The Nation

DALLAS — Truck fleets and operators using Drivewyze PreClear weigh station bypass service will now receive bypasses at 10 locations in Oregon. The new Drivewyze sites are located in Woodburn (north and southbound), Booth Ranch (north and southbound), Ashland (north and southbound), southwest of Juniper Butte (north and southbound), Wyeth (westbound), and Rocky Point (westbound). The Woodburn, Booth Ranch, and Ashland sites are along the I-5 corridor, a major truck route connecting Canada to the north and Mexico to the south. The Drivewyze locations near Juniper Butte is just north of Redmond, along Highway 97. The Wyeth site is due west of Hood River on I-84, and the Rocky Point location is along Highway 30. “With weigh station bypass service now available in Oregon, we are able to provide better service for our customers operating along the west coast, and within the state,” said Brian Heath, president and CEO of Drivewyze. “And, this is just the beginning. By next year, we expect to have 10 additional weigh station bypass sites available in Oregon.” With the 10 Oregon locations, Drivewyze now provides bypass opportunities at more than 800 weigh stations and inspection sites, in 47 states and provinces. The Drivewyze PreClear weigh station bypass application is available to carriers on supported ELDs and other in-cab devices, through the Drivewyze partner network (https://drivewyze.com/drivewyze-on-your-eld/). In addition to time-saving bypasses, Drivewyze subscribers now have access to Drivewyze Safety Notifications, which provide Drivewyze-enabled trucks with high-rollover, low-bridge, and mountain safety alerts. Subscribers interested in deploying the Drivewyze Safety Notifications should contact their Customer Service Manager. To learn more about Drivewyze, visit www.drivewyze.com.

WASHINGTON — The initial state-by-state calculation of the impending $7.6 billion rescission of federal-aid highway contract authority mandated by the Fixing America’s Surface Transportation (FAST) Act indicates states may experience deeper funding cuts than what was called for in that 2015 law, according to a report in the Journal, the official publication of the American Association of State Highway and Transportation Officials (AASHTO). According to Federal Highway Administration data released this week, the total unobligated balances of state highway funding subject to the rescission — scheduled to occur July 1, 2020 — stands at just over $5.35 billion as of September 30. That means a further $2 billion-plus will be extracted from federal-aid highway contract authority held by states during fiscal year 2020. Texas provides one of several stark examples of this funding cut. According to FHWA data, Texas has an unobligated balance of $679.4 million as of September 30. Yet since its share of the $7.6 billion rescission — based on formula funding calculations — is 12.69 percent, Texas will have to return more than $960 million to federal coffers, impacting funding streams for transportation projects already on the books. “In short, this is rescinding more federal-aid highway contract authority than states have,” warned Jim Tymon, AASHTO executive director. “Once these dollars go away, they will not otherwise be invested in our nation’s transportation system.” AASHTO added in a separate letter to Senate leaders on October 30 that “it is especially critical to repeal this [rescission] in calendar year 2019 because, in the worst-case scenario, states may be forced to de-obligate existing projects in order to provide the necessary amount of contract authority to be rescinded.” The organization further noted that “the lack of funding flexibility resulting from the rescission will severely undermine states’ asset management processes which are intended to meet key national performance targets on safety, pavement, bridge, freight movement, congestion, emission, and overall system performance.” A group of 41 transportation organizations led by AASHTO called for the repeal of the rescission in a September 12 letter to Congressional leadership, noting that it will “significantly depress the 10-year budget baseline for surface transportation programs beginning in Fiscal Year 2021, undermining significant bipartisan support in Congress and the Administration for boosting federal infrastructure investment.” Repealing the rescission also has strong bipartisan and bicameral support in Congress. The leaders of the Senate Committee on Environment and Public Works introduced S.1992 to repeal the FAST Act rescission, which to date has garnered 23 co-sponsors. Earlier in the year they called for the repeal of the rescission in a letter on June 12, which echoed a similar appeal made by the leadership for the House of Representatives Committee on Transportation and Infrastructure in a May 8 letter. “This rescission should be repealed in any future budget or spending agreement that the Congress considers before the end of this fiscal year,” noted Sen. John Barrasso, R-Wyo., chairman of the EPW committee, and Sen. Tom Carper, D-Del., ranking member, in their joint letter to Senate leadership. “If it stands, this rescission will impact every state’s ability to plan, build and repair needed roads and bridges that are vital to American communities,” they said. “Failure to address this rescission will cost jobs and needlessly slow our economy.”    

