public safety

Most Electric Vehicles Are Not as Reliable as Expected, New Report Shows

December 9, 2021 by Levinson and Stefani Leave a Comment

In a recent study by Consumer Reports, reliability around new electric vehicles isn’t as high as most people may think.

In fact, Tesla Inc.’s battery-powered electric vehicles ranked nearly last for the second year in a row in terms of consumer reliability, with Ford Motor Co.’s Lincoln division ranking even worse. Clearly, the most innovative technology doesn’t mean it’s the best–or safest–right away.

“A lot of EVs are at the high end of the market and have a lot of new tech, like new ways to open the doors,” said Consumer Reports’ senior director of auto testing, Jake Fisher. “It’s causing problems.”

Apparently, the low reliability in these kinds of vehicles doesn’t necessarily pertain to electric batteries, but rather to the technological updates manufacturers like Tesla bring into the cab to help these cars feel luxurious and innovative–such as switching typically mechanical controls for digital ones.

For instance, many electric cars have large touch screens and even informational and entertainment systems implemented in their cabs, with software updates available via download from the cloud. With all of these modern changes, many manufacturers have yet to get everything working smoothly and efficiently, according to Consumer Reports. Tesla’s Model X SUV, Model Y SUV, and Model S sedan are all below-average in their current reliability tanking.

Additionally, Volkswagen’s ID.4 EV and Audi’s E-Tron rank below average in reliability, Fisher noted. Only Ford’s Mustang Mach-E and Tesla’s Model 3 have decent rankings. Following behind are GM’s Chevrolet in 14th place, Ford in 18th, and Stellantis NV’s Jeep brand in 26th.

Still, some brands did rank particularly well, with Japanese manufacturers making up the majority of high-ranking reliable electric vehicles. In first place was Lexus, with Mazda, Toyota, Infiniti, and Buick close behind. Behind those were Honda, Subaru, Acura, Nissan, and Mini, with the only non-Japanese manufacturers in the top 10 being Buick by GM and Mini by BMW. The success of Japanese makers, Fisher said, is that they tend to implement new tech gradually with fewer major engineering changes, keeping digital difficulties to a minimum.

Of course, many of these automakers also manufacture commercial trucks, which are, of course, leaning toward electric vehicle technology lately, as well. Because of this, these reliability reports are important to keep in mind for trucking companies looking to bring new electric CMVs into their fleets.

Companies may also be jumping the gun in regards to getting their truckers into electrically-powered big rigs, noted Levinson and Stefani’s Ken Levinson. Levinson said that he supports technological innovations, especially in the transportation industry–but keeping drivers well-informed and behaving safety should always be top priority.

“It comes down to training,” he said. “There’s always going to be technological changes with trucks, but safety companies need to make sure their drivers are trained to operate these vehicles in the best and safest manner so people aren’t injured or killed. “

Although younger drivers entering the industry may feel much more comfortable and natural working with all of these tech updates within the cabs of their trucks, older truck drivers are likely to have a harder time getting used to these changes and being able to work with them easily while also operating their vehicles. This has the potential to cause a plethora of safety issues if drivers aren’t trained and ready to spend their work days in these tech-heavy cabs.

“One of the biggest issues with this new tech is that there will be distractions within the dash and console area, and many drivers need to be re-trained to make sure they aren’t distracted or confused by the technology,” Levinson continued. “They can’t be taking their eyes off of the road and harming someone.”

Sharing the road with truckers learning to operate these new kinds of trucks adds to the alertness passenger drivers need to practice while driving near them, and makes defensive driving even more imperative. Distracted and fatigued driving is already a major issue in the trucking industry; focusing on in-cab tech may exacerbate that potential truck driver distraction.

“Hiring safe drivers that are experienced, and making sure that when they are hired, they’re well-versed in safety protocols and practices, is key,” said Levinson. But passenger drivers should be extra careful around these truckers, regardless of how well-trained they may be.

Truck Drivers Gear Up for Winter Weather, Industry Experts Offer Safety Tips

November 28, 2021 by Levinson and Stefani Leave a Comment

“As soon as you stop using the air conditioning, that is the time to start winterizing the vehicle. That will change year to year,” said the safety supervisor at Prime Inc., Dennis Davis. Typically, trucking fleets will begin the winterization process in early September.

