NUMBER OF TRAFFIC FATALITIES DOWN SIGNIFICANTLY IN 2008
 

The National Highway Traffic Safety Administration released today its 2008 report on highway fatalities. Overall the number of people killed in motor vehicle crashes in the United States decreased 9.7 percent, down from 41,259 in 2007 to 37,261 in 2008. The number of total highway fatalities is at the lowest level since 1961. Larger reductions were reported in truck-related accidents. There was a 12 percent reduction in fatal crashes involving large trucks (4,822 in 2007 to 4,229 in 2008), which is the lowest level since the U.S. Department of Transportation began keeping crash statistics in 1975. The number of truck occupant deaths showed even more improvement, down from 805 in 2007 to 677 in 2008--a percentage drop of 16 percent. Contact: Dave Potts at dpotts@trucking.org.



2009 Roadcheck Results Shows Significant Improvements: Results from the Commercial Vehicle Safety Alliance’s (CVSA) 2009 Roadcheck show a significant increase in the number of commercial drivers and vehicles that passed roadside inspections. During June 2-4, 2009, a record total of 72,782 truck and bus inspections were performed. Of this total, CVSA and Federal Motor Carrier Safety Administration personnel conducted 57,013 North American Standard (NAS) Level I inspections, the most comprehensive roadside inspection. The 96.1% for drivers and 77.8 % for vehicles mark the highest compliance rates ever for the NAS Level I inspections. These compliance rates show improvements of 20.4% and 7.1% respectively over last year’s Roadcheck. CVSA’s figures also show that the number of CMV drivers wearing safety belts improved by more than 22% over last year. This further supports the recent FMCSA announcement that safety belt use by these drivers is at an all time high. 

 

Alaska performed well during the annual Roadcheck.  Of 155 driver/vehicle inspections, 69.7% were found to be compliant, slightly below the national average.  On the driver inspections, 96.8% were found to be compliant which is better than the national average.  One of the highlights of the Roadcheck is that, in all inspections, there were zero seat belt violations. 

 

 

Cap-and-trade will harm trucking, ATA says

A proposal to limit oil refiners’ carbon allowances and force them to pay for credits to offset higher greenhouse gas emissions will impose significant costs on the trucking industry, the American Trucking Associations told Congress last month.

“Fleets are extremely sensitive to rapidly shifting operating costs given thin operating margins,” ATA First Vice Chairman Tommy Hodges told the House energy and Commerce Committee. Legislation (H.R. 2454) under consideration in Congress would establish a cap-and-trade system on many industries that would allow companies to emit more than a specified level of greenhouse gases provided that they are willing to buy carbon allowances from companies that reduce carbon output faster than required. The same legislation also would give the Environmental Protection Agency authority to set fuel economy standards (see Journal, CCJ, June 2009).
Although the cap-and-trade system in H.R. 2454 would not affect trucking companies directly, it would apply to petroleum refiners. The bill would grand oil refiners 2 percent of carbon allowances between 2014 and 2016 to help migrating greenhouse gas emissions.
“This amount is inadequate and will result in significant price increases for refined products,” said Hodges, who is president of Shelbyville, Tenn.-based Titan Transfer. “The 2 percent allotment to refiners over a two-year period covers the refineries’ facility emissions, but totally ignores carbon emissions from the combustion of petroleum products, leaving downstream users, such as trucking companies, exposed to dramatic and sudden fuel price spikes.”
ATA’s sustainability plan, which the association unveiled in May 2008, calls for:
 
*Setting governors on new trucks to limit speeds to no more than 65 mph;

*Establishing a national speed limit to 65 mps for all vehicles;

*Reducing engine idling;

*Reducing congestion by improving highways;

*Using more productive truck combinations;

*Supporting national fuel economy standards for trucks; and

*Increasing fuel efficiency by encouraging participation in the U.S. Environmental Protection Agency’s SmartWay Transport Partnership Program.

