Posted April 11, 2017 by Administrator
Join Cline Wood University and industry expert Mike Bohon from Great West Casualty Company as we discuss factors that contribute to rear end crashes. These include (but are not limited to) following distance, vehicle speed, driver distractions, and improper reaction by the driver. We’ll cover a variety of important strategies to combat these issues – improving safety and reducing risk. Topics include:
* Calculating stopping distance
* Gauging proper following distance
* Reducing/eliminating distractions
* Mentally practicing reactions to road hazards
* Preventing/mitigating rear-end crashes
Date & Time: Wed, Apr 19, 2017 12:00 PM – 12:30 PM CDT
To register for the complimentary webinar: https://attendee.gotowebinar.com/register/8878248911594592771
Posted March 21, 2017 by Administrator
On March 14, 2017, the U.S. Senate Subcommittee on Surface Transportation and Merchant Marine Infrastructure, Safety and Security featured panelists for a hearing on continuing to improve safety for truckers on our country’s highways. Advancements in truck safety and potential future reforms as well as a full range of perspectives on implementation of safety programs were primary focal points. Other opportunities and challenges facing the trucking industry were also expected.
Here is a list of the panelists included at this hearing.
- Christopher A Hart, Chairman, National Transportation Safety Board
- Paul P. Jovanis, Professor Emeritus, Pennsylvania State University; Chair, Transportation Research Board Committee
- Jerry Moyes, Chairman Emeritus, Swift Transportation
- Adrian Lund, President, Insurance Institute for Highway Safety
The hearing was held in the Senate Russell Office Building, Room 253. Witness testimony, opening statements and a recorded video of the hearing is available here.
The testimony given by panelists from government, academia and industry focused on the following 3 issues:
- Advocacy for fully funding Fixing America’s Surface Transportation (FAST) Act and reforms moving forward,
- Opposition to legislative reforms by the Commercial Vehicle Safety Alliance’s (CVSA), and
- Asking for congressional action to improve motor coach safety.
Committee members were presented with an overview of the challenges facing local and state law enforcement in an uncertain funding environment. Captain Christopher Turner of the Kansas Highway Patrol and Vice President of the CVSA, testified about his concerns related to the potential consequences of job loss and cuts to outreach and educational programs that would occur if the states lose Motor Carrier Safety Assistance Program Basic and Incentive Grants this year.
Cline Wood represents top trucking and agribusiness insurance carriers across the country. We have access to all types of insurance programs. We treat your company as if it were our own. Contact us today to find out how we can help you manage your risk, which directly contributes to your bottom line.
Posted December 21, 2015 by Erin
Article written by Lesley Hall, JD, MBA, associate attorney at Roberts Perryman PC. Originally published on the Roberts Perryman Blog, you can visit them here.
On December 4, 2015, President Obama signed into law the Fixing America’s Surface Transportation Act highway bill (dubbed the “FAST Act 2015”). The five – year, $305 billion dollar highway funding bill includes several important trucking regulatory reforms and also represents the longest termed highway bill in decades. The Act mandates a series of long-term homework projects for the FMCSA with the goal of clearing the smoke and mirrors effect from certain issues such as CSA scores, driver detention issues, and insurance matters. To save you the trouble of perusing the approximately 1,300 pages of Act (unless you’ve been eagerly anticipating the read, then consider this a spoiler alert) we’ve highlighted some important changes that directly impact our industry:
• The infamous CSA scores are no more for the time being. Much of the information contained on the FMCSA website that was previously available and that related to carriers’ performance is no longer on display. Carriers’ percentile rankings and the seven SMS BASICS are among the bulk of the data that has been temporarily removed. The bill requires the FMCSA to perform in-depth studies on issues like carriers’ crash risk and the correlation between CSA scores and the carriers’ likelihood of crashes. This study is due to be produced to Congress within 18 months of the bill becoming law. Congress has required that the FMCSA implement a “corrective action plan” before it can allow public view of the carrier information previously contained on its website.
• The FMCSA must study and provide Congress with a report on how driver detention at shippers and receivers’ facilities impede the efficiency of US freight movement, as well as the impact the detention might have on drivers’ schedules or wages.
• The FMCSA must also provide a report to Congress concerning carrier liability insurance minimums and whether they should be raised from their current values. Liability for general freight carriers is $750,000.00.
• The Act allows carriers to use drivers’ hair as a source of material for drug testing, in lieu of urine tests, but only after the Department of Health and Human Services establishes a clear guideline for hair testing. The DHHS is expected to report to Congress with some guidelines within one year.
• The rulemaking process for the FMCSA has undergone new regulations, and the FMCSA must include a “regulatory impact analysis” for each new rule it institutes, which must show the effect the rule might have on carriers of various sizes. The Act requires the analysis to utilize data that represents the commercial motor carrier industry that would be impacted by the rule.
• The FMCSA must change the rules to allow military veterans with experience driving equipment that is similar to heavy-duty trucks to more easily obtain a CDL and drive a truck as a civilian. Specifically, the FMCSA must allow their military driving experience to count towards driving skills and tests and their medical certifications could be obtained from VA doctors rather than those in the FMCSA’s registry.