PLOVER, Wis. — Hannah Cannington has been named Women In Trucking (WIT) November 2019 Member of the Month. She is the branch manager for the Alabama Motor Express (AMX) Logistics office in Savannah, Georgia. As a rising star in the supply chain industry, Cannington has proven success comes from hard work and dedication, according to WIT President and CEO Ellen Voie. Logistics wasn’t on Cannington’s radar as a professional career. In fact, she worked in healthcare for a few years before a friend reached out to her about a job in logistics. Knowing nothing about logistics, but at a point in her career where she welcomed exciting new opportunities, Cannington joined the C.H. Robinson team. She started in operations, assisting with customer freight by tracking, tracing and dispatching truck drivers. Her interest in supply chain and aptitude working with others led to her transition into the strategic side of the business and eventually into human resources. After three years at C.H. Robinson, Cannington knew it was time to pursue her passion for working with people. Cannington spent three years at multiple recruiting firms where she worked closely with supply chain professionals. But something was still missing. Cannington loved the “on your toes” feeling that she had when working in supply chain. Her experience working in logistics and background in human resources made her the ideal candidate for the role as branch manager at AMX Logistics. “When approached for branch manager, I had my doubts,” Cannington said. “I didn’t have 15-20 years of experience, but I kept telling myself that I was worth it – and that I could handle the challenge.” Cannington now leads a team of logistics professionals that streamlines processes to provide superior service for customers. She has a simple strategy: Work quickly but be thorough. “Logistics requires an incredible amount of problem solving in an incredibly short period of time,” Cannington said. “Anything could happen at any time. Sometimes, information isn’t available until the last minute. Our customers expect us to have the answers anyway.” When looking for the perfect candidate for a supply chain role, Cannington looks for someone like herself. She didn’t come from logistics, but it takes hard work and dedication to be in this field of work. “Logistics experience is great, but I appreciate people who are always up for a challenge because I know they can work under pressure,” she said. The future of the industry is unclear, but Cannington knows one thing is for sure – women in the logistics industry need to look at what they’ve done and know they’ve helped to break the pre-conceived mold of what a supply chain professional looks like. “Logistics is more complicated, more interesting and more fun than most people assume,” Cannington said. “For a long time, there was a perception it was all about truck drivers. Or, that it’s dominated by men. I’m here as proof that logistics offers something for everyone.” Women In Trucking Association 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. For more information, visit www.womenintrucking.org or call 888-464-9482.      

RICHMOND, Va. — The Alliance for Toll-Free Interstates (ATFI) has published its periodical update on current and prospective tolls efforts. Reports on eight states and the federal government are included in the update. The ATFI says it is committed to keeping existing interstates toll-free and open “as they were intended.” The American Trucking Associations, the Truckload Carriers Association and the Owner-Operator Independent Drivers Association are members of the alliance. The following information is taken directly from the update. Alabama A proposed toll bridge on Interstate 10 across Mobile Bay and Mobile River estimated at $6 each way for vehicles has been getting a lot of attention lately. This would be one of the nation’s largest infrastructure projects at over 10 miles in length and suspended hundreds of feet in the air above the water near downtown Mobile. While the bridge is badly needed, transportation officials claim the state can’t afford this massive $2.1 billion project on its own. The hotly contested proposal has enormous public opposition and even state officials have failed to reach a consensus. Despite Gov. Kay Iver’s outspoken support, Lt. Gov. Will Ainsworth voiced his opposition, calling it a burden on the region’s working families.  At the end of August, Ivey declared this plan dead after the Eastern Shore Metropolitan Planning Organization voted to eliminate it from its short-term plan. However, many residents fear that this tolling project might show up again in the near future. Connecticut Connecticut is undergoing a heavy battle on funding its Special Transportation Fund. At the start of the 2019 Connecticut General Assembly Session, Gov. Ned Lamont went back on his campaign promises to not toll cars in the state by proposing to establish electronic tolls across the state. There are claims that tolls could raise $800 million annually, and as much as 40% of revenues could come from out-of-state travelers. However, information from the governor’s office has not been consistent by constantly changing details about the number, location and rates of the tolls. Republican legislators have offered a counterproposal named Prioritize Progress, which would steer clear of tolls. Lamont intends to call a special session on tolls before the 2020 regular session, but it has not been scheduled at this time. Florida In the spring, Gov. Ron DeSantis signed a bill from the Florida House creating three new toll roads in western and central Florida, including Orlando. No studies have been completed that address whether the toll roads are needed, and basic questions about the projects are set to be figured out at a later time. The Florida Department of Transportation (FDOT) will manage the projects and have final say over whether the roads become reality. At the end of July, FDOT set up a website for public comments on these three toll projects. To learn more, visit www.FloridaMCores.com. New York New York City became the first American city to impose congestion pricing to alleviate traffic and raise money for other transportation needs in the spring. Beginning in 2021, motorists will have to pay to enter the heart of Manhattan.  