Thursday, February 25, 2010
LoadTrek releases GPS White Paper
Ever wonder how GPS really works, what it will and will not do? This white paper describes GPS in an understandable way, without all the sales hype.
Wednesday, February 24, 2010
Canada looks to build EOBR rule with trucker comments
OTTAWA -- Hoping to solicit feedback from the trucking industry, the Canadian Council of Motor Transport Administrators has authored a discussion paper on electronic on-board recorders (EOBRs).
In preparation for a possible Canadian rule on EOBR usage, the paper highlights issues of compliance, data requirements and implementation, and how they apply to carriers' business.
Following a "project charter" drafted last fall, this paper includes a brief discussion on each issue associated with EOBR compliance and concludes with questions to guide carriers' input.
Harmonization with the U.S., is perhaps the most critical point for discussion. Arguably, impending EOBR legislation is driving a Canadian mandate and with close to ten million truck trips a year across the border, Canadian authorities want to be careful of not drafting a rule in isolation of how U.S. authorities approach the issue.
CCMTA acknowledges that the U.S.'s final is expected to be broader in scope than originally proposed, and a subsequent rule is expected later in 2010 that would capture a wider population of carriers.
In preparation for a possible Canadian rule on EOBR usage, the paper highlights issues of compliance, data requirements and implementation, and how they apply to carriers' business.
Following a "project charter" drafted last fall, this paper includes a brief discussion on each issue associated with EOBR compliance and concludes with questions to guide carriers' input.
Harmonization with the U.S., is perhaps the most critical point for discussion. Arguably, impending EOBR legislation is driving a Canadian mandate and with close to ten million truck trips a year across the border, Canadian authorities want to be careful of not drafting a rule in isolation of how U.S. authorities approach the issue.
CCMTA acknowledges that the U.S.'s final is expected to be broader in scope than originally proposed, and a subsequent rule is expected later in 2010 that would capture a wider population of carriers.
Monday, February 22, 2010
EOBR's Make the NTSB's "Most Wanted List"
The National Transportation Safety Board released their "Most Wanted" list for 2010. On the list of recommendations for highway safety, they advise the FMCSA should "require electronic onboard data recorders to maintain accurate carrier records on driver hours of service."
Wednesday, February 17, 2010
Paperless Logs Webinar February 18 at 1 PM
LoadTrek will be presenting a short webinar on paperless D.O.T. paperless logging for commercial drivers. The webinar will begin promptly at 1:00 PM CST, and will last 30 minutes.
Topics covered include the regulatory overview, what changes for drivers, what changes for managers/supervisors, auditing and compliance, and an open question and answer period.
To participate, go to https://www1.gotomeeting.com/pjoin/503890401/105012293.
You can either listen using your computer, or you may use your telephone to call 916-233-3088, Access Code: 503-890-401.
Joel Beal will be the presenter. He has been involved with paperless logs since 1990, and has served on numerous committees, conferences, and panels concerning this subject. He has designed systems, and has implemented and trained hundreds of fleets for 20 years - as a fleet manager and as a technology supplier.
Topics covered include the regulatory overview, what changes for drivers, what changes for managers/supervisors, auditing and compliance, and an open question and answer period.
To participate, go to https://www1.gotomeeting.com/pjoin/503890401/105012293.
You can either listen using your computer, or you may use your telephone to call 916-233-3088, Access Code: 503-890-401.
Joel Beal will be the presenter. He has been involved with paperless logs since 1990, and has served on numerous committees, conferences, and panels concerning this subject. He has designed systems, and has implemented and trained hundreds of fleets for 20 years - as a fleet manager and as a technology supplier.
Tuesday, February 16, 2010
Wednesday, February 10, 2010
Paperless Logs White Paper
Free white paper explaining what paperless logs are, how they work, and applicable regulations.
Tuesday, February 9, 2010
Former FMCSA Administrator Gives Inside Look Into Trucking Regs
TruckingInfo.com; Tuesday, February 9, 2010
Byline: Diana Britton, Managing Editor
During a conference call hosted by Stifel Nicolaus Friday morning, Annette Sandberg, Esq., the former administrator of the Federal Motor Carrier Safety Administration, provided an insider's thoughts on some of the most influential and pressing regulatory issues facing the trucking industry.
During the discussion, Sandberg, a principal at TransSafe Consulting, told listeners she would encourage officials at the FMCSA to provide carriers with a mechanism for seeing what their safety scores would look like under the Comprehensive Safety Analysis 2010. Sandberg said fleets need at least three to four months before CSA 2010 goes live to clean up their data.
"If they're not in a pilot state, they have no idea what they look like," she said.
While the FMCSA has been focused on the safety impacts of CSA 2010, it has not really been concerned about the financial impacts on fleets, Sandberg said. Particularly, there's the issue of whether brokers or shippers are going to be comfortable loading with a carrier that has a high score.
Under the new CSA 2010 system, carriers will be scored with additional scrutiny and under much more refined buckets, the seven Behavioral Analysis Safety Improvement Categories, or BASICs. As a result, carriers that had good scores under SafeStat are going to find themselves "deficient" in areas under CSA 2010.
