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The Roemer Report On-Line, May 2001

CARS OFTEN TO BLAME FOR CRASHES: The Federal Highway Administration (FHWA) recently released its analysis of the Trucks Involved in Fatal Accidents files from 1994 to 1996. Its conclusion: passenger car drivers cause more crashes than truck drivers and need more education on safe driving to prevent future accidents. In attempting to determine how and why fatal crashes occur, the study concluded that the passenger vehicle crossed into the truck's lane in 89 percent of head-on collisions; in 80 percent of rear-end crashes, the car was the striking vehicle; the four-wheeler was also at fault in 88 percent of opposite-direction sideswipe accidents and in 72 percent of same-direction sideswipe accidents; in 71 percent of accidents, police assigned one or more crash factors to the car driver and none to the trucker. Another recently released study revealed that 87 percent of all car drivers admitted to unsafe driving habits. Most irresponsible driving is due to distractions like the radio, smoking, putting on makeup, or talking on a cell phone, according to the insurance company that sponsored the study. "People are using their cars like they're sitting in their living rooms," said the insurance company's director of public relations. The American Trucking Associations' Share the Road program instructs drivers, mostly in high school, on how to share the road safely with trucks. The program's spokesman said, "Our roads are too congested and dangerous to drive irresponsibly. The survey backs up what we've said about our professional drivers all along working with motorists."

ROEMER UNVEILS ONLINE INSURANCE: Roemer Insurance is pleased to offer a new online service, exclusively dedicated to the insurance needs of small fleets and independent truckers. InsureMyRig.com, a division of Roemer Insurance, will allow customers to perform an array of fully automated services online. Customers will be able to get quotes, make payments, and apply for insurance through a secure server. InsureMyRig.com will also allow customers to make policy changes and view their current policies. Since 1934 Roemer Insurance has been a leading provider of truck insurance products to fleets of all sizes, and we are pleased to be the industry leader in providing automated policy services online.

CARRIERS FACE CONTINUED CHALLENGES: Some of the weaker truckload companies did not survive the challenges of last year, and analysts say the collapse of weak firms is not yet over. To weather tough times, truckload carriers need good management and wise investment, say experts. Preparing for an uncertain future is crucial. So exactly what are carriers doing to prepare? Here's just a sampling:

(1) Cutting costs. John M. Smith, president of CRST International is leaving no stone unturned when it comes to eliminating unnecessary costs. He discovered that he can trim his bill for a Global Positioning System by one-third. "This can become just a very expensive way to say, 'How's the weather?' When times are good you can overlook certain items, but then you have to clamp down when times are tough," said Smith.

(2) Managing efficiently. Smith says CRST is negotiating with shippers to improve operating margins. Instead of asking for a certain percentage increase across the board, CRST's financial team uses accounting software to analyze shipper accounts, lane by lane. The company can then determine which lanes are losing money and point them out to shippers when negotiating for increases. If the company fails to get an increase, Smith tries to take on more profitable lanes and transfer money-losing lanes to a company that can run them profitably.

(3) Investing in trailer tracking. Kevin P. Knight of Knight Transportation in Phoenix says that by investing in trailer tracking technology, he will be able to manage his trailer fleet better, parking fewer trailers for shorter times at loading docks. Knight says that getting customers used to having fewer trailers around will help improve his profitability. "You have to create information to show shippers that resources are being wasted. Otherwise, we're giving away services for which we're not being compensated," says Knight.

WORD OF MOUTH: Who knows your trucking company better than your own drivers? Today, more and more companies are turning to their drivers to sing their praises and recruit new drivers. This mobile and knowledgeable recruiting force spends a lot of their time just about everywhere companies normally spend advertising dollars-truck stops, restaurants, and with customers. And they know what makes a good driver. Traditional advertising media, such as newspapers, radio, television, and magazines, are often costly, and can be ineffective if they don't reach the right audience. So why not channel some of your advertising dollars where you'll see a great return on your investment? To maximize their recruiting efforts, some companies offer cash incentives to their drivers. Most often, drivers receive a flat cash bonus for each recruit. Other companies offer bonuses such as an extra penny per mile for one year. To encourage retention and the recruitment of quality drivers, companies sometimes stipulate that the new recruit must be employed for six months before a bonus is issued. Other companies offer incentives other than cash, such as extra vacation days, jackets, or other material items like televisions or CD players.

