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Trucking Alliance 2019 priorities include zero deaths, expansion of ELDs

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WASHINGTON — Steve Williams, chairman and CEO of Maverick USA, and president of the Trucking Alliance board of directors Wednesday reaffirmed the organization’s priority objectives for 2019.

The alliance is a coalition of transportation carriers, logistics and supporting businesses solely focused on reforms to improve the safety and security of commercial drivers and to eliminate large truck fatal crashes.

Member carriers include Cargo Transporters, Dupré Logistics, J.B. Hunt Transport, KLLM Transport Services, Knight- Swift Transportation, Maverick USA and US Xpress.

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CAPTION FOR PHOTO

Courtesy: THE TRUCKING ALLIANCE

Steve Williams, president of the Trucking Alliance, said the trucking industry has too many large truck crashes that in the last reportable year killed 4,761 people and injured another 145,000 on our roadways. The number of truck drivers who lost their lives was the highest in 10 years, he said.

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“The U.S. trucking industry is indispensable to our economy and the standard of living we enjoy as Americans,” Williams said. “Yet, tragically, our industry has too many large truck crashes that in the last reportable year killed 4,761 people and injured another 145,000 on our roadways. The number of truck drivers who lost their lives was the highest in 10 years. For an industry that wants to improve its image, look no further than these statistics. We must aggressively address these tragic figures. But how can we when the trucking industry will deliver even more freight in 2019 over highways that are even more congested?”

A first step is to reverse priorities, Williams said.

“We must support progressive safety reforms that make sense for our country and citizens first, our industry second, and our companies third,” he said. “Second, safety groups, legislators, regulators and all segments of our diverse industry should leave their respective corners, meet in the middle, and responsibly deal with the unprecedented challenges we face.”

Williams pointed to the amount of return the American consumer has received with respect to what he or she pays to deliver goods.

“I am very proud of the millions of hardworking commercial truck drivers who make that happen,” he said. “But we must adopt initiatives to improve the truck driver’s lifestyle. We must eliminate the chance that truck drivers and their exemplary work ethic will be used against them. For example, truck drivers shouldn’t carry the burden to make up for an inefficient supply chain. Too often, giving truck drivers more ‘flexibility’ in their work day is simply code for ‘just get it there.’”

The Trucking Alliance wants to see an expansion of electronic logging devices.

“In the year since the ELD mandate finally took effect, the devices are already improving a truck driver’s work environment,” Williams said. “ELDs are making the supply chain more efficient. Most importantly, ELDs can help reverse the disturbing trend of large truck fatalities and save lives.

The alliance believes ELDs should be required in all large trucks, regardless of commodity, length of haul or whether they operate in interstate or intrastate commerce. Anything short of mandatory use of ELDs is purely political, unfair and frankly, unsafe.

Another area that needs improvement is drug testing, Williams said.

“Contrary to what you may think, like our nation, our industry has a drug abuse problem. In fact, the Department of Transportation’s only required drug test for truck driver applicants is actually missing as many as nine of every 10 lifestyle drug users,” Williams said. “We should utilize drug tests that verify an applicant has been drug free for at least 60 days. And we need a long awaited database to identify who has previously failed these drug tests. We must be able to assure the motoring public that our commercial drivers are properly rested, properly trained and drug and alcohol free.”
The Trucking Alliance has long advocated hair testing as a way to weed out prospective drivers and current drivers with a substance abuse problem.

Williams said the Trucking Alliance still wants to limit the speed of trucks.

“Excessive truck speeds increase fatalities and the severity of injuries in large truck accidents,” he said. “That’s why we must require large trucks to maintain reasonable speeds on all highways.”

The Federal Motor Carrier Safety Administration issued a Notice of Proposed Rulemaking on speed limits for heavy trucks, but that work fell victim to President Donald J. Trump’s executive order to cut down on federal regulations.