The big question is, Sandberg said, "would [brokers and shippers] still load a carrier that has a deficient BASIC?"
EOBRs
Another regulation she commented on was the issue of electronic on-board recorders. A rule is currently in the White House, and Sandberg expects there to be a final rule on EOBRs this spring, if not summer. This rule would require recorders for carriers that fail to meet hours of service standards. It also will encourage voluntary use of recorders by various incentives, and will spell out new performance standards for the devices, taking into account the myriad technological developments that have occurred since the current voluntary rule was established in 1988.
For all carriers, "I believe that EOBRs will probably be mandated in the next five years, if not sooner," she said.
Sandberg said some owner-operators don't like EOBRs because they're expensive and they don't want to be monitored. However, she said so many in the industry already have GPS on their vehicles, and it's such a small step from GPS to EOBRs.
"It's going to be the minority that doesn't want them on," she said.
Hours of Service
Sandberg also touched on the controversial hours-of-service rule, something she joked as being a regulation that never ends. "I don't think we'll ever see hours of service end or finalized in my lifetime."
She believes the HOS rule won't be changed much, except for the split sleeper birth and rest breaks provisions. If the FMCSA mandates rest breaks, the question will be whether the break is inserted into the 14-hour allotment or whether the 14 hours is extended.
During "The Changing Regulatory Landscape and its Direct Impact on Trucking Industry Capacity" conference call, Sandberg tackled other regulatory concerns facing the trucking industry, including the reauthorization of the surface transportation bill, truck size and weight, the U.S.-Mexico border dispute, and driver health and drug testing. These are all issues that have been delayed or put on the back burner because of other legislative priorities.
Byline: Diana Britton, Managing Editor
During a conference call hosted by Stifel Nicolaus Friday morning, Annette Sandberg, Esq., the former administrator of the Federal Motor Carrier Safety Administration, provided an insider's thoughts on some of the most influential and pressing regulatory issues facing the trucking industry.
During the discussion, Sandberg, a principal at TransSafe Consulting, told listeners she would encourage officials at the FMCSA to provide carriers with a mechanism for seeing what their safety scores would look like under the Comprehensive Safety Analysis 2010. Sandberg said fleets need at least three to four months before CSA 2010 goes live to clean up their data.
"If they're not in a pilot state, they have no idea what they look like," she said.
While the FMCSA has been focused on the safety impacts of CSA 2010, it has not really been concerned about the financial impacts on fleets, Sandberg said. Particularly, there's the issue of whether brokers or shippers are going to be comfortable loading with a carrier that has a high score.
Under the new CSA 2010 system, carriers will be scored with additional scrutiny and under much more refined buckets, the seven Behavioral Analysis Safety Improvement Categories, or BASICs. As a result, carriers that had good scores under SafeStat are going to find themselves "deficient" in areas under CSA 2010.
The big question is, Sandberg said, "would [brokers and shippers] still load a carrier that has a deficient BASIC?"
EOBRs
Another regulation she commented on was the issue of electronic on-board recorders. A rule is currently in the White House, and Sandberg expects there to be a final rule on EOBRs this spring, if not summer. This rule would require recorders for carriers that fail to meet hours of service standards. It also will encourage voluntary use of recorders by various incentives, and will spell out new performance standards for the devices, taking into account the myriad technological developments that have occurred since the current voluntary rule was established in 1988.
For all carriers, "I believe that EOBRs will probably be mandated in the next five years, if not sooner," she said.
Sandberg said some owner-operators don't like EOBRs because they're expensive and they don't want to be monitored. However, she said so many in the industry already have GPS on their vehicles, and it's such a small step from GPS to EOBRs.
"It's going to be the minority that doesn't want them on," she said.
Hours of Service
Sandberg also touched on the controversial hours-of-service rule, something she joked as being a regulation that never ends. "I don't think we'll ever see hours of service end or finalized in my lifetime."
She believes the HOS rule won't be changed much, except for the split sleeper birth and rest breaks provisions. If the FMCSA mandates rest breaks, the question will be whether the break is inserted into the 14-hour allotment or whether the 14 hours is extended.
During "The Changing Regulatory Landscape and its Direct Impact on Trucking Industry Capacity" conference call, Sandberg tackled other regulatory concerns facing the trucking industry, including the reauthorization of the surface transportation bill, truck size and weight, the U.S.-Mexico border dispute, and driver health and drug testing. These are all issues that have been delayed or put on the back burner because of other legislative priorities.
Friday, January 22, 2010
CSA 2010 BASICs
CSA2010 will calculate a score based on seven “behavior areas.”