 
For more on ATA’s sustainability plan, go to www.trucksdeliver.org


Commercial Carrier Journal, July 2009

 

 
DOT PREPARES BRAKING RULE
Reprinted from Transport Topics
 
July 6, 2009

The Department of Transportation is preparing to issue its long-delayed stopping-distance rule that would slice the stopping distance for large trucks by as much as 30%.

 

DOT’s National Highway Traffic Safety Administration on June 10 sent its proposed rule to the White House for review by the office of Management and Budget, setting the stage for publication later this year and likely implementation in 2011.

 

NHTSA issued its proposed rule in December 2005 after several years of study, but publication was postponed several times during the Bush administration.

 

The rule, which has been in the works for several years, is expected to require Class 8 trucks traveling 60 mph to stop within 249 to 284 feet. Trucks now are required to stop within 255 feet.

 
NHTSA said the stopping distance could be met using enlarged versions of the S-cam drum brakes now prevalent in the industry.
 

Jim Tipka, Vice President of Engineering for American Trucking Associations, said that, in some applications, air disc brakes may be necessary, “particularly in short-wheelbased situations where tractor stability with a heavy brake imbalance could be put in question.”

 

Paul Johnston, Senior Director of compression and braking products at Meritor Wabco, said many trucks that now come with steer-axle brake drums 15 or 15.5 inches in diameter and 4 or 5 inches wide would have to use 16.5-by-5 inch drums.On the rear, brakes may have to be wider, he said.

 
The larger drum brakes would add about 90 pounds of a truck’s weight and cost $1,000 to $1,500 more per axle.
The proposed rule would not require air disc brakes, which would cost more than larger drum brakes.
 
 
ATA Truck Tonnage Index Fluctuates
 

The American Trucking Associations’ advance seasonally adjusted (SA) For-Hire Truck Tonnage Index fell 2.4% in June after jumping 3.2% in may. June’s decrease, which lowered the SA index to 99.8 (2000=100), wasn’t large enough to completely offset the robust gain in the previous month. The not seasonally adjusted (NSA) index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 107.3 in June, up 5.2% from May.

Compared with June 2008, tonnage fell 13.6%, which surpassed May’s 11% year-over-year drop. June’s contraction was the largest year-over-year decrease of the current cycle, exceeding the 13.2% drop in April.

ATA Chief Economist Bob Costello said truck tonnage is likely to be choppy in the months ahead. “While I am hopeful that the worst is behind us, I just don’t see anything on the economic horizon that suggests freight tonnage is about to rise significantly or consistently,” Costello said. “The consumer is still facing too many headwinds, including employment losses, tight credit, and falling home values, to name a few, that will make it very difficult for household spending to jump in the near term.” He also noted that inventories, relative to sales, are still too high in much of the supply chain, especially in the manufacturing and wholesale industries. “As a result, this is likely to be the first time in memory that truck tonnage doesn’t lead the macro economy out of recession. Today, many new product orders can be fulfilled with current inventories, not new production, thus suppressing truck tonnage.”

Trucking serves as a barometer of the U.S. economy, representing nearly 69% of tonnage carried by all modes of domestic freight transportation, including manufactured and retail goods. Trucks hauled 10.2 billion tons of freight in 2008. Motor carriers collected $660.3 billion or 83.1% of total revenue earned by all transport modes.

ATA calculates the tonnage index based on surveys from its membership and has been doing so since the 1970s. This is a preliminary figure and subject to change in the final report issued around the 10th day of the month. The report includes month-to-month and year-over-year results, relevant economic comparisons, and key financial indicators.

