No Need to ‘Hoard’ Groceries Amid COVID-19 Concerns Say Experts – Supply Chain Intact

March 31, 2020 by Levinson and Stefani Leave a Comment

Efforts to stop the spread of COVID-19 have put a strain on the transpiration industry charged with getting food and supplies from point A to point B. Many stores quickly ran out of toilet paper when news of confirmed infections began breaking in the United States.

Seeing empty store shelves in a country where we often encounter abundance can seem ominous. People are facing a lot of uncertainty surrounding this pandemic. Many people are out of work and have had to apply for unemployment. Businesses are shut down and there are certainly some that may not recover. This whole situation has the potential of changing our realities, possibly even permanently.

Fear of the unknown is likely what sent people rushing to their local convenience and grocery stores to buy more toilet paper and paper towels than they will likely use in a year. There was a run on food as well. Grocery aisles emptied out quickly even before the Governor here in Illinois told everyone to stay home. Items with a long shelf life, like rice and pasta went first, along with the inventory of most of your local meat departments. However, it wasn’t long after that stock started to replenish at most stores. The main reason for this is the hard work of our nations professional truck drivers. Thankfully, food production hasn’t stopped, and stores are continuing to receive their shipments of supplies.

After the Governor of Illinois announced the shelter-in-place order, he deemed certain facilities and the people employed by them as “essential,” stating that such would remain open and continue to work. Not only did this category include hospitals and pharmacies, but also restaurants and grocery stores. As a result, professional truck drivers continue to work to deliver supplies to grocery stores and restaurants so that people can get what they need. Additionally, in order to stop others from “hoarding” specific items such as hand sanitizer, soap, toilet paper, paper towels and the like, grocery stores have implemented policies which limit the amount customers may purchase.

Although there are less vehicles on the road due to the “stay-home” orders local governments have been issuing throughout the country during this pandemic, it is still important for truck drivers to be able to practice safe and careful driving when transporting essential goods. If anything, there are a much higher percentage of semi-trucks driving around trying to get supplies delivered to stores than ever before and the last thing that anyone would want to happen is for these trucks and the drivers to get into a crash and possibly be injured. We need truck drivers to be able to do their jobs. However, they need to be able to do so while still following safety rules, including limits on the hours they remain on duty and still meet the needs and demands of each community. Accordingly, government, as well as private trucking companies, must provide truck drivers the ability to get enough rest and not be overworked in order to avoid driving while fatigued. This would ensure the safety of drivers, both truck drivers and other drivers on the road, as well as the arrival of the cargo professional truck drivers are carrying.

In uncertain times like these when some things may be out of our control, we still need to take all the measures we can to prevent crashes and injuries, not only to protect the supply chains that keep us fed, but to allow our hospitals and medical professionals the ability to focus on treating people suffering from this terrible virus.

Truckers’ Efforts During COVID-19 Outbreak Receive Well-Deserved Praise

March 30, 2020 by Levinson and Stefani Leave a Comment

While the country handles the vast challenges and changes that have been brought by COVID-19, we rely heavily on America’s truck drivers to keep necessities shipping to stores and hospitals, as well as to our front doors. These drivers are not only working harder than usual, but are risking their own health to do so. Their efforts are not taken for granted.

“The Department extends its sincere appreciation to truck drivers all across our nation,” said the U.S. Department of Transportation on its Twitter account. “Your dedication keeps our country moving and allows Americans to continue to receive food and necessary supplies during this challenging time.”

Elsewhere on Twitter, the hashtag #ThankATrucker has been used by many to relay their gratitude to these workers.

“Our grocery stores continue to have food and products families need,” Tweeted Senator Deb Fischer. “This is a result of all our truckers who are protecting our supply chain. Thank you for your dedication to keeping Americans safe and fed during this crisis.”

Glenn Beck also chimed in. “While much of America is in self-quarantine, millions of truckers are working overtime to keep us fed! These are the real HEROES right now.”

Some are going beyond thankful Tweets to express their appreciation. In Oklahoma City, TBS Factoring Service offered sack lunches to truckers, while company executives held up signs near Interstate 35 to encourage truck drivers to stop by and pick up their complimentary meals.

Ottsen Oil Company made an effort to thank truckers by providing downloadable photos for children to color and send to truck drivers in support. Iowa’s Department of Transportation handed out complimentary lunches for truckers at the Jasper County and Dallas County Scales. Aurora Parts & Accessories provided care packages to outbound truckers complete with snacks, treats, water, and thank-you cards. Tail Gators is offering 50% a full meal for truckers–and will even bring it out to the driver themselves.