They include:
CSA 2010 BASICs:
• Unsafe Driving — Dangerous or careless operation of commercial motor vehicles (CMVs). Data includes driver traffic violations and convictions for speeding, reckless driving, improper lane change, inattention, and other unsafe driving behavior. (FMCSR Parts 392 and 397)
• Fatigued Driving (Hours of Service) — Driving a CMV when fatigued. This is distinguished from incidents where unconsciousness or an inability to react is brought about by the use of alcohol, drugs, or other controlled substances. Data includes (1) HOS violations discovered during an off-site investigation, on-site investigation, roadside inspection, or post-crash inspection, and (2) crash reports with driver fatigue as a contributing factor. (FMCSR Parts 392 and 395)
• Driver Fitness — Operation of a CMV by drivers who are unfit to operate a CMV due to lack of training, experience, or medical qualification. Data includes (1) inspection violations for failure to have a valid and appropriate CDL or medical or training documentation, (2) crash reports citing a lack of experience or medical reason as a cause or contributory factor, and (3) violations from an off-site investigation or an on-site investigation for failure to maintain proper driver qualification files, or use of unqualified drivers. (FMCSR Parts 383 and 391)
• Controlled Substances and Alcohol — Operation of a CMV while impaired due to alcohol, illegal drugs, and misuse of prescription medications or over-the-counter medications. Data includes (1) roadside violations involving controlled substances or alcohol, (2) crash reports citing driver impairment or intoxication as a cause, (3) positive drug or alcohol test results on drivers, and (4) lack of appropriate testing or other deficiencies in motor carrier controlled substances and alcohol testing programs. (FMCSR Part 392)
• Vehicle Maintenance — CMV failure due to improper or inadequate maintenance. Data includes (1) roadside violations for brakes, lights, and other mechanical defects, (2) crash reports citing a mechanical failure as a contributing factor, and (3) violations from an off-site investigation or an on-site investigation associated with pre-trip inspections, maintenance records, and repair records. (FMCSR Parts 393 and 396)
• Cargo Related — Shifting loads, spilled or dropped cargo, and unsafe handling of hazardous materials. Data includes (1) roadside inspection violations pertaining to load securement, cargo retention, and hazardous material handling, and (2) crash reports citing shifting loads, or spilled/dropped cargo as a cause or contributing factor. (FMCSR Parts 392, 393, 397 and HM Violations), and
• Crash Indicator— Histories or patterns of high crash involvement, including frequency and severity. Data includes law enforcement crash reports and crashes reported by the carrier and discovered during on-site investigations.
Recent roadside violations and violations that correlate most with crashes will be weighted more heavily than other violations. SMS will then rank carrier scores relative to their peers to determine which entities have specific safety problems.
What does this mean?
• For the first time, each commercial vehicle license holder will be assigned a ‘Safety Rating”.
• Drivers' safety rating will follow you regardless of the company you work for or contract with.
• Drivers' activity on the highway, i.e. roadside inspection violations, accidents, tickets, even warning tickets will have a negative impact on your personal safety rating.
• Drivers could be declared UNFIT and lose your ability to drive for a living as a result of a poor safety rating. Companies will HIRE and FIRE based on your safety rating.
They include:
CSA 2010 BASICs:
• Unsafe Driving — Dangerous or careless operation of commercial motor vehicles (CMVs). Data includes driver traffic violations and convictions for speeding, reckless driving, improper lane change, inattention, and other unsafe driving behavior. (FMCSR Parts 392 and 397)
• Fatigued Driving (Hours of Service) — Driving a CMV when fatigued. This is distinguished from incidents where unconsciousness or an inability to react is brought about by the use of alcohol, drugs, or other controlled substances. Data includes (1) HOS violations discovered during an off-site investigation, on-site investigation, roadside inspection, or post-crash inspection, and (2) crash reports with driver fatigue as a contributing factor. (FMCSR Parts 392 and 395)
• Driver Fitness — Operation of a CMV by drivers who are unfit to operate a CMV due to lack of training, experience, or medical qualification. Data includes (1) inspection violations for failure to have a valid and appropriate CDL or medical or training documentation, (2) crash reports citing a lack of experience or medical reason as a cause or contributory factor, and (3) violations from an off-site investigation or an on-site investigation for failure to maintain proper driver qualification files, or use of unqualified drivers. (FMCSR Parts 383 and 391)
• Controlled Substances and Alcohol — Operation of a CMV while impaired due to alcohol, illegal drugs, and misuse of prescription medications or over-the-counter medications. Data includes (1) roadside violations involving controlled substances or alcohol, (2) crash reports citing driver impairment or intoxication as a cause, (3) positive drug or alcohol test results on drivers, and (4) lack of appropriate testing or other deficiencies in motor carrier controlled substances and alcohol testing programs. (FMCSR Part 392)
• Vehicle Maintenance — CMV failure due to improper or inadequate maintenance. Data includes (1) roadside violations for brakes, lights, and other mechanical defects, (2) crash reports citing a mechanical failure as a contributing factor, and (3) violations from an off-site investigation or an on-site investigation associated with pre-trip inspections, maintenance records, and repair records. (FMCSR Parts 393 and 396)
• Cargo Related — Shifting loads, spilled or dropped cargo, and unsafe handling of hazardous materials. Data includes (1) roadside inspection violations pertaining to load securement, cargo retention, and hazardous material handling, and (2) crash reports citing shifting loads, or spilled/dropped cargo as a cause or contributing factor. (FMCSR Parts 392, 393, 397 and HM Violations), and
• Crash Indicator— Histories or patterns of high crash involvement, including frequency and severity. Data includes law enforcement crash reports and crashes reported by the carrier and discovered during on-site investigations.
