Underride Roundtable 2015

In 2015, 4,067 people were killed in large truck crashes in the United States

Underride Roundtable 2015

The Truck Safety Coalition co-hosted the first ever Underride Roundtable at the Insurance Institute for Highway Safetys testing facility in Ruckersville, VA. The conference brought together researchers, safety advocates, government officials, and industry leaders to discuss truck underride crashes, examine the scope of the problem, and determine how to reduce the risks for passenger vehicle occupants through regulation and voluntary action. A crash test was also conducted to demonstrate improved underride guards.

underride roundtable 2015

“This conference is a critical milestone in the decades-long effort to strengthen underride protections for large trucks to prevent needless injuries and fatalities,” said John Lannen, Executive Director of the Truck Safety Coalition. “We hope that today’s discussion will spur swift industry and government action on underride which has long been recognized as a major safety issue.”

John Lannen continued, “Reviewing the research underscored startling data that demonstrate the need for long-overdue action to prevent underride crashes. At this conference, however, we did not stop at identifying the issues. We also worked to identify common ground to create commonsense reforms that have a meaningful impact on safety.”

At the conference, Jennifer Tierney, a board member of Citizens for Reliable and Safe Highways (CRASH), presented the Distinguished Safety Leadership Award to Greer Woodruff, Senior Vice President of Safety, Security, and Driver Personnel of J.B. Hunt Transport Services, Inc. for his outstanding and longtime dedication to improving truck safety.

“I have been advocating for stronger underride guards after my father, James Mooney, was killed in a truck underride crash thirty-three years ago. While many lives would have been saved had there been action following his death, this Underride Roundtable is major step in the right direction” stated Jennifer Tierney. “I look forward to working with government and industry officials as a member of the Underride Initiative at the Truck Safety Coalition to achieve a goal of zero underride crashes.”

Were you unable to attend the Underride Roundtable? View the entire event here: https://event.webcasts.com/starthere.jsp?ei=1100569

Truck Safety Awards – Press Release

Articles on Underride Roundtable

Underride Roundtable Pictures

The roundtable was organized and sponsored by

IIHS, the Truck Safety Coalition and Annaleah & Mary for Truck Safety

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Truck Accidents

Truck Accidents that Occurred in 2014 and 2015

Truck Accidents – 2015

Texas truck driver dies in six-vehicle crash on I-81

Tractor-trailer crashes into Tyrone dam and pond

Tractor Trailer Crashes Into Car And Wall On Thruway

4 people die when semi smashes into car in eastern Iowa

Police Identify Two Killed In Saturday Crash On I-95 In Old Lyme

Funeral set for Bartow County missionary killed by tractor-trailer

Driver cited in tractor trailer crash that closed section of I-78

Howe truck driver in critical condition after Monday wreck in Emmett

Two vehicles damaged by semi in downtown accident

UPDATE: Police identify driver killed in Bypass crash

Truck driver flown to hospital after fiery crash

Tractor-trailer truck dumps Poland Spring water on turnpike

Woman killed in Route 30 crash in Reisterstown

Truck driver dies in I-80 crash

Fire, crash causes damage to 3 semi-trucks, closes I-76 between Keenesburg and Wiggins

Wreck involving tractor-trailer kills 1 on I-40

‘Everything was burning,’ says witness of crash that injured 3 on M-14

Semi driver injured after crashing on Outer Loop

Man dies, trucker jailed after multi-vehicle crash on I-75

Names released in Friday motorcycle crash

Highway Patrol: stray tire caused grocery truck crash on I-77

Saratoga county man overdoses at the wheel, revived and arrested

Coffee Blamed For Semi-Truck Accident Near Brush

Victim Identified In Crash That Shutdown I-85 for 13 Hours

Coroner identifies tractor-trailer driver killed in crash

Suspected Drunk Trucker Charged after Feliberto Sepeda Killed in Semi-Truck Accident