Woodland Public Schools in Washington State even opened up Woodland High School as a rest area for truckers along Interstate 5.

“During this increasingly stressful time, it is important to remember who is there to bring you what you need: Truckers!” said Aurora Parts.

Currently, the heavy purchases of food, medicine, and household goods like toilet paper and bottled water have yet to die down, but are expected to by April or May. Trucking rates for dry goods in particular increased by about 16% in mid-March in comparison to the same period in 2019.

Additionally, refrigerated truck freight rose by about 15%, which is a welcomed improvement after a yearlong slump in the industry. As of now, there is “zero indication” of supply chain problems, and truck stops and rest areas continue to stay open for service. American Trucking Associations‘ Chief Economist Bob Costello said drivers have stepped up to the call while trucking importance is more evident than ever.

“They’re feeling very patriotic,” said Costello. “They’re all out there doing this work that we need them to do, and they’re doing it well.”

In the midst of the CoronaVirus outbreak, the Chris Krebs, the director of the Cybersecurity and Infrastructure Security Agency, identified truck drivers in a new guidance memo as “essential employees” as they help navigate the effects of the virus and help the country work on slowing its spread.

“If you work in a critical infrastructure industry, as defined by the Department of Homeland Security, such as health care services and pharmaceutical and food supply, you have a special responsibility to maintain your normal work schedule,” said Krebs in the memo.

The “essential critical infrastructure workers” listed include truck drivers hauling hazardous materials, employees enabling transportation functions, and all workers maintaining infrastructure, such as truck stop and rest area workers, maintenance and repair technicians, and dispatchers.

“This is pretty much a national security issue stating that stakeholders in the transportation industry and other essential personnel should keep working, that there are no requirements for them to keep working at home,” said the director of technology and engineering policy for ATA, Ross Froat. “We need them working.”

The perseverance of these particular industry workers will continue to be appreciated by the nation.

“Without our trucks, America will stop,” said NBC’s Sam Brock. The Today Show elaborated: “Some of the unsung heroes of the CoronaVirus response are the nation’s 3 million + truck drivers who are working overtime to keep our critical supply chain moving.”

Chicago Traffic Safety: New Attempts to Change Bus and Bike Lane Violations

March 30, 2020 by Levinson and Stefani Leave a Comment

In the early months of 2020, Mayor Lori Lightfoot took another step in her administration’s attempt to curb what many Chicagoan’s have come to expect when entering downtown; traffic congestion. Just like any other densely populated city in the world, Chicago has long dealt with the ramifications of traffic congestion. Recently, we discussed the public outcry arising from what is known as “Blocking the Box” in high traffic areas throughout the city; blocking intersections in attempts to turn left on yellow and red traffic lights. While that global issue is certainly in need of a comprehensive approach that looks to a multitude of factors, the reality is that Chicago has a variety of other pressing issues that continue to plague downtown traffic.

In light of these concerns being in the press recently, many expected for an announcement to soon come on how the City would handle such issues. With the news of Lightfoot’s announcement, many should be looking forward to what appears to be a strong plan to curb another critical area that Chicago has been dealing with; bike and bus lane violations. As part of the announcement, Lightfoot proposed a new city ordinance that allows for ticketing agents of the city to take photos of cars or other vehicles that are illegally parked in bike and bus lanes. This approach is in response to what has long been a loophole for violators who simply drive off before ever receiving an actual ticket. At the City Council news conference, Lightfoot stated “there have been instances where people are about to get a ticket and they drive off, so all this does is essentially allow the ticket the ability to take a photograph and use that as evidence is support of a ticket.”

The logistics of the new ordinance are simple. Ticketing agents for the city would be allowed to take pictures of vehicles that are in violation by being parked in bike and bus lanes. The agent would then mail the violation and the photograph of the vehicle to the license holder of the vehicle within 30 days and no longer than 90 days after the Secretary of State’s office establishes who the owner of the vehicle is. If the vehicle happens to be leased, then this deadline would increase to 210 days. As for the cost of violating the ordinance, violators can expect a fine of $60-$150, which is the same amount as the previous law; however, the sole goal with this new ordinance is to ensure that drivers cannot get away with the violation by driving away prior to receiving the ticket.

