Connect with us

The Nation

OOIDA: Allowing under 21-year-olds to drive interstate would increase crashes

Published

on

OOIDA claims the pilot program to test the ability of CDL holders to drive interstate routes was at least partially fueled by claims by the largest motor carriers, and the trade associations that represent them, that there is a driver shortage, which OOIDA has long-labeled a “myth.” (The Trucker file photo)

GRAIN VALLEY, Mo. — Noting that the primary mission of the Federal Motor Carrier Safety Administration is to reduce crashes, injuries and fatalities involving large trucks and business, the president of the Owner-Operator Independent Drivers Association said Monday that allowing CDL holders under the age of 21 to drive interstate commerce isn’t the way to go.

“When it comes to highway safety, the data is clear – younger drivers and inexperienced drivers crash more,” said OOIDA President and CEO Todd Spencer. “This is why OOIDA strongly opposes a pilot program that would allow drivers under the age of 21 to operate in interstate commerce.”

Spencer was responding to a request by the FMCSA for comments regarding a second pilot program for under-21 drivers. A previous pilot program involving 18- to 20-year-old military veterans and reservists is in the process of being undertaken by the agency.

The pilot program on which Spencer was commenting is for non-military drivers.

“Motor vehicle crashes are a leading cause of death for 15-20-year-olds, according to the National Center for Health Statistics,” Spencer wrote, adding that a 2017 National Highway Traffic Safety Administration analysis on younger drivers found that 8.3% of all drivers involved in fatal crashes were young drivers. However, young drivers were only 5.4% of all licensed drivers in 2017.

“CMV drivers under the age of 19 are four times more likely to be involved in fatal crashes than all truck drivers and CMV drivers between the ages of 19-20 are six times more likely to be involved in fatal crashes compared to all truck drivers,” Spencer wrote. “Additional research has shown that most drivers under the age of 21 ‘…lack the general maturity, skill and judgment that is necessary in handling commercial motor vehicles,’ while other studies have shown that the prefrontal cortex, which is the portion of the brain responsible for complex cognitive behavior and decision making, does not fully develop until the mid-20s5 and that adults are better equipped to recognize errors in decision making. Given this existing data, we firmly believe that licensing under-21 drivers for interstate commerce will result in more crashes, injuries, and fatalities involving large trucks.”

Spencer said the pilot program was at least partially fueled by claims by the largest motor carriers, and the trade associations that represent them, that there is a driver shortage, which OOIDA has long-labeled a “myth.”

Spencer said OOIDA is concerned that the FMCSA is indicating its acceptance “of this notion by moving forward with this unsafe proposal and providing credence to dangerous legislation such as the DRIVE-Safe Act. Experience tells us many of the entities pushing for the change in the current age requirement would simply use it to take advantage of a new pool of drivers – teenagers, who would be subjected to poor working conditions, predatory lease-to-own schemes, and woefully inadequate compensation.”

Spencer offered an option to the pilot program.

“Rather than developing programs to allow more teenagers behind the wheel of 80,000-pound trucks, the federal government, in collaboration with industry stakeholders, should be taking steps to reverse the incessantly high driver turnover rate, which has varied between 71 and 102% among large truckload carriers over the last several years,” Spencer said. “This constant driver churn decreases highway safety as those who leave the workforce are immediately replaced with less experienced individuals in an effort to keep labor costs as low as possible and avoid improving difficult working conditions. Without addressing the underlying circumstances that have led to excessive churn, we anticipate turnover rates will remain precariously high or even increase – no matter the age of the driver.”

 

Continue Reading
Advertisement
Click to comment

Leave a Reply

Your email address will not be published. Required fields are marked *

The Nation

SBTC’s anti-ELD petition stalls, Lamb uses ‘phone call’ to put blame on OOIDA

Published

on

Small Business in Transportation Coalition President James Lamb tells viewers his investigators have uncovered evidence that the Owner-Operator Independent Drivers Association is sabotaging his organization’s efforts to get 100,000 signatures on a petition to ask the White House to immediately suspend the ELD mandate. (Courtesy: SMALL BUSINESS IN TRANSPORTATION COALITION)

In an online editorial we posted August 22, we described the Small Business in Transportation Coalition (SBTC) as positioning itself to be a one-organization wrecking crew targeting the Federal Motor Carrier Safety Administration and the electronic logging device mandate.