Pickup driver walks away from wreck with semi in Alaska

Pedestrians injured when semi cuts corner in NE Portland

Three dead, five injured in 18-wheeler crash on I-35

55-year-old on bike dies after being struck by semi in Westmoreland County

Tractor-trailer hits minivan head-on, kills passenger

One killed, one injured in tractor trailer accident

Firefighters Injured, 2 Arrested in Deadly Crashes in Irving

Tavares man critically injured in St. Lucie County crash

Glenview Man Dies In South Dakota Motorcycle Accident

Driver rescued after his semi-truck rolls off Interstate 5, starts brush fire

Center Grove mother, two young children among five people killed in crash on I-65 in Tippecanoe County, interstate closed

Vehicle collision with semi kills one near Ritzville

Crews On Scene Of Multi-Vehicle Crash Involving Semi In South OKC

Semi loaded with produce crashes on I-15; traffic backup leads to 3-vehicle collision

Three suffer minor injuries in tractor-trailer collides with vehicle, then house

Crash into fire truck shows why Florida’s Move Over law is important

LSP: Metairie man dies in crash on Interstate 12

2 hurt in 18-wheeler accident in north Houston

Tractor-trailer crashes into passenger vehicle on U.S. 58 in Suffolk

Woman’s Car Overturned by Tractor Trailer in Mercer County

Semi driver dies following US-24 crash, fire

[Crash] injures Casey woman

Family remembers tractor-trailer wreck victim

Truck driver likely fell asleep before I-5 crash

Driver dies in Kansas semi accident

Two Die In Tractor-Trailer Crash Near Gravette

2 dead, 4 injured after truck hits motorcycles along Interstate 85 in Guilford County

Collision Course: With Wary Eye on Big Trucks, Bike Riders Seek Safe Space on City Streets

UPDATE: Two children among six dead in I-75 crash; driver identified

Amtrak train collides with truck carrying bacon near Wilmington

JBLM soldier, family killed in Texas crash

1 dead, 3 injured in Salado bridge crash

Victims in I-75 [Fedex Double Tractor Trailer] crash identified

5 dead in another crash on interstate near Savannah

5 Nursing Students Killed in Georgia Interstate Crash

Man faces involuntary manslaughter in fatal I-80 accident

Worker Killed Outside Argyle H.S. Was Hit By Semi Driven By His Dad

Background of truck driver involved in deadly crash reveals previous concerns

2-truck crash kills 2 Sunday on Alligator Alley

Left lane of turnpike reopens to eastbound traffic after fatal crash in Portage County

Fiery Tanker Crash, Explosion Shuts Down I-94 Near Detroit-Dearborn Border

Officials: Truck driver fell asleep in fatal Washington bus crash

Second victim dies after Peace River Bridge crash

A week after Metrolink train crashes into truck, engineer dies

Church raising money for crash victims’ father

1 killed in north Phoenix semi crash involving semi, 2nd truck

Woman hit, killed by semi-truck in Otsego

1 dead in truck, car crash on Interstate 287 in Mahwah

Winnsboro woman dies in head-on crash

One Dead, Two Injured After Four Semis Crash on I-49

I-45 Fatality

Woman killed in crash at entrance to I-95 in Yulee

At least 1 dead in 150-car pileup in Michigan

Man Wedged Between Semi Trucks Survives Massive I-84 Pileup Crash

Elgin woman killed in OK panhandle crash

Missouri truck crash kills N.J. man on New Year’s Eve

Truck Accidents – 2014

2014 Was A Banner Year For Food Spills On Highways

FedEx truck overturns on New Jersey highway, spills packages 

Chain reaction I-10 crash in Hancock County kills 4, injures 4

Arizona freeway crash: truck loses control, kills 4

Tired Trucker Tears Baltimore County Family Apart

Double-fatal crash near Huntley

One Killed in Monroe County Crash

I-59 Accident Takes Four Lives

Fiery Crash in Kaufman County Kills Three

3 killed, 13 Hurt in I-57 Crash

Woman Killed Friday in Crash on Indiana 49

Crash Devastates a Kentucky Family

Two killed, Four Injured in Multiple Vehicle Crash

Shadyside man killed in bizarre I-470 Crash

Woman Struck, Killed by Tractor Trailer

Truck Accidents

*A new version of the AP Stylebook was made available on June 1, 2016. One of the notable changes was the guidance the book offers on when to call a collision an “accident.” According to two tweets from AP Stylebook, “when negligence is claimed or proven, [journalists should] avoid accident, which can be read as exonerating the person,” and “instead, use crash, collision or other terms.”