Recent roadside violations and violations that correlate most with crashes will be weighted more heavily than other violations. SMS will then rank carrier scores relative to their peers to determine which entities have specific safety problems.
What does this mean?
• For the first time, each commercial vehicle license holder will be assigned a ‘Safety Rating”.
• Drivers' safety rating will follow you regardless of the company you work for or contract with.
• Drivers' activity on the highway, i.e. roadside inspection violations, accidents, tickets, even warning tickets will have a negative impact on your personal safety rating.
• Drivers could be declared UNFIT and lose your ability to drive for a living as a result of a poor safety rating. Companies will HIRE and FIRE based on your safety rating.
Tuesday, January 19, 2010
Come See us in Las Vegas
LoadTrek will be attending the NSRMCA's regional meeting in Las Vegas on January 26-27.
Saturday, January 9, 2010
FMCSA is asking for HOS Submissions
The Federal Motor Carrier Safety Administration is asking people interested in participating in listening sessions on a future hours-of-service rule to consider questions on its website.
The agency posted five areas of discussion on its website in preparation for the listening sessions, scheduled for Jan. 19 in Arlington, Va., Jan. 22, at the Dallas Forth Worth airport and Jan. 25 in Los Angeles. The FMCSA has not announced a fourth session yet.
The topics are rest and on-duty time, restart to the 60- and 70-hour rule, sleeper berth use, loading and unloading time, and general.
The agency said it presented the questions for discussion. It will not necessarily include them in a Notice of Proposed Rulemaking but would request similar information in that document. Answers should be based upon the experience and information participants can share with the FMCSA.
Comments may also be submitted via:
•The Federal eRulemaking Portal at www.regulations.gov.
•Mail :Docket Management Facility, U.S. Department of Transportation, 1200 New Jersey Ave. SE, West Building Ground Floor, Room W12-140, Washington, DC 20590-0001.
•Fax at 1-202-493-2251
Each submission must include the agency name and docket number, which is FMCSA 2004-19608.
The questions are posted at:
www.fmcsa.dot.gov/rules-regulations/TOPICS/HOS/HOS-Listening-Sessions.aspx.
The agency posted five areas of discussion on its website in preparation for the listening sessions, scheduled for Jan. 19 in Arlington, Va., Jan. 22, at the Dallas Forth Worth airport and Jan. 25 in Los Angeles. The FMCSA has not announced a fourth session yet.
The topics are rest and on-duty time, restart to the 60- and 70-hour rule, sleeper berth use, loading and unloading time, and general.
The agency said it presented the questions for discussion. It will not necessarily include them in a Notice of Proposed Rulemaking but would request similar information in that document. Answers should be based upon the experience and information participants can share with the FMCSA.
Comments may also be submitted via:
•The Federal eRulemaking Portal at www.regulations.gov.
•Mail :Docket Management Facility, U.S. Department of Transportation, 1200 New Jersey Ave. SE, West Building Ground Floor, Room W12-140, Washington, DC 20590-0001.
•Fax at 1-202-493-2251
Each submission must include the agency name and docket number, which is FMCSA 2004-19608.
The questions are posted at:
www.fmcsa.dot.gov/rules-regulations/TOPICS/HOS/HOS-Listening-Sessions.aspx.
Monday, January 4, 2010
FMCSA to Hold Public Listening Sessions on Hours-of-Service Requirements
The U.S. Department of Transportation Federal Motor Carrier Safety Administration (FMCSA) today announced it will hold four listening sessions in January to gather information and comments as the agency prepares a rulemaking proposal on hours-of-service requirements for property-carrying commercial vehicle drivers.
Tuesday, January 19, 2010
Doubletree Hotel Crystal City National Airport
300 Army Navy Drive, Arlington, Virginia 22202
9 a.m. – 5 p.m. EST
Friday, January 22, 2010
Hyatt Regency Dallas Forth Worth Airport
DFW International Parkway, Dallas/Fort Worth, Texas 75261
9 a.m. – 5 p.m. CST
Monday, January 25, 2010
Doubletree Hotel Los Angeles International Airport
1985 East Grand Avenue, El Segundo, California 90245
9 a.m. – 5 p.m. PST
Tuesday, January 19, 2010
Doubletree Hotel Crystal City National Airport
300 Army Navy Drive, Arlington, Virginia 22202
9 a.m. – 5 p.m. EST
Friday, January 22, 2010
Hyatt Regency Dallas Forth Worth Airport
DFW International Parkway, Dallas/Fort Worth, Texas 75261
9 a.m. – 5 p.m. CST
Monday, January 25, 2010
Doubletree Hotel Los Angeles International Airport
1985 East Grand Avenue, El Segundo, California 90245
9 a.m. – 5 p.m. PST
Wednesday, December 30, 2009
What will CSA 2010 mean for drivers? Keeping your nose and record clean
From Jim Klepper at The Trucker News Service:
Here is what David Freymiller had to say to the following:
-- Do you think the new CSA 2010 mandate will improve safety in the trucking industry? The reported purpose of CSA 2010 is highway safety; do you think truck-related fatalities will decrease even more than the large decrease we are now seeing with the current regulations?