The Triborough Bridge and Tunnel Authority, which is a piece of the Metropolitan Transportation Authority, will decide how to implement congestion pricing after hearing to reflect on public comments and the findings of a traffic study. South Carolina South Carolina rejected tolls on existing interstates this year. At the request of the legislature, the South Carolina Department of Transportation (SCDOT) completed a study recently about turning Interstate 95 into a toll road. The comprehensive study examined how much it would cost to build the tollbooths and how long it would take the state to complete the project. The 199-mile stretch of I-95 would be separated into four points where a toll would be charged to cross each of four bridges. SCDOT found it would take the state 35 years to produce the money to pay for the project and cost an estimated $3.5 billion. Rhode Island In December 2018, the state announced that it would begin construction on the next 10 truck-only toll gantries on I-95. Despite opposition from major trucking groups and a lawsuit from the American Trucking Associations, the first toll booths opened in June 2018. In March 2019, the lawsuit from the ATA challenging Rhode Island’s truck-only tolls was dismissed by a federal judge who said the case needs to be tried at the state level. In early April, ATA appealed a federal judge’s ruling to dismiss the group’s lawsuit. Moreover, state officials say drivers crossing Rhode Island’s Newport Pell Bridge have tallied up $9.6 million in unpaid tolls, fees, and fines throughout the last six years. Virginia During the 2019 Virginia General Assembly Session, legislators considered several bills to toll Interstate 81 (I-81). ATFI partnered with the Virginia Trucking Association, Virginia Manufacturers Association, Virginia Forest Products Association, and several other trade associations to oppose the toll proposals. After the legislation was defeated, the General Assembly adopted a series of sales and gas tax increases and higher fees to fund improvements to I-81. This was a huge victory and complete reversal from the Virginia Governor Ralph Northam’s original plan for tolls in January. His message was clear: Virginia rejects tolls on existing interstates. Wisconsin In July, Governor Tony Evers signed the two-year state budget while using his line-item veto power to eliminate of several provisions. Most notably was a $2.5 million Department of Transportation study on mileage based fees and tolling that he deleted. Governor Evers vetoed this provision, saying: “I am vetoing this section because I object to the financing of another study that will show, yet again, that the motor fuel tax is the most effective way to approximate a user fee of roadway use and the most cost-effective way to collect revenue. The Legislature has had more than enough evidence and enough time to study the issue. It is time for the Legislature to stop stalling and act to secure a long-term transportation funding solution.” Federal The United States Senate released the Investing in America’s Surface Transportation Infrastructure (IATA) Act, a comprehensive surface transportation reauthorization bill, which would expire in September 2020. The tolling highlights include a pilot program mentioned as the Congestion Relief Program. On September 11, the House Highways and Transit subcommittee held a hearing called “Pricing and Technology Strategies to Address Congestion on and Financing of America’s Roads.” Elected officials and six witnesses discussed whether tolling, congestion pricing or even a fuel tax is the best way to resolve congestion across the country. Darren D. Hawkins, CEO of YRC Worldwide Inc., spoke out against tolling existing interstates on behalf of the American Trucking Associations. The ATFI said it would continue to monitor tolling efforts.            

OKLAHOMA CITY — Love’s Travel Stops & Country Stores is now serving customers at a new location in Willow Springs, Missouri, that opened Thursday. The location off Highway 60, adds 20 jobs to Howell County, Missouri, and 55 truck and 52 car parking spaces. “We’re excited to open our 16th location in Missouri,” said Tom Love, founder and executive chairman of Love’s. “We can now provide customers in the southern part of the state the quality Love’s services and products that they receive at our other locations.” The Willow Springs location is open 24/7 and offer many amenities, including more than 7,000 square feet of store space, McDonald’s, 55 truck parking spaces, 52 car parking spaces, three RV parking spaces, six diesel bays, two showers, laundry facilities, bean to cup gourmet coffee, brand-name snacks, Mobile to Go Zone with the latest electronics, CAT scale and a dog park. In honor of the grand opening, Love’s will host a ribbon cutting ceremony and donate $2,000 to the Willow Springs IV School District. Love’s Travel Stops & Country Stores is the nation’s industry-leading travel stop network with more than 500 locations in 41 states. Founded in 1964 and headquartered in Oklahoma City, the company remains family-owned and operated and employs more than 25,000 people. To learn more, visit loves.com.    