TSC welcomes this effort to change the conversation about crashes, but we are also aware that many people use the word “accident” when looking for more information about a crash, which is why we have left it on this page. We will continue supporting efforts to Drop the “A” Word and push for “crash or collision” to be the default word used by journalists.

Link to Article: http://usa.streetsblog.org/2016/04/04/associated-press-cautions-journalists-that-crashes-arent-always-accidents/

truck accidents.

truck accidents.

STATEMENT OF SAFETY ADVOCATES AND TRUCK CRASH VICTIMS’ FAMILIES CONDEMNING FMCSA PLAN TO WITHDRAW IMPORTANT RULE ON TRUCK DRIVER FATIGUE

FOR IMMEDIATE RELEASE: August 7, 2017

Truck Drivers Suffering from Obstructive Sleep Apnea and Fatigue are a Clear Threat to Themselves and Other Road Users

Dropping Rules to Screen and Assist Drivers with OSA Puts Lives at Risk

The Federal Motor Carrier Safety Administration (FMCSA) is threatening the safety of all motorists by abandoning plans to require screening and treatment for commercial motor vehicle (CMV) drivers suffering from obstructive sleep apnea (OSA). FMCSA’s plan to withdraw an important safety rulemaking which is already underway ignores the advice of medical experts, fellow federal regulators and even the agency’s own advisory committees. The move comes at a time when the number of truck crashes, fatalities and injuries continues to skyrocket.

Fatigue is a well-known and well-documented safety problem.  Large truck and motorcoach drivers frequently work long shifts with irregular schedules, often without adequate sleep. Compelling and consistent research from groups like the American Academy of Sleep Medicine has shown that OSA-afflicted drivers who are not properly treated are more prone to fatigue and have a higher crash rate than the general driver population. The Federal Aviation Administration (FAA) also considers OSA to be a disqualifying condition unless properly treated. The National Transportation Safety Board (NTSB) is so concerned about fatigue-involved crashes that the Board included fatigue on both its 2016 and 2017/2018 Most Wanted List of safety changes because fatigue has been cited as a major contributor to truck crashes.

Ignoring the threat of fatigued truck drivers is particularly dangerous at a time when annual truck crash fatalities are comparable to a major airplane crash every other week of the year. In 2015, crashes involving large trucks led to the deaths of 4,067 people and left 116,000 more injured. Moreover, according to the U.S. Department of Transportation (DOT), fatalities in large truck crashes have increased by 20 percent since 2009 and large truck crash injuries have increased by 57 percent over the same time period.

It is especially disappointing that FMCSA is failing to heed the warning of its own advisory committees regarding OSA screenings. In 2012, the FMCSA’s Motor Carrier Safety Advisory Committee (MCSAC) and its Medical Review Board found that drivers with a body mass index of 35 or greater are more likely to suffer from OSA and recommended that they undergo an objective evaluation for the condition.

FMCSA’s move to kill this vital rule threatens the safety of truck drivers and the public at large. Basic safety protections are critical not only to help identify CMV drivers with OSA and get them the treatment they need, but also to provide clear rules to the industry, drivers and medical professionals on how best to deal with this significant safety risk.

Henry Jasny, Senior Vice President and General Counsel of Advocates for Highway and Auto Safety and a MCSAC member, said, “In abandoning its effort to screen professional commercial drivers for the serious medical condition of obstructive sleep apnea, the FMCSA fails to protect public safety on our highways from those who drive while fatigued due to this condition. The agency also shows a callous disregard for the health and well-being of drivers who suffer from OSA. This is yet another example of the FMCSA throwing its mission, to make safety its highest priority, under the bus.”

“Today, FMCSA showed, once again, a lack of commitment to improving commercial motor carrier safety at a time when truck crashes, injuries, and fatalities continue to surge,” said John Lannen, Executive Director of the Truck Safety Coalition and member of the MCSAC. “The agency’s misguided move also demonstrates a refusal to listen to the advice of advisory boards with experts on this issue – the Motor Carrier Safety Advisory Committee and the Medical Review Board. The withdrawal of this lifesaving rule that would establish requirements for sleep apnea screening is baffling given the agency is charged with improving motor carrier safety and, according to one of the largest sleep apnea studies, up to 50 percent of commercial motor vehicle drivers are at risk this health problem.”