“Yes, I believe with the focus that is being placed on the driver and his driving record across multiple employers it will result in a good driver becoming a better driver due to the attention to detail that the driver will have to become acclimated to.
“On the other hand it will also empower the FMCSA and the carriers to remove the problematic drivers that have been plaguing the industry for quite some time. I can envision a more focused driver, which will have a direct affect on accidents and highway fatalities.”
-- Have you spoken with your safety department about CSA 2010 yet and if so, what was the main focus of that meeting and what will be the first thing you do to prepare for CSA 2010?
“Yes, the safety department was given the responsibility to prepare both our drivers and staff for CSA 2010. Our long-term goals are to produce a better driver and operations through intensive training and preparation.”
-- What are you planning to do differently in your safety department to be ready for and work within CSA 2010?
“Beginning at CSA 2010’s inception our safety department has been proactive in the training of our drivers and staff. Understanding the significance and repercussions of CSA 2010 in itself has taken our focus to a higher level. We have also taken a step into the future with full implementation of the Qualcomm e-logs. I think that if we are pro-active enough we may be able to clean up and save some drivers that may not have made the cut otherwise.”
-- Have you spoken with your drivers about CSA 2010 and how it will affect their CDLs?
“New hires and tenure drivers have all met with the safety department and have been well versed in not only the focus of CSA 2010 but the ramifications of the point system and the effect it will have on their CDL. Extensive courses in CSA 2010, GPS Tracking, SaferStat, and the compass portal have been taught in detail.”
-- Will CSA 2010 change the way you recruit drivers?
“Yes, with the availability of the new software information our recruiting department will now be able to access much more of a driver’s history. We will require this extensive background to be preformed not only on new applicants but existing driver associates as well.”
-- Describe what type of driver will meet your hiring criteria when CSA 2010 becomes the law of the land.
“The driver should possess the culture and knowledge to perform his duties in a compliant manner. His past history will become much more scrutinized, therefore requiring the driver to already have a solid foundation in which to work with.”
-- What advice would you have for current and new CDL drivers regarding CSA 2010?
“Fully understand what CSA 2010 means to you as a driver. Focus on your attention to detail when filing out your daily logs and always be prepared for an inspection. Become acclimated to the point system and adjust your driving habits in order to protect both the carrier and your CDL.”
Here is what David Freymiller had to say to the following:
-- Do you think the new CSA 2010 mandate will improve safety in the trucking industry? The reported purpose of CSA 2010 is highway safety; do you think truck-related fatalities will decrease even more than the large decrease we are now seeing with the current regulations?
“Yes, I believe with the focus that is being placed on the driver and his driving record across multiple employers it will result in a good driver becoming a better driver due to the attention to detail that the driver will have to become acclimated to.
“On the other hand it will also empower the FMCSA and the carriers to remove the problematic drivers that have been plaguing the industry for quite some time. I can envision a more focused driver, which will have a direct affect on accidents and highway fatalities.”
-- Have you spoken with your safety department about CSA 2010 yet and if so, what was the main focus of that meeting and what will be the first thing you do to prepare for CSA 2010?
“Yes, the safety department was given the responsibility to prepare both our drivers and staff for CSA 2010. Our long-term goals are to produce a better driver and operations through intensive training and preparation.”
-- What are you planning to do differently in your safety department to be ready for and work within CSA 2010?
“Beginning at CSA 2010’s inception our safety department has been proactive in the training of our drivers and staff. Understanding the significance and repercussions of CSA 2010 in itself has taken our focus to a higher level. We have also taken a step into the future with full implementation of the Qualcomm e-logs. I think that if we are pro-active enough we may be able to clean up and save some drivers that may not have made the cut otherwise.”
-- Have you spoken with your drivers about CSA 2010 and how it will affect their CDLs?
“New hires and tenure drivers have all met with the safety department and have been well versed in not only the focus of CSA 2010 but the ramifications of the point system and the effect it will have on their CDL. Extensive courses in CSA 2010, GPS Tracking, SaferStat, and the compass portal have been taught in detail.”
-- Will CSA 2010 change the way you recruit drivers?
“Yes, with the availability of the new software information our recruiting department will now be able to access much more of a driver’s history. We will require this extensive background to be preformed not only on new applicants but existing driver associates as well.”
-- Describe what type of driver will meet your hiring criteria when CSA 2010 becomes the law of the land.
“The driver should possess the culture and knowledge to perform his duties in a compliant manner. His past history will become much more scrutinized, therefore requiring the driver to already have a solid foundation in which to work with.”