Caltrux, September 2009
 
 
Trailer Warning Light Requirement Made Permanent
 
In the August 25 Federal Register, the National Highway Transportation Safety Administration (NHTSA) published a final rule amending FMCSS 121 to make the requirement of an external trailer warning light permanent. The light was originally scheduled to be eliminated in March 2009 when NHTSA believed that all tractors would be equipped with an in-cab warning light. American Trucking Associations had argued in formal comments filed that an in-cab light was a better source of information for the driver of a trailer with an anti-lock brake system (ABS) problem making an external light redundant and a maintenance issue for the motor carrier without any added safety benefit. However, NHTSA decided that an external light provided an aid in the maintenance of the trailer ABS as well as with roadside inspection and therefore provided a safety benefit.
Trucking Minnesota, October 2009
 
 
Government Releases Flu Cleaning Procedures for Truck Cab
Reprinted from Utah Trucking, Issue 5, 2009
 
            The federal government released interim guidelines for cleaning a truck cab when a driver is visibly ill with the flu. According to the guidelines, flu viruses can live on nonporous surfaces for 24 hours or more, but enough quantities for human infection are likely to live for shorter periods. Any type of hang transfer by touching the eyes, nose and mouth can result in the spread of the virus. This spread can be avoided through hand hygiene, cough etiquette and respiratory hygiene. The guidelines recommend routine cleaning with soap or detergent and water, followed by the use of disinfectants to minimize the spread of the flu. When cleaning the cab of a truck, the follow cleaning methods should be used:
            Cleaners should use appropriate personal protective equipment (PPE), such as non-sterile disposable gloves that are recommended by the manufacturer of the detergent/ disinfectant, when touching contaminated sturfaces or handling cleaning and disinfecting solutions. Never wash or reuse the gloves. Eye protection may be required if splashing is expected.
            Many of the non-porous surfaces in the cab and associated compartments can be cleaned with detergent and water according to the vehicle’s manufacturer’s recommendations. Frequently touched surfaces should be cleaned first and then disinfected using an EPA-registered disinfectant.
            Disposable or reusable plastic covers can be used to protect porous surfaces such as mattresses from contamination.
            If there is a spill of body fluids, immediately cover the spill with an absorbent gelling powder designed for spills of body fluids or if this is not available, disposable paper towels/cloths. Wearing non-sterile disposable gloves, place residuals, used gelling agent and waste cloths in leak-proof bags, immediately seal and carefully dispose in covered containers. Hard, non-porous surfaces may then be cleaned and disinfected as described above.
            Since disinfectants are not registered for use on porous surfaces, removable porous upholstery, rugs and carpeting that have been exposed to vomit or feces should be carefully removed and laundered in accordance with the manufacture’s instructions or disposed of as described below. Porous upholstery and carpeting that can’t be removed may be initially cleaned with water and detergent. The material should then be allowed to air dry.
            Dispose of gloves and soiled material in a sturdy, leak-proof bag that is tied shut and not reopened. Porous materials that will be laundered can be removed from the truck in the same manner. State and local governments should be consulted for appropriate disposal decisions.
            When cleaning has been completed and gloves have been removed, immediately clean hands with soap and water. If soap and water are not readily available, use alcohol-based hand gel and wash hands with soap and water as soon as possible.
            Do not use compressed air and/or water under pressure for cleaning or any other methods that can cause splashing or which might re-aerosolize infectious material. Vacuum cleaners should be only used after proper disinfections has taken place. To view the entire guidance, click here (http://www.flu.gov/travel/cleaning_trucking.html#1)
 
 
CANADA NO LONGER ACCEPTS HAZMAT ENDORSEMENT AS EVIDENCE OF HAZMAT TRAINING
(Reprinted from Truckline)
 

Effectively immediately, Transport Canada will no longer accept the U.S. hazardous materials endorsement (HME) as evidence that a driver has received hazardous materials transportation training. Motor carriers that transport hazardous materials in Canada should continue to ensure that their drivers are trained in accordance with the Pipeline and Hazardous Materials Safety Administration’s training requirements (49 CPR Part 173, subpart H) and create and issue each driver a certificate indicating that the driver has received the required hazardous materials training. The certificate must be in the driver’s possession while transporting hazmat in Canada. The relevant Canadian regulations may be accessed at www.tc.gc.ca/tdg/clear/tof.htm.

 

 

FMCSA enforcing new-entrant rule earns praise

Sean Kilcarr, senior editor

 

The trucking industry is vocally supporting the Federal Motor Carrier Safety Administration’s (FMCSA) move to begin enforcing its New Entrant Safety Assurance Process rule. The rule requires newly registered truck and bus companies to meet stricter safety requirements.

