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Truck Crash

New Federal Rules Will Help Trucking Companies Hire Safe Drivers

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The Federal government has adopted new policies aimed at taking unqualified truck drivers off the road. Registration is now open for the Drug and Alcohol Clearinghouse, a new substance abuse screening system for truckers that is scheduled to be operational early in 2020 . The Clearinghouse is a database that will keep track of drivers who have violated drug and alcohol policies in order to stop them from operating commercial vehicles. The Federal Motor Carrier Safety Administration anticipates that the implementation of this database will substantially reduce motor vehicle crashes involving heavy trucks. 

The federal rules regarding professional truck drivers already prohibit drivers from getting behind the wheel when they test positive for illegal drugs. Of course, everyone knows that drunk driving is illegal. The Clearinghouse database will allow trucking companies to screen drivers applying for jobs to see if they have previously tested positive for drugs and are looking to get hired at a new place. Drivers can also lookup their own information once they have registered with the Clearinghouse themselves. Once registered, drivers can search for their own information for free. The database will include information about whether a professional driver has any drug or alcohol program violations and, if applicable, the status of their petitions to return to duty. 

The new system is meant to act as a check on drivers who violate substance abuse rules follow the proper protocol to get back in to good standing, if possible, before they are allowed to keep driving. Drivers with commercial driver’s licenses, employers, law enforcement, medical review officers, and substance abuse processionals will be among the groups who will be authorized to access the Clearinghouse. 

As for what should be reported to the database – Federal Statutes cover that: 

Employers will report a driver’s drug and alcohol program violations. Medical review officers will do this as well. A driver does not need to register him or herself into the system for a medical review officer to enter a violation in the system. In fact, it is not mandatory for a driver to register. But, if an employer needs to conduct a full check on a driver, that driver will have to register. This means, drivers who don’t want to take part may not be able to get hired for certain jobs because perspective or current employers will not be able to conduct a full search on the database for their information. After January 6, 2019 a driver will have to be registered with the Clearinghouse in order for an employer to be able to conduct a full search on their record for new hires. Drivers who are registered will be able to give their consent to release drug and alcohol program information to employers. Also, when new information is added to their profile, drivers will receive notifications from the Clearinghouse in the mail or electronically. 

Drug abuse is a problem that needs to be addressed with treatment and counseling. Allowing drivers to keep working when they have a substance abuse problem by slipping through bureaucratic cracks doesn’t help drivers who may need help to get sober. It obviously makes roads less safe. 

In the computer age with so much information going digital, this just makes sense. Professional truck drivers have a difficult job. They have to work long hours, often by themselves, away from their families. They have to keep alert on the road and get enough rest to do so. Drug use is a problem that poses a great risk to the health and safety of, not only professional drivers, but also everyone else who shares the road with them. Safety is on the roads is imperative. This database is likely the least intrusive way to keep records of drug and alcohol program violations so that employers know if they are sending a driver out on the road with the proper credentials. 

Underride Accidents Forcing Trucking Companies to Improve Safety Standards

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WASHINGTON – After a multitude of ‘’underride accident” reports beginning back in 2017, a historic case–with the largest verdict against a trucking company for such an accident–is revealing findings regarding how the trucking industry quietly fought against safety measures, despite having knowledge of the risks, for over a decade.

Now, this case could mean big changes for how drivers are protected.

Underride accidents occur when a vehicle ends up sliding underneath a tractor trailer–an event which can crush or even decapitate the driver and passengers–making it one of the deadliest kinds of accidents on American roadways.

When WUSA9 investigated a particular underride accident which killed a teenage boy, they discovered the family was awarded $42 million in a lawsuit against trucking company Barkandhi Express and Utility.

16-year-old Riley Hein’s car became stuck under the side of a trailer–made by Utility Manufacturing Company–after careening off of an embankment on a New Mexico interstate in 2015.

Riley’s father, Eric Hein, told the news source that the truck “drug [Riley’s] car for a half a mile until it caught on fire and Riley burned to death.”

The lawsuit cited negligence, stating that Barkandhi Express should have had a side underride guard which would not have allowed any car to get lodged below its trailer.

Currently, trailers are not required to have side guards, which were designed in order to prevent smaller vehicles from sliding underneath an 18-wheeler, even though the trucking industry has admitted in trial that over 200 people a year are killed in underride accidents.

However, although it may have seemed Riley’s case itself would have made a difference in trucking safety regulations–especially considering its huge payout–documents from the trial showed that the trucking industry has been working against the utilization of side guards for a lengthy period of time.