For as many things as the bill included, there exists a list of things notably absent from the final, signed draft:
• The final version does not contain a measure to permit 18-21 year old CDL holders to drive interstate. The preliminary House and Senate bills included measures to let states enter into a compact to allow 18-21 years olds to cross state lines. The final version, however, sets up a “controlled study” to be performed by the FMCSA to collect data on under-21 year old drivers who are former military members and study the benefits and safety issues.
• There is no provision allowing for an increase in federal weight limits. Trucking lobbyist groups pushed for an increase from the current 80,000 pounds to 91,000 pounds and increasing the maximum allowed length of tandem trailers to 33 feet from the current 28 feet.
• The Act provides no “hiring standards” provision (thankfully). The original House highway bill had criteria that encouraged shippers and brokers to hire only carriers with “satisfactory” safety ratings. Critics of the House highway bill balked, stating that the provision would wreak havoc on a majority of small trucking companies who are “unrated” by the FMCSA.
• The Denham Amendment, promulgated by Representative Jeff Denham (R-Calif.), sought to clarify a recent court ruling issued by a federal appellate court. The Federal Aviation Administration Authorization Act (FAAA) prohibits states from enacting laws that interfere with motor carrier prices, routes, or service. However, the federal ruling last year held that a California law mandating meal and rest break for workers in the states superseded FAA. The Denham Amendment would have explicitly provided that states cannot regulate truckers who fall under federal Hours of Service regulations.
• The final bill also eliminated the provision in the Senate’s original bill that allowed tolling on existing interstate lanes and the use of toll money for use outside of the US interstate system.
Overall, the Act shows promise in paving a way for a better future for those of us in the transportation industry. We are all painfully aware of the FMCSA’s need to take the CSA score concept back to the proverbial drawing board. Hopefully the new system will provide a less harsh view of some of the more (relatively speaking) benign issues that blemish some of our reports. Improvements in CSA reporting may also help defend trucking companies sued in litigation, as plaintiffs’ attorneys often exaggerate what would otherwise be seen as relatively minor disclosures. Of course the impact of this Act may hit more forcefully once the FMCSA generates the numerous reports it has been assigned to prepare and provide and that concern very important aspects of the transportation industry. The agency has been given a hefty homework assignment and it remains to be seen whether the curve is in its favor.
This article was written by Lesley Hall, JD, MBA, associate attorney at Roberts Perryman PC. Lesley focuses her practice on Transportation and Logistics as well as Trucking Litigation. Additionally, Lesley is third generation of a trucking family.
Roberts Perryman has been a leader in transportation defense for over 50 years with offices in St. Louis and Springfield, MO and Belleville, IL. http://www.robertsperryman.com
Posted September 9, 2015 by Erin
As a primer for some more in-depth reporting on FMCSA’s Compliance, Safety, Accountability program set to be published later this month, here’s a look at the 10 states with the most hours-of-service violations:
Posted August 20, 2015 by Erin
Commercial vehicle associations are weighing in with the Federal Motor Carrier Safety Administration (FMCSA) on the Agency’s intent to incorporate several enhancements to the Safety Measurement System (SMS). Most notably, the changes will affect the Behavior Analysis and Safety Improvement Categories (BASICs) scores which would be publicly available on the FMCSA/SMS website and used by the Agency to prioritize and intervene with motor carriers that pose the greatest safety risk. The American Bus Association (ABA) and the American Trucking Associations (ATA) have submitted detailed accounts of their positions on the changes FMCSA is proposing to affect, both positive and negative, and express concern for some of the methods prescribed, especially in light of the Government Accountability Office (GAO) finding that due to data and methodology issues, SMS scores are often unreliable indicators of future crash risk. The associations are in agreement that while many of the proposed changes are consistent with the goals of the Compliance, Safety, Accountability (CSA) program, FMCSA needs to focus on refining crash data to more accurately reflect carriers’ safety performance and better crash risk connection.
Posted August 20, 2015 by Erin
Federal Motor Carrier Safety Administration requires all entities under its jurisdiction to update their information every two years. You are required to provide this update every two years even if your company has not changed its information, has ceased interstate operations since the last update, or is no longer in business and you did not notify FMCSA.
Posted August 20, 2015 by Erin
During the week of Sept. 6-12, 2015, law enforcement agencies across North America will conduct brake system inspections on large trucks and buses to identify out-of-adjustment brakes and brake-system violations as part of the Commercial Vehicle Safety Alliance’s (CVSA) Brake Safety Week.
Read more about CVSA’s inspection procedures at http://cvsa.org/programs/nas.php
Brake-related violations comprised the largest percentage (representing 46.2 percent) of all out-of-service violations cited during Operation Airbrake’s companion International Roadcheck campaign in 2014.