These precautions come due to weather unpredictability with the fluctuating low temperatures and seasonal changes between September and March. Many truckers work along routes that are susceptible to blizzards, and early preparedness and winterization is the best method of making it through elemental obstacles in order to keep both truck and trucker as safe and operational as possible.

Driver safety training is typically offered by fleets year-round, but is doubly important at the start of the winter season. Still, this winterization process should keep truckers mindful throughout the entirety of winter and early spring.

“It’s probably not a surprise that many of our trucking cases involve crashes on snowy, slippery roads,” explained Levinson and Stefani’s Jay Stefani. “While truckers can’t control the weather, the rules say they must drive with ‘extreme caution’ during hazardous conditions. And, if the weather is really bad, they are required to pull off the road.”

Because of this, Stefani urges passenger drivers to leave plenty of space for heavy-duty trucks in any kind of inclement weather.

“It is a lot harder to maneuver or stop an 80,000-pound tractor trailer when the roads are covered in ice and snow,” he said. “So, when you are driving on the roads and highways this winter, be sure to give those trucks plenty of room–don’t slide into the lane in front of them thinking they can just slow down.”

Truck driver education is vital to a fleet’s overall safety, and drivers should continue working on their own training continuously, especially when it comes to working a block heater or implementing fuel additives to prevent gelling, explained senior vice president of equipment and properties at J.B. Hunt, Nathan Smith.

“Every week, we send messages out to drivers to tell them little tips, “ he said. “We have a maintenance tip every week–we start reminding them that winter is coming and to make sure they have the proper gear in their trucks.”

Drivers should always have the necessary items on hand for any winter-related situations or emergencies, such as blankets, hats, gloves, scarves, water, food, and a fully-charged cell phone battery. A driver should also have fuel additives, jumper cables, working wiper blades, salt and ice melt, an ice scraper, and a lighted extension cord.

“We have a fleet support team of over 150 people who are just dealing with breakdown situations for a driver, 24/7, with the goal of responding to any driver in under a minute and 10 seconds,” Smith added. “We check back with drivers every 30 minutes to make sure they’re in good shape and let them know when help is on the way and give them updates. We don’t want anyone left out in a winter situation without a lifeline.”

Drivers should always have a spare pair of wiper blades, in addition to newly-installed blades, for the winter season, added Day & Ross’ senior director of maintenance, Matt Trites. Wiper blades are often neglected, but keeping these working properly in the wintertime is of the utmost importance.

“If there is the slightest bit of cracking or wear, it is a good idea to change the blades,” he said. “You will need those in the wintertime to remove snow and ice from the windshield. If you can’t see clearly out your windshield, that puts you in a very, very hazardous place.”

Truck batteries also need to be working perfectly and holding a charge in the winter, as batteries often freeze when not fully charged. Additionally, drivers may turn their ignitions multiple times in cold weather to start the engine, which drains the battery.

Tires should also always be in decent condition any time a driver is on icy or snowy roads.

“Tires have to be a good tread depth,” added Trites. “We recommend an aggressive tread with respect to traction–a good traction tire that has a good amount of tread still left on the tire is imperative for traveling in the winter on snowy roads.”

Finally, truckers should make sure their air tanks are drained to rid them of liquid condensation, so they can avoid the condensation turning to ice.

“Yes, it’s a chore, but it is much easier to crawl underneath and drain tanks as opposed to sitting on the side of the road because it froze up,” Trites noted.

NHTSA Says Roadway Deaths Rose 18.4% In First Half of 2021, Ken Levinson Discusses Need for Safe Driving

November 15, 2021 by Levinson and Stefani Leave a Comment

In the first half of 2021, the United States saw 20,160 deaths in vehicle crashes on its roadways. This number is an 18.4% increase from the same period in 2020 (which had 17,020 deaths) and is the highest number of roadway deaths in this timeframe since 2006.

This fatality number increase, released by the National Highway Traffic Safety Administration, is the largest six-month increase to be recorded within the history of the Fatality Analysis Reporting System–a system that has kept track of roadway death statistics since 1979.

“This is a crisis,” said Pete Buttigieg, Transportation Secretary, when NHTSA published its “early estimates” report. “More than 20,000 people died on U.S. roads in the first six months of 2021, leaving countless loved ones behind. We cannot and should not accept these fatalities as simply a part of everyday life in America.”

Overall vehicle miles traveled during the first half of this year rose by around 173 billion miles (13%), according to preliminary data from the Federal Highway Administration. Because of this, the death rate for that time period also increased by around 1.34 deaths per 100 million vehicle miles traveled.