One document showed the Truck Trailer Manufacturers Association asking major trailer manufacturers for detailed information on side guard costs so that they could potentially be able to develop defense strategies regarding underride lawsuits.

The Association has also said that adding the weight of new guards onto trailers would make it necessary for trucking companies to add even more tractor trailers onto roads, which it claims would cancel out any safety benefits.

Right now, the only underride protection required by law are rearguards, which are often useless in accidents.

Because of this, United States Senator Kirsten Gillibran is working to bring in bipartisan legislation that would demand underride guards on all sides of semi-trucks, including updates to current rearguards.

Additionally, a petition started by mothers in 2018 has gained traction after a large number of underride accidents occurred the year prior, and works to take action in the fight for semi-truck safety and to gain attention in Capitol Hill. The two moms who began the petition both lost children in underride accidents. They also were successful in their lobbying attempts to have bipartisan legislation introduced in December of 2017.

Advocates for truck safety changes are hopeful that verdicts, such as the one in the Hein case, will be the most powerful way to instigate updates and push this legislation through.

“These are the things that ultimately result in the eight-figure verdicts which can push a motor carrier into bankruptcy,” said Andy Young, a previous truck driver now representing families of accident victims working toward lawsuits.

Unfortunately, Riley’s case hasn’t ended up with that particular outcome.

Utility Trailer Manufacturing Company is working to appeal the $19 million it had to pay for its part in the verdict, as it has already gone out of business.

Riley’s father tells WUSA9 his family doesn’t care about the money as much as it wants the trucking industry to be held responsible for these accidents.

“He’d be proud of us,” Eric Hein said of Riley. “He’d want us to go on. And we will.”

Although Hein acknowledges the appeal could now take years, Utility has offered the family a $14 million settlement–but only if the Hein family keeps all internal documents quiet.

Riley’s father declined the deal in order to keep the case public, in hopes it will be a turning point in finally improving big rig safety regulations and keeping drivers safer on the road.

Technology Could Stop the Rise in Fatal Truck Crashes

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Despite numerous safety regulations put in place to protect commuters, the number of traffic deaths involving semis and large trucks is on the rise. This puts travelers in passenger vehicles at greater risk on our nation’s highways. Rear end accidents are the most common types of crashes with big rigs going too fast and failing to stop in time to prevent crashes.

A lot of new cars are equipped with automatic breaking technology that assists drivers when they get too close to vehicles in front of them on the road. There has been no action in Washington and resistance by the trucking industry to require installation of automatic emergency breaking systems or warning signals in large trucks to try and decrease, if not eliminate, rear-end truck wrecks. Instead the death toll keeps climbing.

Driving a truck is hard work. Federal regulations allow truck drivers to work 11 hour shifts and they do. A trucker has to stay alert and focused on the road, traffic, and other potential hazards for extended periods of time. Add to that the time constraints that shippers place on getting their goods delivered on time and you have the potential for fatigued operators who might be driving too fast.

With trucks being the largest and heaviest vehicles on the road, it makes sense to require trucking companies to equip their rigs with sensor technology that will alert drivers when they are following too close to other vehicles. A big rig can destroy another semi in a high speed collision, and a truck driver may be more protected from injury in a big vehicle, but riders in passenger cars are at a much greater risk of injury or death from a rear-end collision from a truck. This is clearly a case where technology could help save lives.

Truck Drivers Must Stay Alert

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Data compiled by the National Highway Traffic Safety Administration (NHTSA), showed that nearly a third of fatal crashesin work zones involve a large vehicle or semi-truck. With such large vehicle sharing the roadway with passenger cars, truck drivers should be extremely vigilant in taking every possible precaution to avoid collisions. 

Keeping an eye out:

Looks can sometimes be deceiving. The weather can make it hard to see what’s happening on the road in front of you. A driver might forget to turn their lights on. A trucker might look at the radio for a split second when traffic starts to slow down. It’s important for every long-haul driver to look ahead to try to anticipate what’s coming. Scan the road in front of you and check the mirrors regularly to be aware of what’s happening in your blind spots. 

Don’t rush:

The online fidget spinner store may have promised delivery within 48 hours, but despite our growing demand for things from the internet, we should still be demanding safe travel on our nation’s highways. Soon there may not be any corner stores left to get basics like groceries as giant companies buy everything and turn the world into robot-run warehouses. The stuff we order on our smartphone apps has to get to us somehow. Before artificial intelligence replaces the need for us to ever travel outside of our houses, it may be a good idea to keep travel times for the big truck deliveries on a realistic schedule. When a driver has to carry a shipment across the country, safety should always supersede faster delivery times. I’d rather have my special order, customized hanging flower pot late than risk a driver sliding off the road in a storm because he’s trying to get there quickly. 