-- What advice would you have for current and new CDL drivers regarding CSA 2010?
“Fully understand what CSA 2010 means to you as a driver. Focus on your attention to detail when filing out your daily logs and always be prepared for an inspection. Become acclimated to the point system and adjust your driving habits in order to protect both the carrier and your CDL.”
Wednesday, December 23, 2009
Social media comes to aid of stranded Arrow truck drivers
Sometimes technology can have some unexpected benefits, all it takes is a vision of the problem and a knowledge of the tools available.
Arrow Trucking, a respected fleet based in Tulsa with a venerable history, unexpectedly and suddenly ceased operations today. Fuel cards stopped working last night, and today drivers all over the USA are stranded. Drivers with Freightliner and Kenworth tractors are instructed to go to the nearest Freightliner dealership. Those driving International tractors have no instructions. Daimler Financial is assisting Arrow drivers with bus fare on Greyhound. However, many drivers can't make it due to their fuel situation.
To the rescue - social media and drivers helping drivers.
Arrow Trucking, a respected fleet based in Tulsa with a venerable history, unexpectedly and suddenly ceased operations today. Fuel cards stopped working last night, and today drivers all over the USA are stranded. Drivers with Freightliner and Kenworth tractors are instructed to go to the nearest Freightliner dealership. Those driving International tractors have no instructions. Daimler Financial is assisting Arrow drivers with bus fare on Greyhound. However, many drivers can't make it due to their fuel situation.
To the rescue - social media and drivers helping drivers.
Tuesday, December 22, 2009
EOBR rule expected early in New Year
WASHINGTON -- The final rule in the U.S. requiring carriers to use electronic onboard recorders (EOBRS) has been sent to the White House for approval.
According to truckinginfo.com, publication could come as early as February.
According to truckinginfo.com, publication could come as early as February.
Thursday, December 17, 2009
Lautenberg withdraws amendment to make EOBRs mandatory in trucks
The Trucker News Services
12/17/2009
WASHINGTON — Sen. Frank Lautenberg this morning withdrew a proposed amendment to the Motorcoach Enhancement Safety Act (SB554) that would have required EOBRs on all commercial vehicles, including trucks. But he promised he would soon write and introduce legislation to make EOBRs mandatory in trucks.
12/17/2009
WASHINGTON — Sen. Frank Lautenberg this morning withdrew a proposed amendment to the Motorcoach Enhancement Safety Act (SB554) that would have required EOBRs on all commercial vehicles, including trucks. But he promised he would soon write and introduce legislation to make EOBRs mandatory in trucks.
Senate Committee Approves Bus Safety Bill
The Motorcoach Enhanced Safety Act of 2009 (S. 554) would require:
* Safety belts to ensure occupants are not ejected in a crash;
* Electronic stability control technology;
* Improved crush-resistant roofs that can withstand rollovers;
* Anti-ejection glazing on windows to prevent passengers from being easily ejected from the motorcoach;
* A comprehensive evaluation of improved protection against fires by reducing flammability of the motorcoach interior, better training for operators in the case of fire, and review of fire safety technologies by NHTSA, followed by new performance standards based on the results of NHTSA’s evaluation;
* All new motorcoach operators to undergo on-site pre-authorization safety audit before they could begin operations, and would be subject to safety audit within 9 months;
* Improved commercial driver training;
* Electronic On-Board Recorders (EOBRs) on all motorcoaches for the purpose of complying with federal hours of service regulations;
* An assessment of whether all states should have a motorcoach inspection program;
* Federal Motor Carrier Safety Administration to issue a rule prohibiting the use of distracting devices (cell phones, text messaging devices); and
* All individuals seeking to register commercial motorcoaches to disclose all previous material relationships to other motorcoach companies for the past three years (stopping reincarnated motorcoaches).
* Safety belts to ensure occupants are not ejected in a crash;
* Electronic stability control technology;
* Improved crush-resistant roofs that can withstand rollovers;
* Anti-ejection glazing on windows to prevent passengers from being easily ejected from the motorcoach;
* A comprehensive evaluation of improved protection against fires by reducing flammability of the motorcoach interior, better training for operators in the case of fire, and review of fire safety technologies by NHTSA, followed by new performance standards based on the results of NHTSA’s evaluation;
* All new motorcoach operators to undergo on-site pre-authorization safety audit before they could begin operations, and would be subject to safety audit within 9 months;
* Improved commercial driver training;
* Electronic On-Board Recorders (EOBRs) on all motorcoaches for the purpose of complying with federal hours of service regulations;
* An assessment of whether all states should have a motorcoach inspection program;
* Federal Motor Carrier Safety Administration to issue a rule prohibiting the use of distracting devices (cell phones, text messaging devices); and
* All individuals seeking to register commercial motorcoaches to disclose all previous material relationships to other motorcoach companies for the past three years (stopping reincarnated motorcoaches).
Wednesday, December 16, 2009
Senator calls for EOBRs on all trucks
From OOIDA -
U.S. Sen. Frank Lautenberg, D-NJ, wants to mandate the use of electronic on-board recorders, or EOBRs, on all commercial vehicles and not on just the bad actors.