 
“This is a good step towards eliminating those carriers out there just in the business solely to make a profit,” David Heller, director of safety and policy for the Truckload Carriers Assn., told FleetOwner. “You need an emphasis on safety if you’re going to be a trucking carrier. If you don’t, then you shouldn’t be in this business.
 
“Raising the safety bar for entry into trucking is something ATA [the American Trucking Assns.] fully supports,” added Dave Osiecki, the group’s vp of safety, security and operations.
 

Under FMCSA’s new-entrant requirements, a newly registered truck or bus company will automatically fail its safety audit if violations to any one of 16 essential federal regulations are discovered. These regulations cover: controlled substances and alcohol testing; hours-of-service rules; driver qualifications; vehicle condition; and carrier insurance responsibility.

 
Failure to pass a new-entrant safety audit may result in revocation of a carrier’s registration, unless that carrier takes corrective action within a time period established by FMCSA, the agency noted.
 

Additionally, if certain violations are discovered during roadside inspections, the new carrier may be subject to an expedited safety audit or a compliance review that can result in fines or an out-of-service order.

 

“This new rule helps to ensure that only the safest carriers can enter the industry and continue to operate on our roadways,” said FMCSA Administrator Anne Ferro. “By strengthening the new-entrant process, our agency supports new carriers as they establish and maintain critical safety management controls that enable them to operate in full compliance with federal safety regulations.”

 

Stephen Keppler, interim executive director of the Commercial Vehicle Safety Alliance, said the members of that organization fully support FMCSA’s effort to hold new entrants to the truck and bus industries to a higher safety standard.

 

“We’ve been pushing for this program for a long time,” he told FleetOwner. “Our position is that this is a good thing and that it is not a “barrier” to businesses. There is tremendous value in establishing that interaction between FMCSA and new truck and bus companies early on, so they can be set on the right path in terms of complying with safety regulations.

 

Indeed, the ATA believes the bar should be raised even higher. “New carriers should be required to take and pass a safety training course before beginning operations,” Osiecki told FleetOwner, referring to one of the 18 initiatives sought by the trucking lobby in its highway safety agenda released earlier this year.

FleetOwner; Thursday, December 17, 2009 

 

 

J.J. Keller guide covers CSA 2010 driver-inspection program
 

The second edition of J.J. Keller’s ”Roadside Inspections: A Driver’s Guide” includes an introduction and  to the new Comprehensive Safety Analysis (CSA) 2010 FMCSA initiative that will track, measure and evaluate carriers and drivers using 24 months of safety-based inspection violations.

 

The Keller product includes a closed-captioned DVD with chapter selections, professional commentary, a management message and a quiz. Also included is an instructor guide with training tips, 11 driver handbooks and a take-along reference, 11 tractor-trailer inspection cards for drivers when conducting pre-trip inspections, and a “trainer tools” CD-ROM that includes a PowerPoint presentation with handouts, quizzes, clip art and more.

 

Under CSA 2010, FMCSA will target enforcement interventions based on a carrier’s performance regarding inspection violations. A good roadside inspection program can mitigate the risks of FMCSA intervention. The Keller program covers the types of behavior that put inspectors on the alert, including the top reasons drivers are placed out of service; paperwork drivers need to have ready; the six serious potential consequences of a failed inspection; ways to make inspections quick and hassle-free; and additional paperwork required of hazmat drivers.

 
The Keller Driver’s Guide addresses some of the key components of the new FMCSA process, including:
 
  • CSA 2010 System--Explains the four components of the system (data collection, safety measurement, safety evaluation, and interventions).
  • CSA 2010—“BASICs”--explains the seven areas FMCSA will focus on (unsafe driving, fatigued driving, driver fitness, controlled substances and alcohol, vehicle maintenance, cargo related, and crash indicator).
  • Ratings/Value system--describes how violations found during a roadside inspection are assigned values, and how those values are used to generate a BASIC score.