MARKHAM, Ontario, Canada — CarriersEdge, a provider of online driver training for the trucking industry, has introduced a course to help truck drivers better understand regulations regarding maximum vehicle weight and dimensions in the United States. With weight and size restrictions for commercial vehicles at both the federal and state level, the online training course, “Weights and Dimensions,” is designed to teach drivers the regulations they need to know so that they can stay compliant with the laws of the road. “Nearly every state differs in the way weight and dimension limits are governed,” said Jane Jazrawy, CarriersEdge co-founder and CEO. “This course aims to alleviate the confusion that can stem from understanding the regulations so that drivers can stay compliant and avoid citations.” Weights and Dimensions uses images, interactivity and real-life examples to cover what drivers need to know about keeping their vehicles’ gross vehicle and axle weights in compliance with the federal regulations governing the national network. The course includes quizzes and a final test, which carriers can use to maintain weight and dimension training records. Jazrawy said after completing the course, drivers will be able to: Explain the regulations that affect the weight and dimensions of vehicles on federal and state roadways. Determine the weight ratings for the vehicle as well as its axles and tires. Describe dimension limits such as kingpin to rear axle and rear overhang. Explain the steps in using the Bridge Formula Table to determine maximum axle weights. Describe how to shift weight between the axles of a vehicle. “The trucking industry walks a fine line,” Jazrawy said. “On one hand, shippers want as much freight moved in a single load, and while fleets want to maximize their payload to the fullest, they still need to be mindful of the regulations set in place throughout the states they travel through. This course will help truck drivers better understand how to maximize their payload, while staying compliant with local and federal regulations.” As with other courses in the CarriersEdge library of more than 80 titles, “Weights and Dimensions” can be taken any time and any place drivers have access to a computer or mobile device and an internet connection, giving them the flexibility to keep up-to-date with training while traveling or at home. CarriersEdge courses are available in multiple languages, in introductory, refresher and remedial formats, on subjects including defensive driving, hours-of-service rules, vehicle inspections, and handling hazardous materials. CarriersEdge regularly updates and adds to its list of training modules; recent additions include courses on practical cargo securement and violence and spotted lanternfly. For more information, visit www.carriersedge.com.

COLUMBIA, Mo. — Distracted driving is “truly one of the most significant issues in transportation across our nation,” said Patrick McKenna, director of the Missouri Department of Transportation and the American Association of State Highway and Transportation Officials (AASHTO) 2019-2020 president, in remarks during a one-day roundtable hosted by the National Transportation Safety Board here Tuesday. NTSB Vice Chairman Bruce Landsberg noted at the summit — an event the agency coordinated with the Missouri Coalition for Roadway Safety, StopDistractions.org and the University of Missouri — that the issue of distracted driving is on its list of 2019-2020 “Most Wanted” Transportation Safety Improvements and that it is the cause behind nearly 10% of U.S. traffic fatalities. As reported in the Journal, AASHTO’s official publication, Landsberg also pointed to more specific data compiled by the National Highway Traffic Safety Administration that, in 2015, some 3,477 fatalities and 391,000 injuries were the result of distracted driving crashes in the United States, costing an estimated $40 billion in losses. He added that “education, legislation, and enforcement” are all “critical elements” for reducing distracted driving. Nicole Hood, state highway and traffic engineer for the Missouri DOT, added during the roundtable that in 2018 there were 79 fatalities, 19,239 total crashes, and 7,345 total injuries involving a distracted driver across the state – costing the state $1.7 billion. “We’re trying to change that via educational initiatives, such as our ‘Buckle Up, Phone Down‘ campaign,” Hood said, adding that is because distracted driving is not just a “younger driver problem” in Missouri as 70 percent of the state’s distracted driving crashes involved drivers aged 22 years or older. That’s one reason why Missouri DOT’s McKenna expressed the need at the summit to cast a wider net when it comes to improving highway safety. Even though overall highway fatalities declined in 2018 compared to 2017, according to the latest NHTSA figures, McKenna added that he hopes during his one-year term as AASHTO’s president to “facilitate a conversation” with state DOTs, localities, and other organizations to focus on improving roadway safety in the United States for all users – be they motorists, pedestrians, bicyclists, or scooter operators. “Every day 100 Americans die traveling on our transportation network and distracted driving is an element of that,” he stressed. “That number must be made unacceptable. We can to do better than this. That’s why I plan to put national action plan together; to renew our focus on what is public health crisis.”