Posted August 18, 2015 by Administrator
Highway breakdowns occur every day, across the country. Observing safety best practices can save time, money, and even lives. It’s crucial for all drivers in your organization to familiarize themselves with safety practices, and to always employ them when experiencing a breakdown. Here are our top 5:
- Look for the safest spot on the shoulder and pull over. Wider breakdown areas are generally safer, and corners should be avoided. Stay calm and focused.
- Call for help. This can include roadside assistance, emergency personnel, or your corporate response team. Ascertaining your location will make this call more productive.
- Increase visibility beyond your hazard lights. If you can safely exit your vehicle and have roadside flares available, place them approximately 50 feet behind your car. You can also raise your hood to alert motorists that your vehicle is inoperative.
- Stay with your vehicle. If you’ve called for roadside service, you must be present when help arrives. If you exit your vehicle, stay away from the traffic flow. Walking along a highway is dangerous. Many people are killed each year while walking beside busy roads.
- Don’t try to be a mechanic. If you have insufficient experience with diagnosing engine issues or executing a tire change, proceed with extreme caution. It can be challenging to change a tire in your driveway – doing so beside a busy highway is significantly more difficult and dangerous. Before considering this, it’s best to wait for the police to arrive. They will help you determine if it’s safe to change your tire and can slow down traffic if you decide to do this.
To learn more about driver safety best practices, transportation safety, and related issues, contact us.
Posted August 11, 2015 by Administrator
A bridge strike is where a vehicle crashes into a bridge that has a railway on it or into a bridge that is built over the railway. Bridge strikes are a crucial problem. In the U.S. there are over 1,500 strikes of bridges per year. It causes a significant problem because after the strike, trains are unable to travel over it until it is repaired and inspected. Often trains have to be diverted, trips cancelled, and travelers delayed for significant amounts of time.
Bridge strikes are a serious safety hazard. Bridge strikes have cause injuries, death, damage to the infrastructure, interruption of carrier transportation and delays in travel time.
Bridge strikes can be avoided. Better awareness of route restrictions can be communicated through highly noticeable road signs and industry-standard electronic navigation systems.
There is a penalty for failing to comply with a posted route restriction along a roadway. The maximum penalty is $11,000 for a company, $2,750 for a driver. Source: Appendix B to 49 CFR part 386, paragraphs (a)(3) and (a)(4). (Electronic Code of Federal Regulations)
The Federal Motor Carrier Safety Administration (FMCSA) is working to address the issue of bridge strikes. They have offered the following information to help interested parties recognize the work being done to eliminate bridge strikes.
- The FMCSA will work with its State and local partners to ensure they understand their enforcement authority against motor carriers and drivers that fail to abide by roadway signs
- The FMCSA will work with its State partners and the truck and bus industries to distribute the Agency’s visor card “GPS Selection Guide for CMVs”
- The Agency will also work with commercial driver training school associations to encourage them to include electronic navigation system selection information in their training programs.
- FMCSA will consider electronic navigation system selection as it prepares to move forward with the entry-level driver training rule required by the Moving Ahead for Progress in the 21st Century (MAP-21) reauthorization legislation.
FMCSA’s information systems do not have crash statistics associated with the use of electronic navigation systems. However, even one truck or bus striking an overpass is one too many, which is why the Agency is taking action to ensure professional truck and bus drivers know the importance of selecting the right navigation system.
To learn more about transportation safety, risk reduction, and best practices, contact us.
Posted June 24, 2015 by Administrator
Transportation security is a major concern for the trucking industry. The events of 9/11 created a heightened awareness and focus on security for motor carriers. Long-haul drivers report that they often have a hard time finding a place to park at night because of heightened security in public areas. Drivers also report having to be more vigilant and take extra precautions in fear their load could be used as a terrorist weapon.
Increased truck tolls have increased, citing higher insurance costs. A higher rate of truck inspections, and the associated time lost, has increased 150 percent since 9/11. Additional terminal security – such as installing fencing, gates and monitoring cameras all increase costs for trucking companies.
Overall, leaders in the trucking industry point out that most of the enhanced security systems are a good thing. Security practices are actions that drivers should have been doing anyway. Most of the security measures have not adversely affected productivity and more security is better for everyone involved.
New security procedures and regulations are expected to be rolled out by the Transportation Security Administration (TSA). Trailer locks, border crossing and hazmat transport are three types of issues that need to be addressed.
There are two types of trailer locks – indicative and barrier seals. Indicative seals are designed to detect tampering or entry and are traditionally made of plastic or wire. Barrier seals are designed to prevent tampering or entry. New electronic seals combine elements of traditional seals with radio frequency identification tags. In the event of tampering, a radio frequency signal alert is sent to a central communication center. A number of e-seal technologies are currently being developed and refined, with the support from the U.S. DOT.
Border crossing security involves thorough inspections of trucks and trailers at the U.S. borders. All of the major trucking associations have agreed to participate in the Customs Trade Partnership Against Terrorism for U.S.-Canada shipments. The intent of this program is to prevent transportation of weapons of mass destruction. This agreement helps reduce the number of customs inspections and thus reduces border delay.
Freight security is already the subject of intensive research. Clearly, additional research will be needed to study trucking security options and to assess the effects of new security regulations.