Chicago’s Recent Uptick in Traffic Congestion Crackdown

For our team, this city ordinance appears to be a long time coming; however, the reality is that while Chicago’s traffic congestion struggles are bad, many individuals are likely going to be wondering just how far the city will go to attempt to resolve issues such as bus and bike lane violations. Lightfoot’s announcement comes on the heels of her administration’s implementation of the Ride-Share Tax that went into effect in the beginning of January. We have written countless times on the reasoning behind such laws and once again we remain optimistic, that these approaches by the City are calculated decisions to benefit the safety of its residents. Based on Chicago Comptroller, Reshma Soni’s interview with The Chicago Sun Times, this once again appears to be the administration’s motivation, and for good reason. “There’s so much of this in the central business district area. We’re trying to do whatever we can to curb congestion. And it’s a safety issue as well. People are opening doors in bike lanes. Also, in bus lanes. Accidents are happening. We’re trying to rectify that,” stated Soni. However, Soni’s statements will likely be met with some criticism as the administration has also had a track record of minimizing fines and violations for non-moving vehicles in an attempt to “create a level playing field, so people in heavy debt can have a clean slate and hopefully stay in compliance.” This understanding and philosophy is in response to the administration’s hardline stance on minimizing scofflaws by what the Chicago Sun Times stated was “expanding payment plans and stopping drivers’ license suspensions for non-moving violations.” So, the question then must be asked, if Lightfoot’s administration is determined to stand for alleviating the burden that non-moving traffic violations have on those in debt, is the new city ordinance the exception or the rule?

In light of the new policies the City is establishing, the clear hope is that resident safety will be put in a far better situation. It cannot go unsaid that having vehicles in bus and bike lanes is a serious issue with serious consequences. Although Lightfoot and her administration have made it well known that they are looking to lessen the burden that such scofflaws have on residents, we should be clear in stating that when it comes to the road, your safety is what is most important. Let’s hope the City maintains that reasoning for good and continues to work to make the streets safer and less congested.

E-Scooters Returning to Chicago

March 29, 2020 by Levinson and Stefani Leave a Comment

After a widely covered 4-month test run of Chicago’s pilot scooter program, the city has officially announced that the controversial and efficient scooters will be returning at some point in 2020. The second pilot, which has yet to be given a start date, will certainly bring about more polarizing opinions regarding whether this new transit method should stay for good or officially be banned by the city. As we have written in the past, the lack of regulations for these scooters render those who use them incredibly vulnerable. Coupled with the fact that most often these scooters are being used in bicycle lanes, this not only places the riders at risk, but it places bicyclists in harm’s way as these scooters can ride up to 15mph in the city.

After the initial 2019 pilot program ended in October of 2019, the Transportation and Business Affairs and Consumer Protection departments of the City released a report establishing that during the length of the pilot program there were 821,615 trips logged on the scooters. Of that large number of rides, 192 injuries requiring trips to the hospital were reported. After seeing this disparity, you may believe that the numbers are far too low for people to be skeptical of adopting scooters in the city. Afterall, over 821,000 rides is significant for a 4-month pilot program. However, those numbers must not deceive us. By the city adopting another method of transportation and allowing for it to take place without any strict rules or regulations, it places Chicago residents at a severe disadvantage and adds another dimension to what is already a fragile infrastructure that is growing denser. Included in the report released by the City was a survey that found that the most significant negative feedback centered around both safety and parking, and for good reason. True, these scooters offer an efficient and individual commuting experience that many who aren’t willing to ride a bike to work or school can easily get on board with. But at what cost? Why risk putting yourself in danger when the city has yet to establish any real safeguards?

This argument does not serve the function of holding that the scooters should be completely banned. Chicago faces a real issue when it comes to traffic congestion and as we all know, traffic congestion raises the cost of maintenance on vehicles, but also increases the likelihood for situations that have dangerous ramifications. With that being said, scooters have proven, through the 2019 pilot run, that they serve a purpose. There is no denying that over 800,000 rides were logged in a 4-month period. As impressive as that number is, it simply cannot take away from the fact that nearly 200 riders were injured in those 4 months. There’s a reason cities are beginning to heavily regulate scooter use and many have issued temporary bans. Why regulate all other forms of transportation in Chicago and fail to adequately establish appropriate standards of care for scooters? The fact that they are relatively new should not be an excuse.