MEXICO CITY — Protests by Mexico’s truck and bus drivers are snarling traffic around the country. The Mexican Alliance of Drivers Organization says its members are striking on the country’s principal highways in 32 states. They are also blocking some lanes at the principal entrances to Mexico City and surrounding the country’s Congress. In most cases they were blocking only some lanes Tuesday, but letting traffic pass. The drivers are demanding a ban on double trailer trucks, long seen as a danger on the highways. They’re also complaining of high tolls and fuel costs. And they demand better highway security and an end to abuses by authorities. According to an article in the Latin American Tribune, the representative of the National Confederation of Urban and Suburban Transport Operators, Mario Hernandez, said the strike would immobile about a million vehicles. He stressed that the protest was a “technical strike” since aside from it being carried out peacefully, he said that “there will be no blocking of highways, bridges, ports or airports.” But, the Associated Press said, lanes were indeed blocked The leader of some 25,000 passenger-transport operators said that the measure seeks to pressure the federal government because of its “lack of the sensitivity” in responding to the request. “The prices of fuel go higher every day” and it’s impossible to cover all the costs, the leader said. Joining in the protests are such organizations as the National Farm Workers Corporation (CNC), the Autonomous Transport Operators Alliance of the Mexican Republic, construction trucking services and the Streetcar Alliance of Mexico, among many other organizations. These groups ask that the price of a liter of diesel, currently at 7.53 pesos ($2 per gallon), be reduced to 6.31 pesos per liter ($1.55 per gallon), its value in January 2008. “We ask that this price be maintained all year and that starting in 2010 the price of diesel and gasoline be adjusted according to the annual inflation index,” Hernandez said. The leader said that since January last year, the authorities began a price increase on fuels with the intention of equaling prices in the United States, which Monday averaged $3.064 a gallon.

A Congressional Budget Office (CBO) report released in October is an initial step in considering revenue options to stabilize the Highway Trust Fund (HTF), the nation’s primary source of funding for roadway maintenance and construction. Based on current projections, without changes in laws to provide additional revenue for the HTF, the fund will be drained by 2022. Likewise, the annual HTF deficit of $13 billion in 2017 will continue to increase as it has almost every year since 2001. The focus of the CBO report is a federal tax on commercial shipping via roadways based on vehicle miles traveled (VMT). The report looks at how a VMT program would alter CBO projections during the upcoming decade using 2017 baseline data. In 2017, expenditures exceeded revenues by 31.7%. Analyzing these figures and data including the types of trucks using the highways and projected inflation rates, the CBO estimates the HTF will be insolvent within three years. The report considers how a VMT tax on commercial vehicles might improve this outlook. The VMT tax is not a new concept. Four states—Kentucky, New Mexico, New York, and Oregon—all use a VMT tax as a revenue stream. However, the tax rates, structure of the various programs and compliance rates among truck owners vary. For instance, Kentucky levies the tax on vehicles rated greater than 60,000 pounds. New Mexico, New York, and Oregon base tax rates on registered weights. The Kentucky tax is a flat 3 cents per mile for all trucks above the weight threshold, while the remaining states’ tax rates vary from 1-29 cents per mile depending on weight. Tax evasion rates vary between states, ranging from 3-7% in Kentucky to 30-50% in New York. Finally, incentives for payment of VMT taxes are provided. Oregon, for instance, has the nation’s highest VMT tax rates but use the revenue source as an alternative to fuel taxes for some trucks. The CBO report focuses on three aspects of a VMT tax—the tax base; tax rate structure; and implementation methods. Tax Base The CBO report specifies truck type and weight ratings as considerations in which vehicles would be subject to the VMT tax. Taxing all commercial vehicles with six or more wheels and/or weights over 10,000 pounds are one option, while taxing only combination trucks, defined in the report as trucks hauling one or more trailers, is also considered. The truck types were separated based on 2017 statistics indicating that combination trucks represent 28% of those on the highway but account for 60% of total miles driven. Tax Rate Structure The CBO report considered each approach the four states levying VMT taxes use in terms of tax rates. A flat rate per mile for all commercial trucks and a weight-based variable rate are options. Location and time of mileage accrual were also studied as both factors impact costs of VMT monitoring. For example, if a VMT tax is charged only on interstate miles or is increased during hours of traffic congestion, some drivers will use alternate routes, decreasing projected revenues. Implementation Method of implementation impacts costs of a VMT tax system. CBO studied three implementation strategies including self-reported odometer readings, Radio Frequency Identification (RFID) readers, and on-board electronic