·        Interventions--covers how scores are used to determine if a driver or carrier may be subject to an FMCSA intervention, ranging from a warning letter to a comprehensive on-site investigation.

·        Roadside inspections --talks about the most severely weighted violations and emphasizes how the results of a roadside inspection directly impact the safety evaluation of both drivers and carriers.

 

Price and ordering information for the guide can be obtained by calling 1-800-327-6868. Callers should reference Action Code 28696. Keller said a preview of the video will be available online at jjkeller.com/28696.

FleetOwner; Thursday, December 17, 2009

 

 
Intermodal chassis safety rule partially delayed
Land Line, December 21
 

Just one day after the intermodal chassis rule went into effect, the Federal Motor Carrier Safety Administration delayed a portion of the rule.

The Federal Motor Carrier Safety Administration enacted new regulations in late 2008 that were supposed to ensure that truckers were only offered intermodal equipment that was deemed roadworthy. That regulation partially goes into effect, Dec. 17.

If intermodal equipment providers fully comply with the new rule, drivers should be able to take an intermodal chassis from a ready staging area and know that the equipment is roadworthy and compliant with all the equipment regs.

Part of the regulation requires drivers to fill out driver vehicle inspection reports – dubbed DVIRs – on equipment they do a pre-trip inspection on. If the equipment is in need of repair, that is to be noted on that report. If the equipment is in good shape, that too is to be noted.

The regulation that went into effect this past week mandated the record-keeping requirements of the DVIRs.

Intermodal special interest groups petitioned FMCSA for reconsideration of the rule and asked for an extension because the regulation required so many changes to the existing process.

According to a technical amendment obtained by the Owner-Operator Independent Drivers Association, FMCSA is going to delay the paperwork portion of the rule until summer 2010.

Joe Rajkovacz, OOIDA director of regulatory affairs, said the delay in collecting reports doesn’t keep intermodal equipment providers from making sure the equipment is roadworthy.

“That part of the regulation is still in effect,” he explained.

He advised truckers who run into an intermodal equipment provider that is chronically offering chassis in need of repair and not roadworthy to call the DOT’s safety hotline, 800-DOT-SAFT  (368-7238).

–       By Jami Jones, senior editor
jami_jones@landlinemag.com

 

 
FMCSA strikes on drugs, alcohol
 
The Federal Motor Carrier Safety Administration conducted its first national drug and alcohol strike force in September that removed 77 trucks and bus drivers from the road.
The agency announced the Sept. 8-18 enforcement also resulted in more than 80 carriers facing penalties. During that time, investigators examined drug and alcohol safety records of commercial drivers.
The 77 drivers could face civil penalties for not adhering to federal drug and alcohol regulations. They can no longer operate a commercial motor vehicle and will probably face fines. Also, 84 carriers will see pending enforcement actions for violations such as using a driver who has tested positive for illegal drugs and for not instituting a drug and alcohol testing program.
Drivers and carriers will be able to contest alleged violations and civil penalties. The strike force’s goal is to identify carriers violating drug and alcohol testing requirements and to remove truck and bus drivers from the road who jump carriers to duck drug and alcohol testing and reporting requirements.
eTrucker.com
 
 
EPA Moves One Step Closer to Likely Regulation of Greenhouse Gases
 
The Environmental Protection Agency (EPA) has sent its final greenhouse gas (GHG) endangerment finding to the White House Office of Management and Budget for a 90-day review and approval. The agency’s actions follows the U.S. Supreme Court’s ruling in April 2007 finding that GHGs are pollutants. As the next step, EPA must determine whether such pollution endangers human health or welfare. In its April 2009 Proposed Rule, the agency found that GHGs endanger both human health and welfare, and that emissions from new motor vehicles are contributing to the mix of heat-trapping gases. If the agency’s final determination its consistent with its proposal, the endangerment finding would set the state for broad EPA regulations aimed at curbing heat-trapping emissions under the federal Clean Air Act. Medium and heavy-duty trucks are specifically referenced in the Proposed Rule.
Maine Motor Transport, December 2009
 

 

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