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Road Safe America cites hike in big rig crash deaths, again calls for speed limiters

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Road Safe America said statistics show that from 2009 to 2016, miles driven by heavy commercial trucks slightly decreased while the crashes involving them continually increased.  (FOTOSEARCH)

ATLANTA — Road Safe America Tuesday federal crash data it had analyzed showed that all but six U.S. states had increases in big-rig truck crash deaths from 2009 to 2017, the most recent year of available data.

From 2009 through 2017, a total of 35,882 people died in large truck crashes, the organization said in a news release.

“The sad fact is that many of these deaths could have been avoided if use of existing speed limiting and automatic emergency braking technologies had been the law,” said Steve Owings, co-founder of the highway-safety non-profit Road Safe America.

Statistics show that from 2009 to 2016, miles driven by heavy commercial trucks slightly decreased while the crashes involving them continually increased.

The data shows the top five states with the greatest number of truck crash fatalities in 2017 were in order: Texas, California, Florida, Georgia and Pennsylvania.

The five states with the largest percentage increases in truck crash deaths from 2009 to 2017 were, in order of greatest increase – Washington, Idaho, Colorado, Texas and Nevada.

“Most of the states in this top five list have truck speed limits of 70 mph or more,” Owings said. “There is no good reason for big rigs that can weigh up to 80,000 pounds, or more in some states, to be operating at speeds this high since they cannot stop in the same distance in an emergency as vehicles with which they share the roads.

“Yet, unlike many other leading nations, our country does not require the use of automatic emergency braking or even speed limiters, which would help to save lives of people in passenger vehicles and professional truck drivers, too. In fact, required use of speed limiters is so prevalent around the world that they have been built into America’s big-rig trucks since the 1990s.  So, all that is needed is a requirement to turn them on and set them at a reasonable top speed such as 65 mph. A recent national survey found 80 percent of voters across all demographics join us in calling for these requirements.”

In 2016, the Federal Motor Carrier Safety Administration and the National Highway Traffic Safety Administration jointly issued a Notice of Proposed Rulemaking that proposed equipping heavy-duty vehicles with devices that limit their speeds on U.S. roadways, and requiring those devices be set to a maximum speed, a safety measure that could save lives and more than $1 billion in fuel costs each year.

However, the NPRM never gained any traction.

Most industry stakeholders said the initiative fell victim to President Donald Trump’s order to reduce federal regulatory efforts.

Owings said speed governors improve truck safety by limiting the top speed a truck can travel, thus allowing a truck driver to have more time to avoid a crash or reduce the severity of crashes that do still occur.

Most big-rigs already use them for this same reason and because doing so saves fuel, improving profitability, he said.

Automatic emergency braking also enhances safety on our roads by alerting truck drivers of slow-moving and non-moving objects and then applying the brakes if the drivers fail to for whatever reason, Owings said.

“Road Safe America encourages all trucking companies who have not already done so, to cap the maximum speed of their fleets by setting their speed limiters at 65mph and to install AEB on every truck,” Owings said. “We also encourage the public to learn more about these life-saving technologies by visiting our website: www.roadsafeamerica.org.

 

 

 

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7 Comments

7 Comments

  1. Lisa Schmitt

    January 29, 2019 at 3:34 pm

    UM Let me explain something to you. A car doing 80, coming up over a hill, to a semi doing 65 Will cause MORE accidents. Do any of you even DRIVE a truck???

  2. Shaq

    January 30, 2019 at 10:01 pm

    The automatic braking system does more harm then good. I nearly jackknifed because of that system.

  3. JEFFREY B DUGGER

    February 1, 2019 at 4:49 am

    The accidents are caused by these commercial truck co. not by the drivers or speed of truck’s. These companies hide behind the ELD, FORCED dispatch, abusive treatment of drivers. These companies have a very high rate of driver turn over. The dispatched pick up and del. times are always off/short, such as having about one hour left to drive and dispatched for a pick up 90 miles away in heavy traffic, and the driver is fired if he or she doesn’t make it. The truck companies looking for drivers on The Trucker are part of the commercial companies that are the bad guys here. Remember we honor our drivers and get our drivers home, NOT, when they allow you home time after being hired.

  4. Pjen

    February 1, 2019 at 5:07 am

    Just keep on assuming every accident is the truck drivers fault…everyone else does

  5. Talbot

    February 1, 2019 at 6:36 am

    ok then limit all autos cars trucks everything problem solved cars run a lot faster than trucks and cause most of the accidents from doing dumb things sorry but i have been out there and seen it all.

    • Judy Ochs

      February 1, 2019 at 10:00 am

      Make the cars who always pull over to the side of the highway to take their dog to go pee or do that themselves with their flashers on, go to an on ramp instead… Common sense.. We have to move to the other lane when these idiots pull over on the side of the highway for stupid reasons.. Cars are almost ALWAYS the cause of semi crashes… No one wants to take someone’s life so we do what we have to to avoid that so we don’t have to live our life out knowing we killed someone… The authorities do NOTHING to keep cars from cutting us off or tailgate us or brake check us.. The dash cam is the most valuable thing we can use… But yet, we are always at fault…

  6. Tony Jenkins

    February 2, 2019 at 11:03 am

    i’ve noticed that people who want these limiters are people who’ve never drove a truck. How many people at ata have drove a truck and yet they know what’s best for drivers. They say people want speed limiters on big trucks, that’s because their only getting one side of the whole story.

