is never good when it comes to moving freight. What happens if the trucker ends up at the port with a blue chassis after in-gating a container when their next move is for Customer A who requires a red chassis? Now they have to leave the port get rid of the blue chassis, bobtail to another depot, wait in line to pick up a red chassis, do another pre-trip to ensure the chassis is road legal, head back to the port to wait in line again, only then to have the box mounted for the Customer requiring red chassis be used. Three extra legs were created that drive extra emissions and miles. The time spent doing this is On Duty for a driver so now they have less productive hours left in their ELD HOS to move freight from the rail to help congestion. With less ELD HOS available because of these extra legs the driver now doesn't have the hours required to pre-pull another container from the port/rail at the end of the day. If today was the last free day of that box the driver couldn't pull now there is a day of demurrage that must be paid to the port to pick the box up tomorrow. That cost gets passed onto the end customer who then has to account for that cost in their price on the shelf to the consumer driving inflation. At scale lack of chassis choice compounds into significant environment, safety, and economic consequences. Supporting chassis choice is positive step towards a cleaner, safer, more efficient supply chain. Please share and help spread the word!
Hammer166, blairandgretchen and Another Canadian driver Thank this. -
You may have to wait a couple of days before the can haulers have worked themselves and equipment to near death,
. . . slept a few hours
. . . re-applied all lost duct tape and zip ties to equipment,
. . . kissed the wife
. . . and THENNNNNNNN, absorb the information and respond.Blue jeans, cke, Hammer166 and 2 others Thank this. -
So my question is... What the hell difference does it make what F color the #### chassis is???
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Besides color what’s the shipper asking for in deciding a chassis? It’s been a while since I pulled one but the only difference I remember is high cube and tandem/ tridem variants
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But it likely has more to do with one can only use Swift chassis with Swift containers or the like.Cattleman84 and gentleroger Thank this. -
What happens when the chasis gets dropped at a customer? You now have a "red" container on a "blue" chassis. The owner of the container doesn't care how long the customer takes to load/unload but the chassis owner wants their chassis back. What about balancing chassis pools?
I get the problem this is trying to solve, but from what I see it's not a solution, unless every container is IMMEDIATELY removed from the chassis at in gate.EvertonP Thanks this. -
Cattleman84 Thanks this.
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wis bang Thanks this.
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