Jane Mathis, a board member of Parents Against Tired Truckers (PATT) who also serves on the MCSAC, stated, “Sleep apnea is a scientifically proven sleep disorder that causes a brief interruption of breathing during sleep. People with sleep apnea are at risk of becoming fatigued as their body and brain are deprived of oxygen and the restorative effects of sleep. Policymakers at the FMCSA should be doing more to prevent truck crashes, which have skyrocketed 45 percent since 2009, including preventing truckers with OSA from getting behind the wheel and driving tired because of their sleep disorder. My son David and his wife of five days Mary Kathryn were driving home from their honeymoon when they were rear-ended and killed by a truck driver who had fallen asleep behind the wheel. Withdrawing this rulemaking is a step in the wrong direction for the safety of all motorists.”

Steve Owings, Co-Founder of Road Safe America and a MCSAC member, stated, “As the father of a young man who was killed in a truck crash, I know how dangerous large trucks can be and how critically important safety protections are. Drivers suffering from OSA are at risk from the effects of fatigue which pose a real danger to all those who share the road with large trucks. I am disheartened and dismayed that the FMCSA is ignoring the advice of its own advisory panels and other experts by withdrawing plans to require OSA screenings for commercial truck drivers. In fact, a survey prepared for the FMCSA found that almost two-thirds of drivers often or sometimes felt drowsy while driving and almost half had said they had fallen asleep while driving the previous year. Instead of taking action to remedy this problem, today’s action fails the motoring public.”

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Truckers Win Fight to Keep Insurance Payouts Low

 

 

 

 

 

This article was written by Paul Feldman, is a staff writer at FairWarning, a nonprofit news organization based in Pasadena, California, that focuses on public health, consumer and environmental issues.

Feds Reject Insurance Hike for Big-Rigs, Pleasing Independent Truckers, Rankling Safety Advocates

By Paul Feldman on July 13, 2017

https://www.fairwarning.org/wp-content/uploads/2017/07/TruckingIllustration-800x469.jpgGraham Brown was headed to his job as a computer technician when a drowsy big-rig driver swerved into his path and struck his car, sending it flying off a rural Illinois road and into a field.

Brown was airlifted to a hospital for a six-hour surgery that saved his life. He suffered collapsed lungs, broken arms and legs, neurological damage and kidney failure, his mother, Kate Brown recalls. Hospitalized for 75 days after the May, 2005, accident, Graham Brown, now 40, has endured more than 20 surgeries and still cannot use his left hand or arm.

Yet because the small trucking company had little more than the federal minimum of $750,000 in liability insurance, Kate Brown says she and Graham’s father were forced to dip into their retirement funds and take big chunks of time off from work to help care for their son.

Graham Brown eventually received a settlement of about $300,000, she says, after payment of attorney’s fees and other expenses. With continuing medical costs and permanent injuries that could reduce his earnings, he faces an uncertain financial future.

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Graham Brown, shown here with his mother, Kate Brown, was severely injured in a crash with a big-rig, and has had more than 20 surgeries. Because the trucking company had little more than the federal minimum of $750,000 in liability insurance, Brown faces an uncertain financial future.

The $750,000 minimum has been in place since 1983, but safety advocates who have campaigned to raise it have been stymied up to now. In their latest setback, the Trump administration in June dropped consideration of a higher minimum on grounds that it couldn’t get enough data from insurance and trucking firms to prove that the benefits would outweigh the costs. Efforts to raise the minimum previously stalled under the Obama administration, which also cited problems in collecting enough data.

Tens of thousands hurt

Kate Brown, of Gurnee, Illinois, said she was grateful her son survived, noting that “most people don’t live through crashes like that.” As for the financial stress on the family, Brown said it’s ”the price you have to pay because of the minimum insurance.”

Each year, close to 4,000 people are killed in the U.S. in crashes involving large trucks and tens of thousands more are hurt, some suffering catastrophic injuries that leave them disabled and in need of expensive lifetime care.

