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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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8 Comments

8 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.

  7. Jason

    May 31, 2019 at 6:26 pm

    If you notice this BS is the work of the ATA which is nothing but a scumbag organization for the big carriers that are already forced to govern there trucks to 65mph or less because they put inexperienced morons in there trucks that have no business driving a truck by themselves and there insurance carriers will not insure them unless there trucks are governed!!!! So basically the ATA does not like the fact that a owner operator or small trucking company can legally run the speed limit and the ATA wants everybody to be punished for there stupidity!!!

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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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The Nation

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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The Nation

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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