There is no valid reason for a semi-truck to drive too fast for road conditions. Trucking and shipping companies should be regulated with this in mind. Rather than focusing on getting bigger trucks to go faster, these outfits should be making sure that everyone arrives at their destination safely. If slightly longer shipping schedules can result in fewer crashes, it’s an idea worth studying. 

Also, from a labor supply point of view, truck drivers might want to look into working for another firm if they feel pressured to cut corners to make faster deliveries. In an ideal world, everyone would just follow the rules. But let’s be realistic. There is a truck driver shortage in America. The pay isn’t bad, but it’s not an easy job. Long hours, sometimes monotonous, repetitive tasks, and physically demanding job requirements means this line of work is clearly not for everybody. If a driver works for a company that doesn’t put safety first, he or she should not be shy in demanding that companies follow safety laws that are put in place for a reason. We all need to earn a living, but in this labor market you probably have options. 

Put your phone away:

Distracted driving is a huge problem. As tempting as our social media feeds are, when it comes to driving, you can’t do two things at once. Anyone who drives a car these days has seen a person behind the wheel looking down at their phone. No matter how talented you think you might be at texting and driving, don’t do it. Traffic conditions can change in an instant. That’s all it takes for a distracted driver to cause a wreck. If a message is so important that it can’t wait, find a safe place to pull over. It’s a no-brainer. 

The Trucking Industry Wants Congress to Consider Allowing Longer and Heavier Semi-Trucks on the Road, But Is It Safe?

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As Congress considers new spending on infrastructure projects in 2019, trucking and transportation companies are looking to convince legislators to approve more relaxed rules that would allow shippers to haul heavier loads and longer trailers on their trucks.

A number of American shipping companies, including UPS, FedEx, and Amazon formed an advocacy group with a wholesome sounding name called Americans for Modern Transportation that is actively seeking to influence Congress to allow trucks to start pulling two, connected 33-foot trailers, adding 10 feet to what the current law allows. The shipping companies argue that longer trucks would reduce the number of trucks on the road and would allow companies to better meet online shopping demand.

With people buying more things online, online shopping is rapidly overtaking brick and mortar retail sales. This begs the question that even if current shipping demands could be met by by fewer trucks with longer trailers, as demand in e-commerce inevitably increases, won’t the number of huge trucks on the road also go up? Shippers certainly aren’t looking to ship less.

Even if we imagine that these new rules would result in fewer big-rigs on the highway, longer trailers would mean heavier trucks. The increase would be measured in tons. This would also lengthen the stopping time for drivers carrying such massive cargo. Since it takes more time and distance to stop a heavier vehicle, commercial drivers would need more space on the road to operate safely.

Current rules limit truck weights to 80,000 pounds. Trucking companies want this number raised by over 5 tons to allow hauling up to 91,000 pounds. As for the trailers carried by trucks, industry advocates want to increase their length by five feet. With two, connected trailers this ads 10 feet to vehicles that are already on the road making already massive big-rigs even bigger.

Congress already rejected a similar industry proposal back in 2015. One main concern is the damage that an increase of over 5 tons per truck might cause to our already deteriorating roads and bridges.

Illinois, like the rest of the country is dealing with an aging infrastructure problem that needs to be addressed. Just recently a cracked bridge shut down Lake Shore Drive in Chicago. Federal authorities said the bridge did not meet minimum national standards for new bridges, and the Federal Highway Administration called it “obsolete.”

The Briggs Street bridge that runs over I-80 in Joliet is causing concerned residents to plead to local authorities to replace it before a proposed truck stop is built right next to it.

An inspection of the bridge showed that it is in even worse condition than the partially collapsed Lake Shore Drive bridge. A truck stop there would only add more pressure, wear, and tear to an already failing bridge. Adding longer and heavier trucks to the mix could be a recipe for disaster.

Congress should consider the real impact these shipping industry proposed rules would have on people’s lives not only in the inevitable increased travel times for passenger vehicles trying to navigate around these new super trucks, but even more importantly the concern for public safety that arises. A paramount concern should be that these vehicles have safe roads and bridges to travel over. Let’s fix the roads first and then talk about bigger rigs to fill our Amazon orders.