Yet for more than three decades, the federal minimum for truck liability insurance has remained stuck at $750,000. That amount, which must cover all victims of a crash, may be a fraction of the expenses for a single badly injured survivor. Simply adjusted for inflation, the minimum would be more than $2.2 million today.

“A million dollars wouldn’t have gotten my kids out of Akron Children’s Hospital,” said Baltimore resident Ed Slattery 61, a former economic analyst for the U.S. Department of Agriculture, who quit his job to care full-time for his two sons after they were critically injured in a 2010 big-rig crash on the Ohio Turnpike that killed his wife Susan.

The $750,000 minimum is a sliver of the $9.6 million value placed on a human life by the Department of Transportation when it is considering the costs and benefits of safety regulations.

Except for independent truckers, who say that even a small hike in their insurance premiums could force some of them off the road, few argue that the current minimum makes sense.

Action by private sector

The Trucking Alliance, an industry group that includes such major firms as J.B. Hunt and Knight, urges truckers to maintain coverage “significantly higher than the federal minimum requirement.” Doing so is necessary “to maintain the public’s trust and cover the medical costs associated with truck crash victims,” the organization says.

Even without a change in the government mandate, the private sector has moved the bar slightly on its own. A survey by the American Trucking Associations showed that eight of 10 truckers maintain $1-million of liability insurance to meet requirements imposed by private brokers and shipping companies.

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Consumer advocate Joan Claybrook faulted both the Trump and Obama administrations for failing to raise minimum liability coverage for trucking firms.

In 2013, a bill to raise the minimum to more than $4 million was introduced by Rep. Matt Cartwright, D-Pa., but got no traction.

A year later, the Federal Motor Carrier Safety Administration, or FMCSA, the branch of the Department of Transportation that regulates interstate trucking, announced it would consider raising the minimum and requested public comment.

But in one of a flurry of deregulatory moves by the Trump administration, the motor carrier safety agency last month said it was withdrawing the proposal. Citing difficulty in getting industry data for a cost-benefit study, the agency said it lacked enough “information to support moving forward … at this time.”

Lack of data to justify an increase

Consumer advocate Joan Claybrook, the former head of the National Highway Traffic Safety Administration, called such reasoning ”ridiculous” and also condemned the Obama Administration’s failure to take action when it had the chance. She said that during Obama’s second term, officials of the motor carrier safety agency dragged their feet, also citing lack of enough data to justify an increase.

In an interview with FairWarning, Randi Hutchinson, chief counsel for the agency, said it cannot issue a regulation without ample cost-benefit evidence. If it did so, a court “would most likely find the regulation was arbitrary and capricious.”

Safety advocates said they hope the issue isn’t dead, and that they may again seek help from Congress.

“This remains a top priority for the congressman,” said Cartwright’s legislative director Jeremy Marcus. “Whether a legislative solution or working with the FMCSA, he’s still hoping to get these insurance rates raised to an appropriate level.”

Jackie Novak, of Hendersonville, North Carolina, who lost her only son, Charles, 22, in a crash with a tractor trailer in 2010, says she has little hope of action by the Trump administration.

The crash that took her son’s life also killed four others and injured more than a dozen. A $1 million liability policy was ultimately divided between survivors and next of kin. The family of Charles Novak, who had a two-year old son, got just over $100,000, Jackie Novak said.

‘Has your car insurance gone up?’

“Not only is he never going to know his father, but … someone has to pay to raise him.,” she said. “So guess what? Social Security is now taking up the task to raise my grandson.”

“I ask this question of every lawmaker that I’ve spoken to in Washington,” Novak told FairWarning. ” ‘Has your car insurance gone up in the last 34 years?’ Did anyone call to ask:  ‘Are we going to put you out of business if we raise the insurance?’ No, they just do it.

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Charles Novak, a 22-year-old father, was killed along with four others in a crash with a tractor-trailer in 2010.

“So this argument that raising the minimum insurance would be putting small operators out of business doesn’t wash with me. … They permanently put my son out of business, so if you can’t afford to be in that business, then be in a different business.”

The most vociferous opposition to an increase has come from the Owner-Operator Independent Drivers Association, which claims 158,000 members and has spent more than $2.3 million lobbying in Washington since the start of 2015, according to the Center for Responsive Politics.