Land Line has learned that Lautenberg is expected to unveil his proposal on Thursday, Dec. 17, during a Senate Commerce, Science and Transportation Committee markup of the Motor Coach Enhanced Safety Act, S554.
U.S. Sen. Frank Lautenberg, D-NJ, wants to mandate the use of electronic on-board recorders, or EOBRs, on all commercial vehicles and not on just the bad actors.
Land Line has learned that Lautenberg is expected to unveil his proposal on Thursday, Dec. 17, during a Senate Commerce, Science and Transportation Committee markup of the Motor Coach Enhanced Safety Act, S554.
Monday, December 14, 2009
FMCSA to Propose Broader Use of EOBRs to Monitor Drivers
Transport Topics; This story appears in the Monday, December 14, 2009 print edition.
HEADLINE: FMCSA to Propose Broader Use of EOBRs to Monitor Drivers
By Sean McNally, Senior Reporter
WASHINGTON — The Federal Motor Carrier Safety Administration is preparing to propose requiring “a much larger population of carriers” to use electronic onboard recorders to monitor driver hours-of-service than it earlier envisioned, an agency official said.
The safety agency is readying its new proposal before finalizing a Bush administration rule that would have required only a few carriers to use the technology.
Larry Minor, FMCSA associate administrator of policy and program development, told Transport Topics Dec. 8 the new proposal “would require EOBRs for a larger population of carriers.”
Under the Bush administration’s EOBR proposal — which is on course to become a final rule — only carriers that failed multiple compliance reviews would have had to use the technology. However, former FMCSA Administrator John Hill said before leaving office that the final rule would expand the number of fleets required to use the technology beyond what had initially been proposed.
FMCSA’s new proposal appeared for the first time in the agency’s monthly report this month on significant rulemakings, with a projected publishing date of December 2010.
As part of the “the new EOBR initiative, FMCSA also would consider addressing the hours-of-service supporting documents requirements” that spell out what evidence carriers need to retain to verify their logbook entries, the report said.
In October, American Trucking Associations said it was exploring options to get the agency to move forward on the oft-delayed supporting documents rule.
Dave Osiecki, ATA’s vice president of safety, security and operations, said it was “hard to understand” why FMCSA would attach the documents rule to a new EOBR regulation.
Osiecki questioned why the agency didn’t fold the supporting documents rule into its expedited review of the hours-of-service rule.
“It just seems like a natural fit,” he said, rather than attaching it to the new EOBR proposal “whose timeline is really further out.”
The FMCSA monthly report also listed the final EOBR rule, begun during the Bush administration, as still under departmental review; it was expected to be transmitted to the White House Office of Management and Budget for a final review by Dec. 7.
As of press time the OMB’s list of regulations under review did not include the EOBR rule.
Minor told TT that to further expand the population of carriers, the agency must move forward with a new notice of proposed rulemaking.
He said that in the final rule, FMCSA was “trying to go as far as we can” within the scope of the original notice of proposed rule-making. Because that formal document “didn’t propose a universal mandate or a larger population of carriers,” Minor said, “we couldn’t address that issue in the final rule.”
After taking office, the Obama administration withdrew the rule from the OMB, but DOT had yet to send it back.
Lena Pons, a policy analyst with Public Citizen, told TT that it was “certainly well within the agency’s discretion to revise the rule.”
Osiecki said it was “intriguing” that FMCSA has “a rule that will go so far, and they are already working on another rule that will go farther.”
“There’s an interest in Congress to go to a mandate,” he said. “So it’s hard for me to understand why they are taking the interim step.”
“It’s interesting that they are taking that approach,” said Steve Keppler, interim executive director of the Commercial Vehicle Safety Alliance, though he cautioned that “it might make sense to step back a bit and maybe do one rulemaking, rather than two separate ones.”
Keppler said the law enforcement group believes that “there needs to be pursuit of a larger mandate on EOBRs,” but that as the agency requires more trucks to use the technology, there are “significant” issues related to training and capital investment for both the industry and enforcement.
“Hopefully, they would consider those implementation issues before they take the approach with two separate rulemakings,” he said.
Judith Stone, president of Advocates for Highway and Auto Safety, told TT that she was “delighted to see that’s in the works, but the devil’s in the details.”
Stone spoke to TT during a meeting of an FMCSA advisory panel discussing hours-of-service (see story, same page).
During the advisory meeting, Bob Pentracosta, vice president of safety for Con-way Freight, said that “maybe it is time that EOBRs be considered.”
“EOBRs are a must,” said Jennifer Tierney, a member of the Truck Safety Coalition and Citizens for Reliable and Safe Highways.
Tierney also criticized the Bush-era proposal to require EOBRs only after a carrier is cited during a compliance review as “being reactive, not proactive.”