monitoring devices (EMD). Self-reported odometer reading is the simplest monitoring method to implement and requires no special equipment. But odometer readings are only useful if the VMT tax is uniform. Reporting mileage driven on types of roads and locations would be difficult. RFID systems are not novel; many states use them in assessing tolls. A vehicle’s tag number is recorded where it enters and exits the toll road, and the registered owner receives an invoice. Costs of equipment, however, would be substantial, estimated in the “tens of billions” of dollars. CBO also considered electronic monitoring devices (EMD) as an implementation tool, estimating that 25% of trucks will soon carry EMDs to regulate driver hours behind the wheel. EMD monitoring costs will vary by the number of trucks subject to the VMT tax, and trucking firms will likely balk at the mandated expense. Driver concerns may also arise with an EMD system as many will consider government monitoring an infringement on privacy. Report Conclusions The CBO report suggested a VMT tax could be effective depending on the tax rate per mile. Assuming 90% compliance, a uniform rate of 9.5 cents would match 2017 HTF revenue collected and cover the $13 billion shortfall. In terms of consumers, the report states that a VMT tax would be regressive. Most people purchasing goods delivered by trucks are in lower income brackets, and economic reality suggests the cost of increased taxes will be absorbed by consumers. Those who pay a greater percentage of household income to cover the tax will suffer financially. Ultimately, the report’s most important finding may be included in its introduction: “The costs to the government of implementing a VMT tax on trucks are uncertain but would be higher than the costs of the existing tax on diesel fuel.” In other words, adjusting existing revenue-generating laws would be more cost-effective than implementing a VMT tax system. Overall, the CBO report does not provide detailed analysis of any aspect of a VMT tax. Any federal government report consisting of 43 pages can offer little more than an overview of the subject at hand. The report does, however, provide insight into the measures the government might consider keep the HTF sustainable. A VMT tax is just one of several options at lawmakers’ disposal.

WASHINGTON — To enhance the safety of the nation’s roadways, the Federal Motor Carrier Safety Administration must address the increase in fatalities involving large trucks and buses. So says the report on the Department of Transportation’s Fiscal Year 2020 top management challenges published October 23 by the DOT’s Office of Inspector General. The report noted that fatalities have consistently risen in recent years — from 4,455 in 2013 to 4,949 in 2018, an 11 percent increase. “Enhanced enforcement and data analysis are important tools for improving the safety performance of commercial motor carriers and their drivers and vehicles,” the report said. To begin to reverse the trend, the OIG made three specific recommendations: Ensuring commercial drivers are qualified to operate large trucks and buses Prioritizing motor carriers for interventions Estimating the impact of driver detention on the motor carrier industry The OIG admitted that because of the volume of drivers and differences in states’ commercial driver’s license (CDL) programs, FMCSA faced challenges in ensuring both drivers and states comply with federal requirements. In particular, the Commercial Motor Vehicle Safety Act of 1986 requires states to exchange information on commercial drivers through a nationwide information system, and established penalties, including CDL disqualification, for serious traffic violations. “Yet weaknesses in timely information sharing have led to unqualified drivers remaining on roads,” the OIG said. The report cited an example where a driver with a Massachusetts CDL was recently arrested in Connecticut for operating under the influence and six weeks later, he was involved in a fatal crash in New Hampshire. The violation in Connecticut should have resulted in disqualification of the driver’s CDL. An internal review conducted by the Massachusetts Registry of Motor Vehicles (RMV) revealed that RMV officials did not timely review notifications of numerous out-of-state violations. Furthermore, a flaw in RMV’s electronic registry system inappropriately “kicked out” some notifications from other states. RMV has since issued suspensions of over 2,000 CDLs after reviewing its backlog. The report also called on FMCSA to take action to ensure that commercial drivers maintain valid medical certificates noting that since August 2014, OIG investigations of the medical certification process have resulted in eight indictments and six convictions related to fraud. The OIG called prioritizing motor carriers for interventions an ongoing challenge for FMCSA FMCSA uses a data-driven safety compliance and enforcement program called the Compliance, Safety, and Accountability (CSA) program. FMCSA commissioned the National Academy of Sciences (NAS) to study the CSA program and developed a corrective action plan to address NAS’s recommendations, but the OIG said a recent audit on FMCSA’s corrective action plan found that the agency had addressed some, but not all, of the NAS recommendations. “For example, NAS recommended that FMCSA develop an Item Response Theory (IRT) model over the next 2 years, and if it performs well in identifying