Turning towards the future, Curbed Chicago was able to obtain a statement from Stefan Shaffer, City Strategist for the Natural Resources Defense Council (NRDC), in which he stated “as Chicago wrestles with its response to traffic congestion, air pollution and climate change, the e-scooter pilot gave people a popular and low-cost option to ditch their cars, which should continue.” Further, Mr. Shaffer also went into detail in an article published by the NRDC in which the e-scooter program was again touted for the safety precautions the city took. “Before the program began in June, the City met with various community leaders, disability rights advocates, transportation groups and other stakeholders to ensure the scooter pilot would enhance mobility for residents. The City’s extensive regulations and preparedness for issues with the scooters ultimately contributed to the low number of incident reports and injuries over the 800,000 rides taken during the pilot.” For what it’s worth, Mr. Shaffer is not wrong, in fact it has been good to see that the scooters were implemented into the city and so many rides were taken. However, one cannot help but argue that when it came to city regulations and enforcement, the pilot program had plenty of areas to be addressed. Before we go “all-in” and hold that scooters deserve the same amount of space in public transit as bicycles, properly enforcing the abundant number of scooters left in the middle of sidewalks, riders taking scooters outside the appropriate zones, and use of scooters in streets, should be an absolute priority.

As a City, we should want a diverse experience for all residents and that includes transportation options that are affordable and convenient. However, even in instances where the City is “testing” whether to adopt certain approaches to alleviate traffic congestion, rider and pedestrian safety should remain the first priority and not be sidestepped because a new form of transit proved to be efficient. In fact, one should truly begin to ask questions about what happens when these scooters are present throughout the long winter months. No matter what, safety should remain at the forefront of the discussion.

Omnitracs Conference Focuses on ELDs and HOS Changes

March 28, 2020 by Levinson and Stefani Leave a Comment

U.S. regulators are hyper-focused on hours-of-service adjustments and the trucking industry’s compliance with the electronic logging devices designed to monitor them–as is the industry itself.

At tech supplier Omnitracs’ Outlook 2020 conference on February 17th in Las Vegas, ELDs and HOS rules took center stage. Industry officials talked extensively about how regulators are finalizing the proposal of driver HOS flexibility, as federal electronic logging device enforcement also progresses.

For truck drivers, motor carriers, and shippers, these new regulations may be the most important federal trucking changes in 2020.

The Federal Motor Carrier Safety Administration released its intention to revise how much time drivers can spend on-duty hours (both driving and out-of-cab), as well as how they track their hours in their driver logs, in August 2018. The ELD mandate took full effect in December 2019–a regulation calling for truckers to record their HOS with ELDs instead of annual paper logbooks.

Joe DeLorenzo, acting associate administrator for enforcement at the FMCSA, said at the conference’s panel discussion that current ELD enforcement data shows law enforcement is learning to more regularly cooperate with the data transfer process of the new technology.

DeLorenzo said there has been an “interesting curve” in driver log violations, as well as in driver violations for exceeding HOS limits.

“We had a large dip in violations for falsification,” he explained. “But as officers got comfortable with it, that level of violations per inspection for false records is higher than it’s ever been before, which means now law enforcement has figured out what the tricks are, and how easy it is to find the falsifications.”

Back when the ELD mandate was first set in 2017, the FMCSA had “numerous requests from Congress and the public for [the] FMCSA to consider revising certain HOS provisions,” the federal truck safety agency said in its rulemaking notice.

The Owner-Operator Independent Driver Association in particular asked the agency to make significant changes to HOS rules in order to allow drivers to rest for up to three consecutive hours once per 14-hour shift. OOIDA also wanted the FMCSA to loosen the 30-minute rest break requirement after eight driving hours.

The FMCSA released its guidance in May of 2018 depicting how drivers should use the personal conveyance provision of the HOS rules, as well as how certain exemptions work in the era of the ELD mandate. Still, regulators thought they should address the ELD trucking aftershock further.

According to DeLorenzo, the overall learning curve is likely to continue throughout 2020.

“We need this next six or 12 months to really solidify that learning, get everybody used to it, and the more we can get data transfer done, that’s better for everybody,” he said.

Kerri Wirachowsky, Commercial Vehicle Safety Alliance roadside inspection program director, said to make ELD inspections work easily, driver knowledge is most important.

“Ensure your drivers are trained on how to use the device,” she asserted.

FMCSA is still reviewing public comments regarding its HOS regulation flexibility proposal. When the comment period on the rulemaking notice was extended, thousands of comments flooded the agency. The four HOS areas being considered for changes include:

-Expanding the current short-haul exemption from 12 to 14 hours-on duty

-Extending the 14-hour on-duty limitation by up to two hours when adverse driving conditions are present

-Revising the mandatory 30-minute break for drivers after eight hours of driving

-Reinstating the option to split 10-hour off-duty breaks for drivers operating trucks with sleeper-berths

DeLorenzo said as HOS changes are complex, it will continue to take time. The changes also continue to receive strong backlash from those arguing that relaxing break times will bring more fatigued drivers, and thus, more accidents.