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The Nation

Arizona lawmakers OK ban on cellphone use while driving

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Under the new law, police could issue warnings until 2021, when they could begin writing tickets carrying fines of $75 to $149 for a first offense and up to $250 for a second. (The Trucker file photo)

PHOENIX  — The small list of states that allow either texting while driving or hand-held cellphone use is shrinking after the Arizona House on Thursday overwhelmingly approved a cellphone use ban and sent it to Republican Gov. Doug Ducey for his expected signature.

Arizona, Missouri and Montana had been the only three states that hadn’t banned texting while driving. Arizona will join 16 others that bans all use of a hand-held cellphones while driving.

The 44-16 vote on the toughest of three proposals debated by House lawmakers Thursday comes after years of inaction by the Republican-controlled Legislature. The Senate earlier approved it on a 20-9 vote. Ducey has pledged to sign the measure, which takes effect in January 2021.

More than two dozen cities enacted local bans that will remain in effect until then.

The House rejected a weaker ban on cellphone use, but approved legislation that strengthens the state’s overarching distracted driving law on a 31-29 party line vote.

Bills to restrict phone use while driving have been introduced for a decade but haven’t advanced amid concerns by Republicans about creating a “nanny state” that overregulates behavior.

Supporters of the ban pointed to the death of a police officer in January after a distracted driver lost control and struck him on a Phoenix-area freeway. Relatives of Salt River tribal police officer Clayton Townsend and others who have died in distracted driving crashes gave emotional testimony, carrying photos of their loved ones around the Capitol.

The officer’s death gave the proposal inertia that hadn’t appeared despite tearful testimony in recent years by relatives of people killed in accidents caused by cellphone use, said Republican Sen. Kate Brophy McGee, who carried the measure with Rep. Noel Campbell.

The hand-held phone use ban bars drivers holding it unless the vehicle is stopped. Calls to 911 would be allowed. Police could issue warnings until 2021, when they could begin writing tickets carrying fines of $75 to $149 for a first offense and up to $250 for a second.

The second enacted proposal doesn’t explicitly ban texting, but rather outlaws any behavior that isn’t related to driving if it causes an “immediate hazard” or prevents the driver from controlling their vehicles.

Democrats opposed the distracted driving measure, saying it could lead to racial profiling by allowing officers to stop a driver on a pretext. But Republican Rep. John Kavanagh, a retired police officer, said a rogue officer can always find a reason to stop a driver.

Kavanagh said he supported both measures, because some distractions aren’t caused by cellphones and officers need the enforcement option.

“Cellphones so consume your consciousness that you don’t even realize how long it has your attentions,” he said. “So a cellphone bill will take care of that problem. But we need this bill too.”

Several lawmakers talked of deaths or serious injuries of their family members or friends. An emotional Republican Rep. Ben Toma recalled how his younger sister died years before cellphones became popular when a driver distracted by a newspaper hit her with his car.

“There is no doubt that being on your phone while driving can be a significant distraction,” Toma said. “But this is a much broader issue. If this bill does nothing more than save one life we should support it.”

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The Nation

FMCSA reminds truckers drug, alcohol clearinghouse coming soon

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The clearinghouse will be a professional truck driver database that will serve as a centralized record of all failed drug or alcohol tests, whether from pre-employment screenings, post-crash tests or random. (©2019 FOTOSEARCH)

Remember two years ago, when it seemed like the entire trucking industry was counting down the days to the ELD deadline?

Well, the Federal Motor Carrier Safety Administration (FMCSA) wants drivers to be aware of another countdown happening right now, although with much less hoopla than the Great ELD Panic of ’17.

At the recent Mid-America Trucking Show, Joe DeLorenzo, FMCSA director of enforcement and compliance, gave a presentation to raise awareness about the soon-to-be launched federal CDL Drug and Alcohol Clearinghouse.

Mandated as part of the Moving Ahead for Progress in the 21st Century Act, or MAP-21, in 2012, the same piece of legislation that bore the ELD mandate, the drug and alcohol clearinghouse is scheduled to launch January 6, 2020.

The clearinghouse will be a professional truck driver database that will serve as a centralized record of all failed drug or alcohol tests, whether from pre-employment screenings, post-crash tests or random. All refusals to take a drug or alcohol test will also be recorded.

“I came here with a bit of a mission on the drug and alcohol clearinghouse rule,” DeLorenzo said to the MATS audience. It has come to the agency’s attention the clearinghouse has been flying under the radar, a bit, and not enough drivers seem to know about it or they haven’t gotten a full explanation of what the clearinghouse will contain and what it will be used for.

DeLorenzo said drivers have said to him, “Well, I don’t do drugs, so I don’t have to worry about this.”

“Actually, that’s not the case,” DeLorenzo said. “Everybody needs to know about this and get going on it.”