In particular, SBTC and its president, James Lamb, have been on a tear against electronic logging devices.

(This is the same James Lamb who in early 2018 agreed to settle a probe into his business dealings brought by the U.S. Federal Trade Commission, which accused Lamb and several of his businesses of cheating owner-operators out of millions of dollars over the course of several years. Lamb denied the charges, but the FTC is in the process of paying out $900,000 to truckers who the FTC says were scammed.) 

After the FMCSA denied its application asking that carriers with under 50 employees be exempted from the ELD mandate, SBTC asked FMCSA to reconsider the denial. 

With no apparent hope that FMCSA would reverse its decision (remember ELDs were ordered by Congress), Lamb and SBTC have moved up the ladder to Congress and now to the White House.

AN EDITORIAL

Currently, SBTC is asking drivers to sign a petition asking Transportation Secretary Elaine Chao and President Donald Trump to immediately suspend the ELD rule.

SBTC says it needs to have 100,000 signatures (it’s not likely to happen) before the White House will respond to the request to suspend the rule (that’s not going to happen).

On October 31, Lamb published an e-mail asking the Owner-Operator Independent Drivers Association to join SBTC in support of the petition.

Lamb apparently never heard from OOIDA, and with his petition drive stalled at around 30,000, Lamb decided to blame OOIDA for the slowdown and appears to have set out to make his point with an elaborate scheme that he is reporting through his e-mail blasts to the media and others, claiming that OOIDA is sabotaging his petition effort.

In a video released at 5:20 p.m. Central time November 11, Lamb said he had some “disturbing” information regarding the ELD suspension petition.

“We have through our private investigators uncovered that OOIDA has been sabotaging our petition. We hired a private investigator to follow up on leads that we have received regarding possible interferences with our petition and boy, did we find out what’s going on here.

“I’m going to play you the tape the investigators sent me (actually the tape of the phone call made only hours or maybe even minutes before) so you can listen to it yourself and boy is it bad news for Todd Spencer (OOIDA president and CEO) and this woman … at OOIDA.”

That “call” was obviously definitely recorded November 11 because the caller mentioned having to work on the holiday, which was Veterans Day. The man said his name was Mike (he also used the name Michael).

It was easy to tell the call was a set up because the man who identified himself as Mike was obviously and purposely speaking into a recording device and recording the other end of the call from a speaker phone.

(An average observer would likely have thought the call was legitimate and that Lamb’s investigators had worked hard to uncover it, but we rather suspect it was a set up and the tape was handed to him shortly after it was made. Or he might even have been in the room when the “call” was made.

A transcript of the tape shows Mike told the woman at OOIDA he wasn’t a member of OOIDA but had heard about the petition campaign and wanted to know if OOIDA was in support of the petition.

He even claimed he’d never heard of James Lamb.

The woman at OOIDA offered to send Mike information about Lamb.

She asked for his e-mail address and after a long hesitation he gave two: mikeferrili@yahoo.com and mikeferilli@yahoo.com.

E-mails sent to those addresses by The Trucker bounced back as undeliverable. (Surprise, surprise).

Based on the transcript, Mike kept trying to coerce the woman into telling him not to sign the petition (the “call” lasted almost 15 minutes), but not once did she do that, only suggesting that petitions were not effective in getting change in Washington.

Contacting members of Congress is the most effective way, she said, citing an instance when OOIDA and its members contacted a Congressman, contacts that led to him reversing his support of speed limiters.

The woman told Mike that some members of OOIDA had signed the petition.

Mike kept on and on, obviously and in the opinion of this writer hoping the woman would tell him not to sign the petition, but the woman said absolutely nothing to discourage drivers from signing the petition.

At one point, the woman reminded Mike that OOIDA had been fighting against ELDs and their predecessors since 1978.

After the tape of the telephone “call” ended on his video, Lamb reiterated that OOIDA had done everything in its power to keep truckers from signing the petition.

“Mr. Spencer it looks like we have a problem. Our legal team (the same one that handed Lamb the tape of the supposed phone call) is going to be reviewing this and you are going to have some explaining to do to a judge,” he said.