For FMCSA, the main concern seems to be changing trucking environments with higher–and faster–demands.

“An awful lot has changed in the industry since 2003,” DeLorenzo said. “Just-in-time delivery wasn’t a thing. Amazon wasn’t a thing. Traffic certainly was not what it is now. Infrastructure was not what it is now.”

NAD Petition to Relax Deaf Truck Driver Requirements Reviewed by FMCSA

March 27, 2020 by Levinson and Stefani Leave a Comment

The Federal Motor Carrier Safety Administration is currently reviewing a petition from the National Association of the Deaf to relax certain requirements for deaf truck drivers.

NAD is arguing that the present requirements stating deaf truckers must pass a medical exam proving their ability to hear and prohibiting them from using interpreters during tests were implemented during a “time of misguided stereotypes about the abilities and inabilities of deaf and hard-of-hearing individuals.”

NAD has been pushing for updates to these requirements since 2017.

“NAD also contends that both the hearing requirement for physical qualification to operate a commercial vehicle and the speaking requirement are violations of the Rehabilitation Act of 1973,” said FMCSA’s announcement inviting public comment on the petition. This comment period ended on February 14th.

As of now, drivers have to “perceive a forced whispered voice in the better ear at no less than 5 feet, with or without the use of a hearing aid,” to pass hearing exams.

Additionally, to pass an audiometric device test, a driver must not have an average loss of hearing in his or her better ear, with or without a hearing aid, of any greater than 40 decibels at 500 Hertz, 1,000 Hertz, and 2,000 Hertz.

Any deaf drivers who cannot successfully pass these hearing tests are currently able to seek an exemption from the FMCSA, and at least 450 deaf drivers who have good driving records have been given 5-year exemptions.

Regardless, many prominent groups in the trucking industry have filed comments opposing any relaxation of present regulations. These groups include: American Trucking Associations, the Owner-Operator Independent Drivers Association, Commercial Vehicle Training Association, American Bus Association, and American Association of Motor Vehicle Administrators.

“While ATA believes the National Association of Deaf petition has merit, there are several concerns that FMCSA must address before any consideration to eliminate the hearing requirement for commercial motor vehicle operators,” ATA said in its comments. “These concerns involve a commercial driver license training, regulatory compliance, workplace safety, advisory board opposition, the lack of data currently available to assess crash risk, and employers’ ability to make an individual assessment of driver applicants.”

ATA also explained that proof of safety improvements in this circumstance is most important. “Before FMCSA revises any safety standard, both the petitioner and FMCA must provide the public with data-driven evidence that reflects real-world situations and adequately ensures safe CMV operations on our nation’s roadways.”

According to the FMCSA Federal Register Post, the proposal must undergo an environmental analysis in accordance with the FAA Order titled: “Environmental Impacts: Policies and Procedures” before any final regulatory changes.

OOIDA did note that FMCSA’s 2017 analysis of 218 CDL holders who had hearing exemptions showed that those drivers did in fact have a lower crash rate than the national average, as well as fewer out-of-service violations. Still, OOIDA remains in opposition to any regulation updates for deaf truck drivers.

“Driving a commercial [motor vehicle] requires constant attention,” said Education for Apex CDL Institute owner, Jeffrey Steinberg. “It requires the ability to always perceive changing circumstances around you. It requires the ability to not only see what is going on, but to also hear what is going on. Screeching tires, horns and train bells, emergency vehicle sirens.”

He also explained that hearing ability can be imperative in the case of mechanical issues on trucks. “Drivers need to be able to detect mechanical problems to be able to act before a serious problem occurs. Blown and failed tires, air leaks, wheel bearing failures, screeching brakes, engine knocks, and pre-ignition, just to name a few.”

Many deaf truck drivers don’t see these safety concerns as valid, though.

“I’m a deaf trucker of 29 years with no accident of any sort of record,” said driver David Helgerson. “Technology today has vastly improved [from where] it was years and years ago. This barrier needs to be removed.”

CTVA stands firm. “The government’s extensive 1997 study found a ‘consensus’ among subject matter experts ‘that there are many tasks for which truck drivers are required to use their hearing.’ CVTA strongly opposes NAD’s request to remove the hearing and speech requirements for the operation of commercial motor vehicles.”

Whether or not FMCSA will consider the technology improvements that have simplified so many manual trucking tasks since then in regards to how truck drivers perform their duties has yet to be determined.