HEADLINE: FMCSA to Propose Broader Use of EOBRs to Monitor Drivers
By Sean McNally, Senior Reporter
WASHINGTON — The Federal Motor Carrier Safety Administration is preparing to propose requiring “a much larger population of carriers” to use electronic onboard recorders to monitor driver hours-of-service than it earlier envisioned, an agency official said.
The safety agency is readying its new proposal before finalizing a Bush administration rule that would have required only a few carriers to use the technology.
Larry Minor, FMCSA associate administrator of policy and program development, told Transport Topics Dec. 8 the new proposal “would require EOBRs for a larger population of carriers.”
Under the Bush administration’s EOBR proposal — which is on course to become a final rule — only carriers that failed multiple compliance reviews would have had to use the technology. However, former FMCSA Administrator John Hill said before leaving office that the final rule would expand the number of fleets required to use the technology beyond what had initially been proposed.
FMCSA’s new proposal appeared for the first time in the agency’s monthly report this month on significant rulemakings, with a projected publishing date of December 2010.
As part of the “the new EOBR initiative, FMCSA also would consider addressing the hours-of-service supporting documents requirements” that spell out what evidence carriers need to retain to verify their logbook entries, the report said.
In October, American Trucking Associations said it was exploring options to get the agency to move forward on the oft-delayed supporting documents rule.
Dave Osiecki, ATA’s vice president of safety, security and operations, said it was “hard to understand” why FMCSA would attach the documents rule to a new EOBR regulation.
Osiecki questioned why the agency didn’t fold the supporting documents rule into its expedited review of the hours-of-service rule.
“It just seems like a natural fit,” he said, rather than attaching it to the new EOBR proposal “whose timeline is really further out.”
The FMCSA monthly report also listed the final EOBR rule, begun during the Bush administration, as still under departmental review; it was expected to be transmitted to the White House Office of Management and Budget for a final review by Dec. 7.
As of press time the OMB’s list of regulations under review did not include the EOBR rule.
Minor told TT that to further expand the population of carriers, the agency must move forward with a new notice of proposed rulemaking.
He said that in the final rule, FMCSA was “trying to go as far as we can” within the scope of the original notice of proposed rule-making. Because that formal document “didn’t propose a universal mandate or a larger population of carriers,” Minor said, “we couldn’t address that issue in the final rule.”
After taking office, the Obama administration withdrew the rule from the OMB, but DOT had yet to send it back.
Lena Pons, a policy analyst with Public Citizen, told TT that it was “certainly well within the agency’s discretion to revise the rule.”
Osiecki said it was “intriguing” that FMCSA has “a rule that will go so far, and they are already working on another rule that will go farther.”
“There’s an interest in Congress to go to a mandate,” he said. “So it’s hard for me to understand why they are taking the interim step.”
“It’s interesting that they are taking that approach,” said Steve Keppler, interim executive director of the Commercial Vehicle Safety Alliance, though he cautioned that “it might make sense to step back a bit and maybe do one rulemaking, rather than two separate ones.”
Keppler said the law enforcement group believes that “there needs to be pursuit of a larger mandate on EOBRs,” but that as the agency requires more trucks to use the technology, there are “significant” issues related to training and capital investment for both the industry and enforcement.
“Hopefully, they would consider those implementation issues before they take the approach with two separate rulemakings,” he said.
Judith Stone, president of Advocates for Highway and Auto Safety, told TT that she was “delighted to see that’s in the works, but the devil’s in the details.”
Stone spoke to TT during a meeting of an FMCSA advisory panel discussing hours-of-service (see story, same page).
During the advisory meeting, Bob Pentracosta, vice president of safety for Con-way Freight, said that “maybe it is time that EOBRs be considered.”
“EOBRs are a must,” said Jennifer Tierney, a member of the Truck Safety Coalition and Citizens for Reliable and Safe Highways.
Tierney also criticized the Bush-era proposal to require EOBRs only after a carrier is cited during a compliance review as “being reactive, not proactive.”
Thursday, December 10, 2009
CSA 2010 101
CSA 2010 will change the way companies operate in compliance with federal regulations. Don't wait until 2010 to figure it all out.
FMCSA will calculate the safety performance of motor carriers and owner-operators running on seven Behavioral Analysis and Safety Improvement Categories (called BASICs). Those seven categories are:
•Unsafe driving (Parts 392 and 397);
•Fatigued driving (Parts 392 and 395);
•Driver fitness (Parts 383 and 391);
•Controlled substances/alcohol (Parts 382 and 392);
•Vehicle Maintenance (Parts 393 and 396);
•Cargo related (Parts 392, 393, 397 and hazmat); and
•Crash indicator.
FMCSA will calculate the safety performance of motor carriers and owner-operators running on seven Behavioral Analysis and Safety Improvement Categories (called BASICs). Those seven categories are:
•Unsafe driving (Parts 392 and 397);
•Fatigued driving (Parts 392 and 395);
•Driver fitness (Parts 383 and 391);
•Controlled substances/alcohol (Parts 382 and 392);
•Vehicle Maintenance (Parts 393 and 396);
•Cargo related (Parts 392, 393, 397 and hazmat); and
•Crash indicator.
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