“After the declaration of the public health emergency in March 2020, driving patterns and behaviors in the United States changed significantly,” said the NHTSA Office of Behavioral Safety Research. “Of the drivers who remained on the roads, some engaged in riskier behavior, including speeding, failure to wear seat belts, and driving under the influence of alcohol or other drugs.”

Speeding in general was a major factor in roadway deaths during that timeframe, and extreme speeding became much more common as well, especially as many people were returning to their commutes following the pandemic’s stay-at-home orders.

“Traffic data cited in those reports showed average speeds increased during the last three quarters of 2020, and extreme speeds, those 20 miles per hour or more higher than the posted speed limit, became more common,” said NHTSA.

These numbers show clearly that many people feel compelled to behave more recklessly behind the wheel than they did pre-pandemic.

“The report is sobering,” said Steven Cliff, Deputy Administrator for NHTSA. “It’s also a reminder of what hundreds of millions of people can do every day, right now, to combat this: slow down, wear seat belts, drive sober, and avoid distractions behind the wheel.”

Levinson and Stefani’s Ken Levinson echoed this plea, noting that although these numbers don’t yet show the statistics for traffic deaths involving commercial motor vehicles, trucking companies need to do their due diligence in combating this safety crisis.

“It seems like it’s much more dangerous on the roadways these days, and that’s due to a lot of pressure due to driver shortages, companies not hiring safe drivers, not screening them or training them properly, and a lack of enforcement over a lot of safety rules,” Levinson said. “So, it’s definitely become more dangerous on the roadways. We all have to be cognizant of that, and we encourage everyone in the trucking industry to be aware of it and act accordingly. Hire safer drivers, enforce safety rules, and be diligent.”

It’s also increasingly important that passenger vehicle drivers are as alert and cautious as possible when on the road around heavy trucks, in addition to potentially reckless passenger drivers.

“We have to be really careful around trucks,” Levinson continued. “They’re large, dangerous, and you never know if a truck driver that’s sharing the road with you has exceeded his hours of service, hasn’t been properly trained, might be tired, or might have a health issue–so be careful to drive defensively near trucks.”

When FARS annual report files for 2020 become available this year and its final file for 2020 and annual report file for 2021 become available next year, we’ll have a clearer idea of the actual death counts between 2020 and 2021 and the percentage increases across the two years.

“These estimates will be further refined when the projections for the first nine months of 2021 are released in late December,” said NHTSA.

Boosted Infrastructure Funding is Crucial for the Sake of Roadway Safety

November 12, 2021 by Levinson and Stefani Leave a Comment

It’s clear that much of America’s infrastructure needs a lot of work, and President Joe Biden recently visited New Jersey as part of his campaign to garner support for legislation undergoing debate by Democrats in regards to the investment of trillions of dollars into projects to boost social welfare, climate change, and road safety across the country.

Biden, along with New Jersey Governor Phil Murphy, discussed a state bridge that often cannot be closed without the use of sledgehammers. The two leaders cited this issue as evidence of major issues within infrastructure and the vast amount of reconstruction and repairs that are needed right now in many states.

The Portal Bridge is currently “a chokepoint, a bottleneck, an Achilles’ heel on the Northeast Corridor,” Biden said–a stark outlook for the most highly-used train bridge in the Western Hemisphere. The swing bridge owned by Amtrak Corp. and located over the Hackensack River is 110 years old, and “something goes wrong” about 15% of the time it’s opened, Biden said.

When the bridge needs to be closed, “literally, a sledgehammer [is needed to] knock it back into place–in the year 2021,” said Biden at the event for the bridge’s replacement groundbreaking. “Aging infrastructure like this is more than inconvenience or a nuisance–it’s an impediment.”

Biden has been working to collaborate with Senate moderates who have been concerned about social spending legislation costs, which were initially proposed to be $3.5 trillion for usage over ten years. In late October, Biden met with Senator Joe Manchin of West Virginia, along with Senate Majority Leader Chuck Schumer, to reach a potential agreement regarding a smaller spending budget.

“This initiative is about betting on America, about believing in America,” said Biden. “Let’s get this done–let’s move.”

The bridge replacement project is the first initiative of the overall Gateway project, which will serve as a bridge-and-tunnel renovation and expansion initiative to boost train capacity across the Hudson River. Previously, around 820,000 rail passengers commuted between New York City and another Northeast city each day; because of this, bridge replacement project sponsors have expressed concern that any potential track failures could significantly hinder the economy of this area–a region that is vital to one-fifth of the gross domestic product within the United States.

