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ATA’s Spear, OOIDA’s Spencer testify at state of trucking hearing

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ATA President and CEO Chris Spear, left, told a House panel that ATA wanted to work with lawmakers as they begin work on a transportation reauthorization bill. Seated beside Spear is OOIDA President Todd Spencer. (Courtesy: HOUSE OF REPRESENTATIVES)

WASHINGTON — American Trucking Associations President and CEO Chris Spear Wednesday told members of a House Transportation and Infrastructure subcommittee the ATA is committed to working with lawmakers as they begin work on a transportation reauthorization bill.

Meanwhile, Todd Spencer, president of the Owner-Operator Independent Drivers Association told the committee that the state of the American trucking industry is “broken.”

The two executives were among several witness who spoke during the hearing — dubbed as “Under Pressure: The State of Trucking in America” — before the Subcommittee on Highways and Transit.

Spear also spoke to the industry’s commitment to strengthen and grow the industry’s workforce, as well as to maintain fair and free trade.

“ATA pledges to help this subcommittee write legislation that takes into consideration the state and future of the trucking industry, looking beyond the hood – 5, 10, 15 years out – and how we can improve safety through innovation; how we can grow a diverse, well-trained workforce that shores up the very real and well-documented shortage of talent; how trucking can generate and invest real money into our decaying infrastructure; and, how trucking can help you shape free and fair trade agreements that make the United States the strongest economy in the world.”

In his testimony, Spear said the industry is committed to safety on the nation’s highways, and to the deployment of proven technologies that will make the roads safer.

“Safety anchors the very foundation of the trucking industry, shaping our core values and decision making,” he said. “That is why the trucking industry invests approximately $10 billion annually in safety initiatives, including onboard technologies such as electronic logging devices, collision avoidance systems and video-event recorders.

“These investments also include driver safety training, driver safety incentive pay and compliance with safety regulations,” Spear said, “and while some of these investments are made to meet a myriad of regulatory requirements, many of them are voluntary, progressive safety initiatives adopted by our members and they’re paying dividends in highway safety.”

Spear’s full testimony, which can be read here,  outlines ATA’s agenda for reauthorization, which includes data-driven improvements to the current hours-of-service rules, rejection of onerous mandates for dubious technologies, support for proven safety technology systems, enhanced employer notification systems, use of hair samples for mandated drug screenings, workforce development measures like the DRIVE-Safe Act and increased infrastructure investment.

Spencer shared in his testimony concerns about the lack of driver training, truck parking shortage, excessive detention time and over-regulation.

He said that trucking is broken, but certainly not beyond repair, and that the most critical components are the drivers.

“Large motor carriers are pressuring Congress to enact unsafe policies to combat a fictitious driver shortage, while doing nothing to address their precariously high turnover rates. The American economy is stronger than it has been in years, but many drivers are still struggling to make ends meet,” Spencer said.

The association has long sought ways to address one of the biggest inefficiencies in the industry which is excessive detention, a problem that makes it difficult for drivers to earn a living since they are typically paid by the mile and not by the hour.

Spencer said OOIDA also supports robust training standards for new entrants, including behind-the-wheel experience. Spencer will also label the driver shortage as a myth, pointing toward high turnover rates among large motor carriers as one of the industry’s most pressing problems.

Spencer’s full testimony can be read here.

 

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1 Comment

1 Comment

  1. Mike

    June 14, 2019 at 3:33 am

    Overegulation, overegulation, overegulation! Prisoners have more freedom than drivers! After 22 years of driving I can’t wait to quit. Between elogs and cameras all over the truck, who would want to do this anymore? I used to encourage those around me to drive, not anymore. This is the most overegulated industry to the point it is ridiculously out of control. Hire people with an IQ higher than a brick and you wouldn’t have the problems that you do! Stop making it easier “automatics” for anyone to drive a truck. I have a saying, just because you can get a cdl doesn’t mean you should! And, just because you have a cdl doesn’t mean you should utilize it! I can say more but, whats the point, just like writing this much. Good luck!

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The Nation

Mack Trucks doubles down on debut of RoadLife 2.0

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Mack Trucks kicked off RoadLife 2.0 with the debut of two episodes on roadlife.tv. One features the grueling efforts of Alaska Department of Transportation snowplow drivers to clear one of the snowiest highways in the United States. (Courtesy: MACK TRUCKS)

GREENSBORO, N.C. — Mack Trucks is doubling down on the debut of RoadLife 2.0 with the launch of two episodes on roadlife.tv.

