Luxury Coach & Transportation

July 2018

Magazine for the professional limousine, charter and tour industry.

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Page 41 of 76

LUXURY COACH & TRANSPORTATION JULY 2018 39 and most of them are out of town for multiple nights. Add to this late returns, early starts, traffic, accidents…you get the picture. Now you need a relay driver who was not planned be- cause you couldn't get to your destination in 10 hours. If that driver is only doing a one hour relay, that really adds up to four hours of pay. at comes pretty close to $100. About 20% of the 400 rides require relay drivers. at's $8,200, correct? Where is that coming from? Not the client. You need to make it up the rest of the year. Look in this issue for a related article on the true cost of bus operations. On another note, a full roadside inspection checklist was included in the May issue of LCT…did you read it? Step 10 says to check the passenger area. is includes checking emergency exit access (i.e. window and roof hatches). Nowhere in any of the FMCSA books does it state if the inspector or driver can't close a roof hatch after it was inspected and worked, the inspector can put your vehicle out of service. By the way, in one incident, the driver closed it moments after. e inspector still wrote an out of service violation with a $100 fine. Since the hatch actually closed, the bus was able to leave. How crazy is that? Did you know if one brake light is out, you'll get a write-up, but not be put out of service? If your wipers are not working, it's a write-up, but not out of service as long as there's no rain in the forecast. ere are so many regulations that one article simply can't cover them all. I suggest you hire a consultant to help you with all of the curve balls being thrown. ere are some great people out there willing to help; all you have to do is ask. detail for where and when you can reuse that relay driver. Since the 10-hour driving time is so valuable, remind your drivers to log off from the drive line as much as pos- sible. Example: ere was a driver touring around Wash- ington, D.C. with a group making multiple stops through- out the day. Each time the driver would stop, she didn't log off until all of the passengers were off the bus and she returned to her seat. Each time was exactly six minutes after stopping the bus. Multiply that by six or seven stops and that could easily add 45 minutes to your drive time. e insert above is a typical driver's log using Sau- con, as I mentioned in the May 2018 issue of LCT. e system is very clean and user friendly. Our drivers and safety department are on top of our hours. Recently, eight of our buses had full level one inspections and ALL passed. It was easy for the inspector to operate and view all of the last seven days for each driv- er on the Saucon ELD. Joe Guinn and Chris Przybylski of Limo and Bus Compliance presented a webinar on ELD exemptions with LCT in May. Maybe you are exempt, and it's true — there are many small operators who don't travel outside of the 100 air- mile radius of their own cities and never cross state lines. Companies in South Florida are a perfect example. If a driver does, then they can only do it eight times in a rolling 30 calendar. So, if you have many commercial vehicles and plenty of drivers, it may be easier to use an ELD system. If your driver drives multiple vehicle types, you must keep track of their hours of service. Added Expenses Picture this: You do 400 motorcoach jobs in one month, These are typical driver's logs using Saucon. The system is very clean and user friendly. It helps drivers and safety managers stay on top of hours worked. The Saucon ELD also enables inspectors to accurately review all records. For more information on ELD's, see page 52 TOM HOLDEN is the GM/operations manager of Rose Chauffeured Transportation in Charlotte, N.C. He can be reached at

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