Still, boosting the accessibility and safety of infrastructure is imperative. The more updated our infrastructure is, the safer our roadways are, and the fewer accidents and deaths we’ll see as a result.

“We see a lot of crashes occurring on roadways in disrepair and in dangerous construction locations, so it’s important to keep roads safe,” said Levinson and Stefani’s Ken Levinson. “When there’s not enough room on the shoulder and you break down, or there’s not an easy path to exit the tollway, or there’s an emergency medical situation, or inclement weather, it creates a lot of danger.”

When there is an obstacle or disruption on any given roadway, many people aren’t sure how to handle it in the safest way–and the possibility of a traffic incident skyrockets, Levinson explained.

“We’ve seen many cases where, in these danger zones, major crashes occur,” he said. “We’ve had cases where–because of mechanical problems–a vehicle has to pull over, and shortly thereafter, there is a major crash. We’ve had professional truck drivers that we represent that while they’re in the process of putting out safety cones, there’s a collision. This is partly because there’s not enough room on the shoulder, and partly because of the inattention of another trucker who has not been properly trained, so that goes directly to having safe roadways.”

For Biden’s economic plans–although specific details still need more clarity–Manchin is confident that Democrats will be able to reach a deal sooner than later. Progressive Democrats in the House have said in the past that they do not plan to vote for an additional infrastructure bill of $1 trillion that was already passed in the Senate until a larger social spending measure plan can be agreed upon.

Yearly Rear Underride Guard Inspections Now Required After FMCSA Announces Final Rule

November 11, 2021 by Levinson and Stefani Leave a Comment

The list of annual inspections for motor carriers and roadside inspectors will now include rear underride impact guards, as added by the Federal Motor Carrier Safety Administration in a final rule to amend specific safety regulations.

This rule was scheduled to be posted this week in the Federal Register and serves as a method of addressing comments from Congress, Government Accountability Office recommendations, and Commercial Vehicle Safety Alliance rulemaking petitions. It also adds that RCC trailers do not need a rear impact guard, and specifies the definition of horizontal discharge trailers controlled by road construction.

“The impacts of this final rule are de minimis, and therefore, the final rule does not have a significant economic impact on a substantial number of small entities,” said FMCSA.

In fact, the final rule explains that it should not significantly impact a majority of motor carriers which have needed to have rear guards installed on their trucks since 1952; however, the mandate does follow up on December 2020’s proposed rule regarding the same issue.

“The best underride guard is the one that’s never put to the test,” said American Trucking Associations in a Tweet. “Education and safe, responsible driving are the best way to prevent crashes.”

According to FMCSA, passenger compartment intrusion occurrences during an incident involving a passenger vehicle colliding with the back of a commercial motor vehicle are highly reduced by rear-end protection and rear impact guards installed on heavy commercial trucks.

Still, trailers have often been in violation of such regulations for the past 23 years–specifically when their rear impact guards were either not sufficiently attached to the trailer or were missing completely. These violations could include guards that were missing fasteners, had cracked parent metal, or were otherwise damaged or broken in a way that prevented proper attachment.

Efforts to require side guards have been opposed by industry trade groups, although the new inspection requirement has been largely supported. However, CVSA lamented that most commercial motor vehicles are not inspected each year, even though rear-end/rear impact guard protection is indeed part of the North American Standard Inspection Program’s roadside inspection process.

“According to data available through FMCSA’s Analysis and Information Online webpage, in fiscal-year 2017, inspectors documented more than 2,300 violations related to rear impact guards and rear-end protection–more than half of which are for components that are missing, damaged, or improperly constructed,” said FMCSA.

This rule will bring necessary focus to this kind of truck safety, the agency added.

“Including rear impact guards and rear-end protection in the periodic inspection requirements will call additional attention to this critical safety component and help ensure that each vehicle is checked at least once a year, improving compliance and helping to prevent fatalities and injuries when rear-end collisions occur,” FMCSA continued.

The rule will also help continent-wide inspection efforts, as the United States, Mexico, and Canada will now all have the same rear-end protection requirements.

“Including rear impact guards and rear-end protection in the periodic annual inspection standards will harmonize U.S. regulations with those in Canada and Mexico, which include rear impact guards and rear-end protection as part of their annual inspection programs,” said the agency.

