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THETRUCKER.COM NATION
OCTOBER 2022 • 7
As rail strike loomed in mid-September, Biden stepped in to help avert it
THE ASSOCIATED PRESS
WASHINGTON — As of this writing in mid-
September, rail companies and their workers
had reached a tentative agreement to avert a
nationwide strike that could have shut down
the nation’s freight trains and devastated the
economy less than two months before the
midterm elections.
President Joe Biden announced the deal,
which emerged from a marathon 20-hour
negotiating session at the Labor Department and
came just one day before the threatened walkout.
“This agreement is validation of what I’ve
always believed — unions and management can
work together … for the benefit of everyone,”
Biden said at the White House.
The deal, which includes a 24% pay raise, will
go to union members for a vote after a cooling-off
period of several weeks.
American Trucking Associations President
and CEO Chris Spear congratulated the nation’s
freight railroads and their unions on reaching
a deal and averting a potentially economically
catastrophic strike.
“Our supply chain is entirely interdependent,
making the potential for a nationwide rail
stoppage a serious threat to our nation’s
economic and national security,” Spear said.
“We applaud both sides for reaching a tentative
agreement that averts this outcome and permits
our supply chain to continue climbing out of this
COVID-induced rut.”
Earlier in the month, Spear sent a letter to
Capitol Hill warning of the risks of a nationwide
rail strike.
Mike Steenhoek, executive director of the
Soy Transportation Coalition, also praised the
tentative deal.
“We are extremely pleased both sides were
able to arrive at an agreement,” he said. “Our
nation’s railroads are integral to the success of
the American farmer. Without cost-effective,
reliable rail service, so much of what farmers
produce will never connect with our domestic
and international customers.
Biden made a key phone call on the evening
of Sept. 14 to Labor Secretary Marty Walsh
as negotiators were talking and being offered
Italian food for dinner, according to White House
officials who insisted on anonymity to discuss the
conversations.
On speakerphone, the president urged both
sides to get a deal done and to consider the
harm that a shutdown would inflict on families,
farmers and businesses, the officials said.
The five-year deal, retroactive to 2020, also
includes $5,000 in bonuses. The railroads agreed
SEE RAIL ON PAGE 21
AP Photo/Gene J. Puskar
Norfolk Southern locomotives are moved in the Conway Terminal in Conway, Pennsylvania, Thursday, Sept. 15.
INTERMODAL cont. from Page 3
into the facility. Some facilities are run very
efficiently and keep wait time as short as
possible; others, not so much.
Maintenance of chassis can be a problem,
too. Chassis are often owned by the shipping
line and rented to the carriers who pull
them. Carriers are often reluctant to repair
a chassis they don’t own, especially when
reimbursement from the chassis owner
takes a long time — or doesn’t happen at all.
Ports and rail yards often deal with
maintenance by inspecting trucks that are
on their way out of the facility. There is often
a long line for inspection and another wait
if repairs are need, so some drivers would
rather take their chances if they haven’t
seen a visible problem with the chassis.
When drivers have to hook up to a chassis
first, they may have difficulty finding one
in good repair. Drivers often would rather
deliver the chassis to the facility with a flat
tire or a mechanical issue than take the time
to get it fixed on the road, especially if the
distance isn’t very far.
Drivers can also be unkind to one
another when it comes to chassis. It’s not
uncommon to find a chassis that’s missing
lights, lug nuts or any other item a driver
might have needed to make another chassis
roadworthy.
Other disadvantages of intermodal
trucking include lower compensation than
longer-distance forms of trucking. Since the
U.S. imports much more than it exports, it
can be difficult to find a load returning to
the port for shipment, and deadheading is
often a possibility.
Additionally, since chassis are usually
owned by shipping lines, they can’t be used
to haul containers belonging to another
shipping line unless the two companies have
a cooperation agreement. For example, a
driver may return a chassis owned by Maersk
to the port and need to pick up a different
chassis to haul the next container that’s
owned by another company. Even when
owned by the same company, containers
can be different sizes. For example, a 40-foot
container won’t fit on a chassis made for a
20-foot container.
Another drawback to intermodal is that
drivers often don’t know anything about
the cargo, its weight or how it was loaded.
Paperwork, such as bills of lading, are
often created in another country, where
people speak a different language and use
different measurement methods — all of
which may not translate perfectly. Often,
cargo information such as weights is more
of an estimation than reality. Containers are
sealed, so drivers usually can’t get a look at
how cargo is loaded, making it difficult to
predict if the load is top-heavy or leans to
one side.
Intermodal trucking can be rewarding,
providing steady income and home time
for many drivers, but there are also unique
challenges.
Drivers who are considering taking
on the job would be wise to ask plenty
of questions about potential miles and
income. Speaking with experienced drivers
is a must, since they can provide accurate
information about carriers, customers and
port and rail facilities. It isn’t uncommon for
a driver to have worked for several carriers
in the area, and he or she should be able to
provide information about each. 8
MATTER cont. from Page 4
that particularly focuses on releasing the
shoulders, underarm area and lower back.
Grab the truck step, bench or bar and sit back;
breathe deep and relax your arms to stretch
deep.
7. Walking is a great way to keep your
lymphatic system working optimally. Lack of
movement is one of the biggest challenges
our lymphatic system faces, and every minute
counts. Walk in place, add an extra lap about
your truck or walk a lap around the parking
lot — it all adds up.
Finally, don’t forget to hydrate. Your
lymphatic system and circulatory system rely
heavily on fluids — not soda or coffee, but
water. As a bonus, try adding a pinch of Celtic
INFLATION cont. from Page 1
just beginning to start downward.
Kenny Vieth, president and senior analyst
at industry forecaster ACT Research, thinks
current conditions may help keep a recession
from being as bad as it could be.
“We believe wage inflation needs to moderate
before the Fed can begin turning away
from tighter monetary policy,” he said in
a recent press release. “As long as the jobs
report remains strong, wage inflation may
prove stubbornly persistent — which could
in turn lead to a more-aggressive-for-longer
rate hike.”
Vieth identified three factors that could
help mitigate a downturn, at least for trucking.
“Carrier profits and profitability were at
record levels in 2021, and contract freight
sea salt for a boost in essential minerals.
As a driver, it may seem difficult to take
care of your health, but a little goes a long way.
Pick just one of the moves above and commit
to doing it every day for a week. The next
week, add a second move; the third week, add
another. You’ll slowly build up a routine that
promotes not just breast health, but your best
health today, tomorrow and for years to come.
Hope Zvara is the CEO of Mother Trucker
Yoga, a company devoted to improving truck
drivers’ fitness and wellness standards. She
has been featured in Forbes and Yahoo News,
and is a regular guest on SiriusXM Radio. Her
practical strategies show drivers how they can
go from unhealthy and out of options to feeling
good again. For more information, visit www.
mothertruckeryoga.com. 8
rates are still expected to rise by high single
digits this year,” he explained. “Vehicle demand
remains healthy, if moderating from
here, with pent-up demand and low inventories
expected to help mitigate the depth of
the downturn.”
And, he warned, requirements for reduced
emissions from diesel engines will
have an impact.
“Finally, some pre buy activity is anticipated
prior to the implementation of CARB’s
Clean Truck mandate, entering a queue already
filled with pent-up demand,” he said.
“States representing about 10% of industry
demand will be adopting CARB mandates in
both 2024 and 2025.”
While the economy is expected to struggle
in the first half of 2023, there will still be
money to be made by carriers and by the
manufacturers who sell them trucks. 8