Starting in January, carriers will be required to query the database as part of the new-driver hiring process to ensure that the candidate does not have any failed tests or refusals in the previous three years. Carriers can only gain access to a driver’s record and make the mandatory query with the consent of the driver, and the only way a driver can give that consent is to be registered in the clearinghouse.

So, technically, drivers are not going to be required to register in the clearinghouse, DeLorenzo said. However, if you ever want to get hired anywhere again you’ll have to be registered in the clearinghouse.

“If you’re just kind of staying where you’re at, no intention of leaving, or if you are working for yourself, or if you are nearing retirement, you may decide not to register,” he said. “But in an industry with 100%-plus turnover, I know people are always looking for a new job, a different job, a better job. Any driver who’s going to apply for a new job after this rule goes into effect is going to have to have an account and is going to have to be able to go in.”

DeLorenzo explained why the clearinghouse has been set up this way. Today, when someone applies for a job, they get tested as part of the process. They fail the test and the carrier doesn’t hire them. Three months later, they stay clean just long enough, the apply somewhere else and that company hires them, not knowing about the prior failure.

Starting January 6, carriers will be required to upload notices into the clearinghouse of all failed drug tests by drivers and driving applicants, as well as all refusals to test, as they occur.

The database is designed to go back three years. At first, employers will have to conduct both electronic queries within the clearinghouse and manual inquiries with previous employers to cover the preceding three years to meet the mandated hiring requirement. As of January 6, 2023, they will only need to check the clearinghouse.

Drivers’ records will only contain positive tests and refusals. When a prospective employer makes a query, they will be told if the record is clean. If there are entries, they will be able to get more details.

If a driver has a failed test, the database will also record whether that driver has completed the return-to-duty process.

Drivers will also be able to review their own records, DeLorenzo said, which is another incentive to register. If a driver finds an entry they wish to dispute, they can file a DataQ request to have it corrected.

The clearinghouse website is already up and running. Drivers can go to Clearinghouse.fmcsa.dot.gov to read about the clearinghouse and to register their email addresses for any updates. Actual registration is scheduled to begin in October.

DeLorenzo said he is hoping to raise more awareness about the clearinghouse now so they start registering in October instead of finding out the hard way come February when they try to apply for a job.

“What I’m trying to avoid, actually, is human nature, which is to wait until the very last minute.”

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The Nation

Drivewyze completes Missouri weigh installations, now fully deployed with 19 locations

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Drivewyze President and CEO Brian Heath noted that Missouri is a centralized state in the U.S., home to major trucking lanes connecting the west and east coasts. (Courtesy: DRIVEWYZE )

501 drivewyze Missouri.doc

DALLAS — Drivewyze has completed its service site rollout in Missouri at all 19 weigh stations across the state. Drivewyze PreClear weigh station bypass is now operational at all Missouri locations, delivering weigh station bypass opportunities to its customers driving in the state.

“Our bypass service network is second to none in Missouri,” said Brian Heath, president and CEO of Drivewyze. “Drivewyze is the largest provider of weigh station bypass service by a factor of almost two — with more than 750 service sites in North America. By providing more bypass opportunities than our competitors, we enable our customers to earn a higher safety return on investment than anyone else in the industry. The time has never been better for carriers to adopt weigh station bypass, or switch away from transponder-based systems. Now, they can maximize our bypass services in Missouri and enjoy the same extended coverage of our transponder-free services offer across the country.”

The final four activated Missouri Drivewyze sites are located in Kearney (northbound), Platte City (northbound), and Willow Springs (both east and westbound). Kearney is on I-35, northeast of Kansas City (between Kansas City and Des Moines, Iowa); Platte City is on I-29, northwest of Kansas City (between KC and Omaha, Nebraska); and Willow Springs is on Highway 60/63, southeast of Springfield.

“Missouri is a centralized state in the U.S., home to major trucking lanes connecting the west and east coasts,” Heath said. “With hundreds of trucking companies based in the state, we are pleased to offer state-wide services to all carriers operating in Missouri, as well as those passing through. This is another step forward for Drivewyze — and our customers — and we look forward to continue revolutionizing the freight industry with world-class service and technology. More bypasses not only improve a carrier’s bottom line, it makes a positive impact on driver’s lives.”

Carriers can eliminate the cost and administration of traditional transponders with Drivewyze. The Drivewyze PreClear weigh station bypass service is integrated with existing in-cab equipment like electronic logging devices, smartphones, tablets and other in-cab telematics systems. Customers can now receive bypass opportunities in 42 states and two Canadian provinces.

The Drivewyze PreClear weigh station bypass application is available on a number of Drivewyze partner platforms, including Omnitracs, Orbcomm, PeopleNet, Transflo, Rand McNally, Zonar, Platform Science, ISSAC and Switchboard. The application is also available for drivers to download on Android and iOS-based tablets or smartphones.

Fleets can request a free weigh station activity report to help them determine how much time and money they could save by using Drivewyze PreClear.

Drivewyze comes with a free Weigh Station Heads-Up service for real-time notifications at more than 1,200 weigh stations and inspection sites nationwide.

To learn more about Drivewyze, please visit www.drivewyze.com. 8

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