Congressional investigation office, GAO, has received requests from senators to further review truck underride crash data and information following GAO’s performance audit between January of 2018 and March 2019. This audit included stakeholder interviews and literature analysis regarding underride guards and crashes; these interviews included members of safety groups, state officials, and Department of Transportation members.

“Although reported underride crash fatalities represent a small percentage of total traffic fatalities, they present a greater risk of fatalities or serious injuries,” said GAO in its 2019 report.

When the rule proposal was first announced, Collin Mooney, Executive Director of CVSA, noted that rear underride guard checks would become part of the regular truck inspection process, as CVSA inspectors had not been citing truckers for violations when a loose or damaged rear guard was found.

Now, “we obviously will inspect [underride guards] as well,” Mooney said. “We’ll be taking a closer look at underride guards.”

Ken Levinson Weighs in on the Importance of Safety Culture as Truckers are Recognized for Safety Efforts

November 10, 2021 by Levinson and Stefani Leave a Comment

Many members of the trucking industry who have gone above and beyond in regards to safe driving, industry improvement efforts, and community aid were recognized by the American Trucking Associations at its recent Management Conference and Exhibition.

One important award was given to John Christner Trucking’s Larry Miles–the Driver of the Year Award. Miles, who has been working as a professional trucker for 57 years, has completed more than 7 million accident-free miles in his career since he began his work transporting telephone poles in 1961.

“Larry is more than deserving of this recognition,” said FedEx Freight driver, Dion Saiz, who presented Larry with his award. “He has dedicated his life to driving safely. He is a hardworking professional who is willing to share his experiences with his fellow drivers.”

J.B. Hunt also hosted an event recently to recognize 116 of its drivers for reaching the million-mile mark without having been involved in any preventable accidents.

“Our Million Mile drivers represent the epitome of who we want all our drivers to be,” said J.B. Hunt’s chief operating officer and president of contract services, Nick Hobbs. “It’s their unwavering commitment to be the very best at what they do that makes this accomplishment so special. We couldn’t do what we do without them.”

At the Million Mile Celebration, J.B. Hunt drivers who were celebrated had reached anywhere between 2- and 5-million miles driven without accidents.

It was also clear at this event that drivers were thrilled to be recognized for their safety efforts, as they got to walk in the company’s Million Mile Walk of Fame and have their names listed on J.B. Hunt’s Million Mile Wall–a wall filled with the names of nearly 4,000 truck drivers who have driven between 1 million and 5 million safe miles.

“We’ve been hosting this ceremony for 20 years, and I believe we’ll be doing it for 20 more,” said John Roberts, CEO of J.B. Hunt. “The atmosphere is electric. There’s so much excitement to celebrate our drivers and their achievements.”

It’s clear that companies like John Christner and J.B. Hunt have made a point to prioritize driver safety and do their part to keep our country’s roadways as safe as possible when their truckers are sharing the roads with us–something especially commendable when American roadways have seen the highest numbers of traffic deaths in 15 years.

“We applaud safe trucking companies and the members of the industry who look at safety culture as a priority,” said Levinson and Stefani’s Ken Levinson. “We’re all for safe drivers and for keeping everybody healthy, safe, and able to use our roadways without injury.”

Levinson noted that because his firm focuses on auto injury cases, folks may think he and his partners denounce all trucking companies, when the goal is just to hold these companies accountable for the role they play in traffic safety.

“We’re not looking to vilify every trucking company, because there are some good ones out there,” he said. “Our mission is to hold the unsafe companies accountable when they violate safety rules, and when those consequences create havoc for our clients. We’re not against truckers, in fact, we represent a lot of hardworking men and women who are commercial drivers, and we understand very well the pressures they’re under, how difficult of a job it is, and all the obstacles they have–and we tip our hats to drivers who are accident-free and look at safety as a high priority.”

In fact, Levinson said it’s in a trucking company’s best interest to take safety concerns to heart, because not only is hiring the safest drivers possible the best thing to do for a company’s community, but it will benefit it highly in regards to the longevity of its services.

“I think in the long run, it would be more profitable for a trucking company if they prioritize safety,” Levinson continued. “Skirting around safety rules and hiring unsafe drivers who have been in multiple crashes in the past might be a good strategy for the short term, but in the long run–and to do the right thing–it’s much better to have a safety culture that regards safety on our roads as a high priority.”