motor carriers for intervention, to use the model to replace SMS,” the OIG said. “To address this recommendation, FMCSA has developed and tested IRT to gauge its suitability for prioritizing motor carrier safety interventions and plans to decide whether it will adopt IRT by September 2020.” Further, the OIG said FMCSA’s corrective action plan lacked implementation details to address NAS recommendations on improving the transparency of the agency’s data and also lacked details on improving its assessment of motor carrier safety rankings, such as the use of percentile rankings and relative and absolute measures to support decisions regarding which carriers receive safety alerts. FMCSA plans to address these areas once it decides whether to adopt IRT to prioritize carrier safety interventions, the OIG said. As for detention, the OIG said FMCSA’s efforts to improve commercial vehicle safety also depend on obtaining an accurate understanding of the role of driver detention within the industry. Specifically, to reduce driver fatigue and fatigue-related crashes, FMCSA’s Hours of Service regulations limit the number of hours a driver can work. Drivers who experience excessive delays at shipping and receiving facilities may violate HOS regulations or drive unsafely because of fatigue or the desire to recover lost income, increasing the risk of crashes that result in fatalities, injuries, and financial costs. The Fixing America’s Surface Transportation Act of 2015 directed FMCSA to issue regulations that cover the collection of data on delays experienced by commercial vehicle operators before the loading and unloading of their vehicles. However, in 2018, the OIG said it reported that accurate industrywide data on driver detention do not exist. These data are not available because most industry stakeholders only measure time spent at shippers’ and receivers’ facilities beyond the limit established in shipping contracts. Available electronic data cannot readily discern detention time from legitimate loading and unloading tasks, and are unavailable for a large segment of the industry, the OIG said. FMCSA data estimated that driver detention increases the likelihood of truck crashes involving fatalities, significant injuries or vehicle towing. “We estimated that a 15-minute increase in average dwell time—the total time spent by a truck at a facility — increases the average expected crash rate by 6.2 percent. We also estimated that detention is associated with reductions in annual earnings of $1.1 billion to $1.3 billion for for-hire commercial motor vehicle drivers in the truckload sector,” the report said. Without accurate and representative data, FMCSA faces challenges in accurately describing how the diverse trucking industry experiences driver detention, the report concluded.        

WASHINGTON and ARLINGTON, Va. — With nearly 800 people killed on U.S. roads every month in speed-related crashes, the Governors Highway Safety Association (GHSA) and the Insurance Institute for Highway Safety (IIHS) are launching a partnership to support a new kind of state program to reduce the toll. GHSA and IIHS are working with the National Road Safety Foundation (NRSF) to award one or more grants in 2020 to develop and implement a speed-management pilot program. State agencies will be eligible to compete for the grant by proposing an interdisciplinary, community-based program that combines proven and innovative countermeasures from the areas of engineering, high-visibility enforcement, communications, advocacy and policy. “Our three organizations are teaming up because we need to rethink how we address speeding,” GHSA Executive Director Jonathan Adkins said. “We will be taking different approaches like engineering, enforcement, and community engagement and breaking them out of their silos to more effectively target speeding and ultimately change the prevalent culture around this dangerous driving behavior.” More than 9,000 fatalities in 2018, or 26 percent of all crash deaths, were speed-related. High speeds increase the likelihood of a crash because it takes a driver longer to stop or slow down. They also make collisions more deadly because crash energy increases exponentially as speeds go up. IIHS experts will evaluate the pilot program with the goal of identifying a model that can serve as a national template. “The program aims to follow the example of the national Click It or Ticket program on seat belt enforcement. That program started as a successful pilot project in North Carolina and was eventually scaled up nationwide,” said IIHS President David Harkey. The speed project grew out of an April 2019 national forum hosted by IIHS and GHSA that brought together a diverse group of stakeholders to discuss ways to address the speed problem. Highway safety advocates, researchers, and local, state and federal officials spoke about how enforcement challenges, rising speed limits, and public acceptance of speeding have added new urgency to the problem. “Speed has remained a leading fatal crash factor for decades and there is no way we will get to zero traffic deaths without prioritizing this persistent highway safety threat,” says Michelle Anderson, NRSF director of operations. To provide states and communities with more details about the new grant program, GHSA and IIHS will host an informational webinar on Thursday, November 14, from 2-3 p.m. EST. For more information on the webinar and to register, click here.      