Featuring the grueling efforts of Alaska Department of Transportation snowplow drivers to clear one of the snowiest highways in the U.S., to the challenge of building a modern logistics business from the ground up, RoadLife 2.0 picks up from last season, sharing the stories of everyday people doing extraordinary things.

“Our first episodes feature Alaska DOT and Full Tilt Logistics, two organizations with very different missions,” said John Walsh, Mack Trucks vice president of marketing. “Yet in both of their stories, a number of commonalities emerge: hard work, dedication and the ability of Mack trucks to help them achieve success.”

The Richardson Highway is the only road in and out of Valdez, Alaska, the terminus for the Trans-Alaska oil pipeline, and Alaska DOT relies on two Mack Granite model snowplows to keep the road open.

Battling in the neighborhood of 400 inches of snow annually, Alaska DOT relies on the trucks’ brute strength to clear the road, as well as some high-tech tools to make sure they stay on the road, even in whiteout conditions. A sophisticated differential GPS system with an in-cab display shows drivers where the truck is located to within less than an inch.

“Now, it’s almost like a video game,” said Mark Hanson, Alaska DOT terminal manager in describing the differential GPS system. “If I start going over the centerline, the indicator on screen turns red to tell me I’m not where I need to be. If I’m in a white out, I still know where I’m at in the road.”

Reno, Nevada-based Full Tilt Logistics takes the meaning of a family business to the next level. Starting with just three trucks, five members of the Novich family quickly grew the business into a 16-truck fleet hauling high-value loads across the western United States.

Full Tilt operates with the Mack Anthem model.

“When we were first starting out, I was doing some research into the driver shortage, where it’s at now and where it’s going,” said Cris Novich, managing director, transportation for Full Tilt Logistics. “It became abundantly clear that our No. 1 customer is the driver. If we keep them happy, they will want to come work here.”

Additional RoadLife 2.0 episodes will premiere throughout the summer and into the fall. Viewers can watch RoadLife episodes on roadlife.tv and Amazon Prime Video, with additional content featured on Mack Trucks’ social channels: Facebook, Twitter, Instagram, LinkedIn and YouTube.

 

 

 

 

 

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WIT, Freightliner seek nominee for Influential Woman in Trucking Award

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The winner of the 2019 Influential Woman in Trucking award will be announced at the WIT Accelerate! Conference & Expo held in Dallas September 30-October 2. (Courtesy: WOMEN IN TRUCKING)

PLOVER, Wis. — Women In Trucking Association and Freightliner Trucks are seeking candidates for the 2019 Influential Woman in Trucking award.

The award was created in 2010 and recognizes women who make or influence key decisions in a corporate, manufacturing, supplier, owner-operator, driver, sales or dealership setting.

The winner must have a proven record of responsibility and have mentored or served as a role model to other women in the industry.

“The Influential Woman in Trucking Award recognizes exceptional women leaders who have been advocates and role models to others,” said Ellen Voie, president and CEO, Women In Trucking. “Each year, I am thoroughly impressed by the caliber of women nominated.”

Now in its ninth year, the award honors female leaders in the trucking industry.

Past recipients include Marcia Taylor, CEO of Bennett International Group; Rebecca Brewster, president and COO, American Transportation Research Institute; Joyce Brenny, president, Brenny Transportation/Brenny Specialized; Rochelle Bartholomew, CEO, CalArk International; Kari Rihm, president, Rihm Kenworth; Ramona Hood, vice president of operations, planning and strategy, FedEx Custom Critical; Daphne Jefferson, former deputy administrator at the Federal Motor Carrier Safety Administration, and Angela Eliacostas, founder and CEO, AGT Global Logistics.

“When I first started my career, there were very few women in the trucking industry let alone in leadership positions,” said Kary Schaefer, general manager, marketing and strategy, Freightliner Trucks and Detroit Components. “It’s amazing to see how the industry has changed and women are now a driving force in all areas of trucking. Freightliner is proud to sponsor this award and recognize those women who are not only making a difference in their own roles but for all women in the trucking profession.”

Nominations will be accepted through August 1 at https://www.womenintrucking.org/influential-woman-in-trucking.

The winner will be announced at the WIT Accelerate! Conference & Expo held in Dallas September 30-October 2.

Each finalist will be asked to serve as a panelist for the “Influential Women in Trucking” panel discussion. Those who nominate a candidate need to ask the nominee to save the date for this event if she is named a finalist.