Other priorities include:

  • Adoption of truck safety technologies. “Forward collision warning systems are available on new trucks now,” Williams said. “These systems can assist our drivers to avoid accidents, which is especially critical since distracted driving is so prevalent among the motoring public.”
  • Compensation for truck accident victims. “We must meet our promise to the victims of large truck accidents,” Williams said. “In 1980, Congress rightfully decided that a ‘commercial’ motor carrier has a moral and ethical responsibility to compensate the victims of large truck crashes. Congress set the minimum motor carrier insurance limits almost 40 years ago. But those insurance limits remain the same today and they should be dramatically increased.”
  • Elimination of all large truck fatalities. “In summary, owning a trucking company or driving a piece of equipment for a living is not an entitlement. It is a privilege. With privileges come responsibilities. What we do is important. But how we do it is much more important. No longer should anybody defend the actions of those who don’t deserve to be on the road,” Williams said. “That’s why it should be difficult for people to get into this industry. It will be increasingly hard to stay in this industry, as it should be. In so doing, we will have much safer highways for all and an economic opportunity to build a safe and efficient supply chain for the future.”

Williams said the Trucking Alliance would continue to work with stakeholders who believe that the nation can fully eliminate large truck fatalities.

“Our goal should be to achieve safety performance levels that are comparable with the U.S. airline industry,” Williams said. “Achieving that objective will require changes, and change is difficult. But let’s stop reminiscing about the way things used to be in trucking. Because, frankly, it hasn’t always been good. We have an opportunity to create a new paradigm. We must continue to build sustainable companies that can safely serve our Nation. By embracing the changes that are required of all of us…we will finally get the chance to properly compensate, respect and defend the work ethic of the American truck driver.”

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The Nation

Diesel prices continue inching upward

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The average price for a gallon of diesel nationwide rose exactly one penny for the week ending March 25, to stand at $3.08 per gallon, according to the U.S. Energy Information Administration (EIA). With the weekly increase, diesel costs 7 cents more than it did a year ago and 11½ cents above a recent low-water mark in late January, where the price hovered at $2.965 for two weeks and then at $2.966 for two more before beginning the current slow climb.

Diesel prices rose in every EIA region in the country with the exception of the Central Atlantic region of the East Coast, which saw a tiny $0.003 drop in diesel, to finish at $3.310, which is still the highest price to be found anywhere outside California and is 9.3 cents above what it was in the Central Atlantic a year ago.

North and south of the Central Atlantic, the New England and Lower Atlantic regions both recorded price increases of $0.014, giving the aggregate East Coast an increase of $0.008, to stand at $3.132. In New England, the price of diesel stands at $3.214, while in the Lower Atlantic, it is $2.995, one of four regions where diesel is still under $3 per gallon.

With a minimal $0.001 increase, the Midwest stayed just below the $3 threshold, at $2.993, while the Gulf Coast, as usual, enjoys the lowest diesel prices in the nation, at $2.876, up $0.007 from a week earlier.

Diesel also remains under $3 in the Rocky Mountain region, at $2.974, after a 3-cent gain, the second-largest increase, after California’s $0.038 price hike. The Rocky Mountain region is currently the only region in the country where diesel costs less than it did a year ago.

The overall price of diesel rose on the West Coast to $3.526, an increase of $0.029. California has both the highest diesel prices, $3.819, and the highest year-to-year increase, an even 15 cents.

Crude oil prices were split on Monday, Brent crude, the international benchmark for oil, rose by 18 cents, to $67.21 a barrel, while U.S. crude ended Monday’s session down 22 cents, at $58.22.

Early Tuesday, Brent was up 92 cents, and U.S. crude had added $1.28.

Click here for a complete list of average prices by region for the past three weeks.

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The Nation

Pothole season creating bumper crop of bumpy roads

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An Ohio Department of Transportation crew fills in a pothole. Conditions this winter and early spring have caused a notable increase in the number of road divots appearing this year. (Courtesy OHIO DEPARTMENT OF TRANSPORTATION)

A harsher-than-usual and prolonged winter is increasing the pothole repair workload for many state departments of transportation.

The Missouri Department of Transportation (MoDOT) reported March 18 that its crews patched 400,000 potholes through the first two months of 2019, compared to the approximately 619,000 potholes they patched for all of 2018.

The agency plans to keep 300 pothole patching crews busy statewide with roadway repairs through April.

“We are working as hard as we can to fill the potholes,” said Becky Allmeroth, MoDOT’s state maintenance engineer and chief safety and operations officer. “Some potholes have to be repaired multiple times because of additional rain. The temporary repairs are not holding. We ask motorists to please be patient with us as the repairs are being done.”

She noted that her agency’s repair crews address the deepest potholes first and that until roadway temperatures rise and remain above freezing, repairs are made using a cold asphalt mix. She added that MoDOT spends approximately $15 million a year on pothole patching operations for the 34,000 miles of road it maintains.