OKLAHOMA CITY — Love’s Travel Stops & Country Stores has opened new locations in Missoula, Montana, and Eutaw, Alabama. The Missoula store, located on Highway 10 West, adds 70 jobs and 58 truck parking spaces to Missoula County. The Eutaw store, located off Interstate 20, adds 101 jobs and 96 truck parking spaces to Green County. “We’re eager to provide quality services and products to customers in western Montana and western Alabama,” said Tom Love, founder and executive chairman of Love’s. “These locations are separated by thousands of miles, but both have the same great amenities that professional and four-wheel drivers enjoy.” Both locations are open 24/7 and offer many amenities. In Missoula, those include more than 7,000 square feet, Hardee’s, 58 truck parking spaces, 68 car parking spaces, three RV parking spaces, eight diesel bays, five showers, Love’s Truck Tire Care with Speedco lane, laundry facilities, bean to cup gourmet coffee, brand-name snacks, Mobile to Go Zone with the latest electronics, CAT scale, dog park and casino. Eutaw, Alabama, amenities include more than 8,000 square feet, Chester’s Chicken, Godfather’s Pizza and Hardee’s, 96 truck parking spaces, 74 car parking spaces, three RV parking spaces, eight diesel bays, eight diesel bays, seven showers, Speedco location on-site, laundry facilities, bean to cup gourmet coffee, brand name snacks, Mobile to Go Zone with the latest electronics, CAT scale and dog park. In honor of the grand opening, Love’s will host a ribbon cutting ceremony at each location. Love’s will also donate $2,000 to the Ronald McDonald House Charities of Western Montana and $2,000 to the Greene County Children’s Policy Council in Eutaw. Love’s Travel Stops & Country Stores travel stop network includes more than 500 locations in 41 states. Founded in 1964 and headquartered in Oklahoma City, the company remains family-owned and operated and employs more than 25,000 people. To learn more, visit www.loves.com.

LONDON — Investigators were trying to piece together the movements of a large cargo truck found Wednesday containing the bodies of 39 people in one of Britain’s worst people smuggling tragedies. Details about the victims, including where they were from, were scarce. Police in southeast England said they have not been identified — a process they warned would be slow. The truck’s driver — a 25-year-old man from Northern Ireland — was arrested on suspicion of murder. He has not been charged and his name has not been released. He and other drivers who may have been at the wheel before him would have taken advantage of the European Union’s generally open borders to travel in several countries without border checks. Britain remains an attractive destination for immigrants, even as the U.K. is negotiating its divorce from the EU. In Parliament, Prime Minister Boris Johnson put aside the Brexit crisis, at least for a few minutes, and vowed that the people traffickers would be found and prosecuted to the full extent of the law. “All such traders in human beings should be hunted down and brought to justice,” he said. Ambulance workers discovered the bodies after being called at 1:40 a.m. to a truck on the grounds of the Waterglade Industrial Park in Grays, 25 miles (40 kilometers) east of London on the River Thames. It was unclear who called the ambulance service. No cause of death has been made public. Police said one victim appeared to be a teenager but gave no further details. Police initially said the cargo truck had traveled through Ireland and then to Wales via ferry. But Essex police later said they believe the container with the people inside went from the port of Zeebrugge in Belgium to Purfleet, England, where it arrived early Wednesday. Police said they believe the tractor unit traveled from Northern Ireland and picked up the container unit. “This is a tragic incident where a large number of people have lost their lives. Our inquiries are ongoing to establish what has happened,” Essex Police Chief Superintendent Andrew Mariner told reporters. The cargo truck had a Bulgaria registration, Bulgaria’s Foreign Ministry said in a news release. But Bulgarian authorities said they could not yet confirm that the truck had started its journey there. The Foreign Ministry said the Swedish-made “Scania” truck was registered in the Bulgarian Black Sea port city of Varna to a company owned by a woman from Ireland. “We are in contact with our embassy in London and with British authorities,” Foreign Ministry spokeswoman Tsvetana Krasteva said. The number of victims was shocking, although it has become sadly common in recent years for small numbers of migrants to occasionally be found dead in sealed vehicles after having been abandoned by traffickers. The tragedy recalls the death of 58 migrants in 2000 in a truck in Dover, England, and the deaths in 2015 of 71 migrants from Syria, Iraq and Afghanistan who were found suffocated in the back of a refrigerated truck that was abandoned on an Austrian highway close to the Hungarian border. It seems likely the traffickers shunned the most popular English Channel route from Calais, France, to Dover, England because of increased surveillance at those ports and instead chose a more circuitous route. Dover and Calais, which have been under pressure from human traffickers for years, have sniffer dogs, monitors and more advanced technological surveillance due to the fact that they are the endpoints for the Channel Tunnel between France and Britain. Groups of migrants have repeatedly landed on English shores using small boats for the risky Channel crossing, and migrants are sometimes found in the trunks of cars that disembark from the massive ferries that link France and England, but Wednesday’s macabre find in an industrial park was a reminder that trafficking gangs are still profiting from the human trade. “To put 39 people into a locked metal container shows a contempt for human life that is evil,” lawmaker Jackie Doyle-Price, who represents the region in parliament, told Parliament. The National Crime Agency said its specialists were working to “urgently identify and take action against any organized crime groups who have played a role in causing these deaths.” It said in May that the number of people being smuggled into Britain via cargo trucks was on the rise.