EPA RETROFIT PROGRAM AIMS TO REDUCE DIESEL EMISSIONS: In an effort to curb diesel engine emissions, the Environmental Agency (EPA) has unveiled its Voluntary Diesel Retrofit Program, intended to clean up older diesel engines in trucks, buses, and construction equipment. By year's end, the EPA hopes to have commitments from owners to retrofit 10,000 older heavy-duty diesel engines over the next two years. The agency expects those who sign up for the program to include fleet owners, state and local governments, and industry groups that can use technology to reduce diesel engine pollution. According to the EPA, retrofitting 10,000 engines would eliminate about 15,000 tons of pollution each year. The amount of money truck owners would receive for retrofitting diesel engines would be left up to state and municipal clean air officials. The cost to retrofit diesel engines would range anywhere from several hundred to several thousand dollars per vehicle, says the EPA. For more information on the Voluntary Diesel Retrofit Program, visit the EPA's web site at www.epa.gov/otaq/retrofit.

RETREADS AS SAFE AS NEW: There's a widespread perception that retread tires are unsafe, that they are responsible for all those pieces of rubber along U.S. highways. But that perception is entirely false, says Harvey Brodsky, managing director of the Tire Retread Information Bureau. "The public, including people in the trucking industry, really don't know how much attention is paid in retreading a tire," says Brodsky. "Anybody who saw that would understand that they can really breathe easy in the retread industry, because there just isn't a problem." Retreads are just as safe as comparable new tires, asserts Brodsky. In fact, less than 0.1 percent of all accidents are caused by tires, and more than 90 percent of those accidents are caused by tires that are either bald, underinflated, or both. As further proof of their safety, Brodsky points out that insurance companies do not object when a fleet uses retreads. Still, the main reason fleets use retread tires is to save money. That's why True Value hardware store's fleet of 480 18-wheelers are equipped with retreads. But there's another benefit to using retread tires: The government views retreading as recycling. Three years ago, President Clinton signed an executive order, requiring the use of retread tires on all government vehicles as a recycling measure. For free information on proper inflation and minimizing irregular tire wear, call 888-473-8732 or visit www.retread.org.

FOCUS ON SURVIVAL: It's been nearly a century since Sir Ernest Shackleton led a crew of 27 to Antarctica, overcoming tremendous odds and surviving despite more than a year of incredible hardships. The crew's ship, which never reached Antarctica, became stuck in ice for months before eventually sinking. The crew then drifted on ice floats with just three lifeboats and few provisions. After finally reaching an island, Shackleton led part of his crew on an 800-mile journey to South Georgia, returning to rescue the rest of the men. Shackleton never lost hope and never lost one of his crew. His leadership strategy is admired and followed by many today. Here are a few of the tenets of Shackleton's leadership philosophy, particularly in crisis situations: (1) Talk to them. Shackleton immediately addressed his crew, explained his plan of action, and let them know he expected a successful outcome. (2) Face reality. In an ongoing crisis, complacency sometimes sets in. Shackleton never let the crew forget the seriousness of the situation. (3) Turn opponents into foes. Shackleton took those who exhibited the most discontent and made them his confidants. (4) Lighten up. A leader must relieve stress and tension during a crisis. Shackleton saved a banjo from the sinking ship to use as a diversion for his crew. (5) Make everyone part of the solution. Shackleton made sure all of the men felt they were part of the survival effort by giving them specific tasks.

No man will make a great leader who wants to do it all himself, or to get all the credit for doing it.
-Andrew Carnegie