“However, this is a short-term repair,” she stressed. “The long-term fix, a hot asphalt mix, isn’t effective until temperatures are warm for a prolonged period of time.”

The Ohio Department of Transportation noted in February that it had already used 2,574 tons of asphalt to repair potholes; up from 1,892 tons at the same point in 2018.

“Our crews have spent more than 39,000 hours patching potholes this winter,” said ODOT Director Jack Marchbanks in February 1 statement.

He added that potholes are a “common nuisance,” particularly when the freeze/thaw cycle weakens the pavement. This happens when water seeps into cracks in the pavement, then expands as it freezes. When temperatures warm up, and the ice melts, the pavement contracts, allowing even more moisture in to freeze and thaw.

“Add traffic on top and the pavement will eventually fail, creating a pothole,” Marchbanks said. “Roadways with a high volume of traffic are particularly prone to pothole formation.”

The Maryland Department of Transportation’s State Highway Administration has also stepped up its pothole repair work, noting in a March 7 statement that with “saturated grounds” from record-setting precipitation from 2018 into 2019, and the freeze/thaw cycle that is occurring during this transitional time of the year, “potholes are popping up everywhere.”

 

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The Nation

Midwestern state DOTs contending with major flood damage

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Flooding in Nebraska earlier this month closed as much as 1,500 miles of roadway at one time, with many roads and bridges wiped out, (Courtesy: U.S. Army Corps of Engineers, Capt. Ryan Hignight)

A “bomb cyclone” that struck the Midwest earlier this month, causing major flooding across Nebraska and parts of Iowa and Missouri, is responsible for more than $1 billion in property losses, as well as damage to highways, roads and bridges, according to reports from those states.

The Nebraska Department of Transportation stated that more than 1,500 miles of roads were closed at the height of the flooding on March 18, with 15 major highway bridges completely washed out or severely damaged as a result of the high waters.

The Nebraska Emergency Management Agency (NEMA) reported that as of March 20 more than 80 percent was under emergency declaration orders, including 77 counties, four tribal nations and five special government areas such as unincorporated townships.

“This past week will forever be remembered for the historic, devastating flooding our state experienced,” Nebraska Gov. Pete Ricketts said in a March 19 statement. “In scope of reach, we believe it is the most widespread natural disaster in our state’s history.”

The flooding, caused by heavy rains occurring simultaneously with melting snow, was exacerbated by chunks of ice swept along by the waters that damaged buildings and infrastructure, NEMA noted.

Nebraska National Guard helicopter crews resorted to dropping hay to cattle stranded by the high waters to ensure they didn’t starve.

The Midwest flooding also triggered an emergency declaration by the Federal Railroad Administration on March 19.

“The large amounts of snow and ice resulting from the region’s recent winter weather have melted and swelled rivers, creeks and other inland bodies of water throughout the region,” the agency said in its statement. “Historic flooding throughout the region [witnessed] rivers rising to historic levels in over 40 locations, causing power outages and breached dams and levees.”

The Iowa Department of Transportation closed sections of Interstate 29 and established detours on March 15 in cooperation with the Missouri Department of Transportation and other public agencies, and placed restrictions on parts of Interstate 680, as well, due to flood damage.

Missouri DOT also issued a reminder to motorists on March 20 not to drive around road closure signs as “flooded roadways can be more dangerous than they appear because the road may have washed away or collapsed under the water. In addition, the water may be deeper than it appears and can hide hazards such as sharp objects, electrical wires or chemicals.”

Several state DOTs have been dealing with the impact of winter-related flooding and landslides this year.

On March 20, Ohio Gov. Mike DeWine declared a state of emergency in 37 counties that suffered serious highway damage following severe weather that began back in February.

“Many of these roads are in dangerous condition, impacting the safety of Ohio’s drivers,” the governor said in a statement. “By declaring a state of emergency, Ohio can now access federal funding to help with the unplanned costs to repair the highways damaged by heavy rain and flooding.”

The emergency proclamation will allow the Ohio DOT and local governments to access federal emergency relief funds.

For example, the Federal Highway Administration provided $10 million Emergency Repair, or ER, funding to the Tennessee DOT March 15 to cope with roadway damage caused by “historical rainfall” in 72 counties in February. The Ohio DOT received $4.5 million in ER money from the agency the same day to help repair State Route 376 after a landslide caused by heavy rains forced it to close in late February.

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