Women In Trucking Association, Inc. is a nonprofit association established to encourage the employment of women in the trucking industry, promote their accomplishments and minimize obstacles faced by women working in the trucking industry. Membership is not limited to women, as 17 percent of its members are men who support the mission.

 

 

 

 

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Group pushes FMCSA for rulemaking before changing crash preventability program

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The FMCSA's Crash Preventability Demonstration Program came about after motor carriers complained that there was no method in place to determine who was at fault for accidents involving big rigs. (Associated Press)

WASHINGTON — A coalition of 10 trucking-related organizations has petitioned the Federal Motor Carrier Safety Administration for a rulemaking if the agency intends to change how it analyzes and publishes data on motor carrier crashes.

The petition was filed on June 14, 2019, by the Motor Carrier Regulatory Reform (MCRR) coalition, which includes organizations representing more than 10,000 carriers, shippers and brokers.

David Gee, chairman of Alliance for Safe, Efficient and Competitive Truck Transportation (ASECTT) said FMCSA officials have indicated that they plan to make permanent as a matter of enforcement policy its crash preventability pilot program, the Crash Preventability Demonstration Program, which has been in place for nearly two years.

As of the end of the first quarter this year, carriers had submitted nearly 11,000 requests for crash preventability determinations under FMCSA’s narrowly defined program since August 2017. However, Gee said the program has not been subject to a formal rulemaking process.

On its website, the FMCSA said the Crash Preventability Demonstration Program is expected to last a minimum of 24 months.

The agency plans to make the program permanent, Transportation Elaine Chao said during an appearance at the Mid-American Trucking Show in Louisville, Kentucky, in March.

“As you know, this program is a response to industry concerns that crashes caused by factors outside of a driver’s control are still shown on the driver’s record,” Chao said. “Based on positive feedback from industry stakeholders, the Department will propose to make this demonstration program permanent. And, the Department of Transportation will propose to add even more of these scenarios for prevention reviews.”

The demonstration program got its impetus after motor carriers complained that there was no method in place to determine who was at fault for accidents involving big rigs, and drivers were getting penalized on their CSA scores and motor vehicle records, and carriers were getting penalized on their CSA scores.

In its explanation of the program on its website, the FMCSA said studies show that crash involvement is a strong indicator of future crash risk.

“The Crash Preventability Demonstration Program allows FMCSA to gather data to examine the feasibility, costs, and benefits of making crash preventability determinations on certain crash types,” the website says. “FMCSA will use the information from the program to evaluate if these preventability determinations improve the Agency’s ability to identify the highest-risk motor carriers.”

Drivers and carriers alike believe that about 75 percent of the crashes involving tractor-trailers and passenger vehicles are the fault of the driver of the passenger vehicle.

In its petition, the MCRR coalition argued that FMCSA must conduct a rulemaking before adopting any permanent program to call balls and strikes on crashes.

Publication of preventability metrics would, among other things, constitute a violation of the Fixing America’s Surface Transportation (FAST) Act, the Administrative Procedure Act (APA), and federal executive orders intended to protect the industry against bureaucratic overreach in the name of guidance, the coalition told the agency.

The petition said a key problem with FMCSA’s approach is that the term “preventability” is an artificial construct that does not equate to carrier fault, much less to a systemic violation of safety regulations.

The MCRR coalition argues that the publication of preventability data and metrics would result in increased insurance rates and lost business by carriers that the FMCSA acknowledges are fit to operate and, therefore, fit for shippers and brokers to use.

The subjectivity of the preventability standard and its lack of due process suggest that adopting the trial program as policy guidance would hurt the industry, especially small carriers, the petition said.

The Motor Carrier Regulatory Reform coalition is an affiliation of organizations that frequently weigh in with FMCSA and Congress to promote reasonable regulation and enforcement affecting motor carriers and their business partners. The coalition membership varies slightly depending on the particular issue.

For purposes of the crash preventability rulemaking petition the coalition includes the Air and Expedited Motor Carriers Association, the Alliance for Safe, Efficient and Competitive Truck Transportation, the American Home Furnishings Alliance/Specialized Furniture Carriers,  Apex Capital Corp., the Auto Haulers Association of America, the National Association of Small Trucking Companies, the Tennessee Motor Coach Association, The Expedite Alliance of North America, the Transportation & Logistics Council, and the Transportation Loss Prevention & Security Association.

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