We too, have a problem, and it’s with Mr. Lamb trying to lay the blame for his failure directly on someone else.

We call on Mr. Lamb and his organization to get off his anti-ELD horse.

That horse is in the barn, sir, and it’s not coming out.

If you are as powerful as you say you are, turn that power into doing something about the real issues that plague trucking today, matters such as driver pay, the lack of safe parking and driver detention, just to name a few.

OOIDA and many others in the trucking industry are really concerned about those issues.

So should you be.

 

 

Continue Reading

The Nation

Please grab hold. Please grab hold.

Published

on

As things turn colder around America, here is yet another video of a truckers ice encounter.
You know in their mind they were repeating… “please grab hold”!
Location: Somewhere along Lake Shore Drive in Decatur, IL.

Courtesy: WANDTV

Continue Reading

The Nation

86.5% of trucks inspected during CVSA Brake Safety Week had no OOS issues

Published

on

During a roadside inspection, if an inspector identifies critical vehicle inspection item violations, he or she will render the vehicle out of service, which means those violations must be corrected before the vehicle may proceed. (The Trucker file photo)

GREENBELT, Md. — The Commercial Vehicle Safety Alliance said Tuesday that inspectors conducted 34,320 commercial motor vehicle inspections during CVSA’s Brake Safety Week and placed 4,626 vehicles — or 13.5% — out of service after critical brake-related conditions were identified during roadside inspections.

CVSA noted that a majority — 86.5% — of vehicles inspected during the September 15-21 time period did not have any critical brake-related inspection item violations.

In 2018, CVSA said out of 35,080 inspections, 4,955 trucks — or 14.1% — were placed out of service.

In 2017, CVSA conducted only a Brake Safety Day, which resulted in 14% of trucks inspected being put out of service.

During a roadside inspection, if an inspector identifies critical vehicle inspection item violations, he or she will render the vehicle out of service, which means those violations must be corrected before the vehicle may proceed.

Sixty jurisdictions in Canada and the U.S. participated in this year’s Brake Safety Week.

In the U.S., 49 jurisdictions conducted 31,864 roadside inspections and placed 4,344 (13.6%) commercial motor vehicles out of service because of brake-related violations. In Canada, 11 jurisdictions conducted 2,456 roadside inspections and 282 (11.5%) commercial motor vehicles were placed out of service for brake-related violations.

As part of this year’s Brake Safety Week, inspectors also collected and reported data on brake hoses/tubing.

  • 2,567 units had chafed rubber hose violations.
  • 1,347 units had chafed thermoplastic hose violations.
  • 2,704 violations of § 393.45 of the Federal Motor Carrier Safety Regulations (FMCSRs) and Canadian equivalent violations included chafed rubber hoses.
  • There were 1,683 violations of § 393.45 of the FMCSRs and Canadian equivalent violations that included kinked thermoplastic hoses.

“Inspectors conduct more than 4 million roadside inspections every year and checking brake components is just one element of the inspection procedure inspectors perform on commercial motor vehicles every day,” said CVSA President Sgt. John Samis with the Delaware State Police. “This inspection and enforcement event reminds drivers and motor carriers of the importance of properly functioning brakes and spotlights the work done by inspectors, motor carriers and drivers every day to keep our roadways safe by ensuring vehicles are in appropriate working condition.”

According to the U.S. Department of Transportation’s National Highway Traffic Safety Administration, highway crash fatality data for 2018, there was a 2.4% decline in overall fatalities, the second consecutive year of reduced crash fatalities. However, conversely, for 2018, large-truck related fatalities increased by 0.9%.

“While we applaud the decrease in the overall number of fatalities on our roadways last year, we’re alarmed by the increase in the number of large-truck-related fatalities,” Samis said. “CVSA conducts high-profile, high-visibility enforcement events, such as Brake Safety Week, to reduce the number of fatalities occurring on our roadways. Roadway safety is our number one priority and we will continue our efforts to improve brake safety throughout North America.”

Brake Safety Week is an inspection, enforcement, education and awareness initiative that is part of the Operation Airbrake Program sponsored by CVSA in partnership with the Federal Motor Carrier Safety Administration and the Canadian Council of Motor Transport Administrators.

 

 

 

Continue Reading

Trending