After federal officials abandoned the effort, the group declared success in “getting a potentially devastating proposed regulation withdrawn.”

In considering an upgrade, the motor carrier agency reviewed several analyses showing that claims in severe accidents far exceed the liability minimum. The Trucking Alliance, for example, reported that more than 40 percent of injury claims against its members exceeded $750,000.

The American Trucking Associations, on the other hand, submitted a study of 85,000 crashes that found the average loss per crash was $11,229.

But safety advocates say insurance minimums aren’t meant to cover average accidents, but truly serious ones.

‘Salt on a wound’

“It’s bad enough when a family experiences a tragedy in losing someone or having loved ones severely injured,” said John Lannen, executive director of the Truck Safety Coalition, an advocacy group. “It’s like salt on a wound when then you find out the company that caused this damage cannot compensate the family whether it be for medical bills, lost income or whatever.

“What happens, sadly, is these people suffer again because now they’re put in a situation where they have to rely on taxpayers, whether it be through Medicare, Medicaid, welfare, whatever it is,” Lannen added in an interview.

In the Ohio crash that killed Ed Slattery’s wife, the fact that the truck was owned by Estes Express Lines, a big firm with deep pockets, has made all the difference in his ability to provide lifetime care for his wheelchair-bound, brain-injured son Mathew, now 19, and a second son, Peter, who suffered less debilitating injuries.

Estes agreed to a settlement of more than $40-million, aimed at providing round-the-clock aid to Matthew in a new and specially equipped house.

“I’m the poster child of how it should go, I’m not the poster child for the norm,” said Ed Slattery, who has started a foundation to assist the families of other brain-injured people. “The luck of the draw is I got hit by a big company  …. that was well insured.”

Even so, he said, Matthew’s life will never be close to normal.

“He’s going to need 24/7 supervision for the rest of his life,” Slattery said. “He’s not going to college with his classmates — they’re all freshmen. They’re dating. He’s not. They’re driving. He’s not. It breaks your heart every day.”

Link: https://www.fairwarning.org/2017/07/trump-administration-move-big-rig-insurance-rankles-safety-advocates/

This story
also published by:

NBCNews.com
IowaWatch
Industrial Safety & Hygiene News

 

 

STATEMENT OF JOHN LANNEN, EXECUTIVE DIRECTOR OF THE TRUCK SAFETY COALITION, ON RELEASE OF DRAFT HOUSE FY 18 THUD APPROPRIATIONS BILL

ARLINGTON, VA (July 11, 2017) – The Truck Safety Coalition is vehemently opposed to a provision included in the recently released draft House Fiscal Year 2018 Transportation, Housing, and Urban Development (THUD) Appropriations bill that would pre-empt certain state laws governing truckers’ meal and rest breaks, effectively barring states from applying rules that exceed federal standards for truck driver pay and rest. The language would essentially dock the pay of truck drivers by attacking state laws that protect their pay during bathroom or lunch breaks, or when performing necessary activities like loading or unloading a truck.

As it is written, this provision has potentially far-reaching consequences that would not only strip a state of its ability to impose safety rules that go beyond federal standards, but would also prevent that state from permitting a pay structure other than mileage pay. Given that states can set their own speed limits, which relate to safety, as well as their own minimum wage laws, which relate to how employees are paid, this provision is not just out of place in a Federal appropriations bill, it is out of place as part of a Federal law that respects state rights and the 10th amendment.

To make matters even worse, the same people who claim this language will “get rid of patchwork of state laws,” are using the same bill to allow North Dakota to raise the truck weight limit to 129,000-lbs on it Interstate roads, even though the Federal weight limit for trucks is 80,000-lbs. The authors of this bill cannot reconcile the federalist nature of preventing a state from going above and beyond a federal minimum relating to meal and rest breaks, and then claim that one should be allowed to permit heavier trucks on its Interstate roads, which are paid for with federal tax dollars. It is evident that the lawmakers who wrote this legislation are more concerned with satisfying select interest groups. Opposing meal and rest breaks for truck drivers as well as supporting heavier trucks is neither pro-safety nor pro-truck driver.  

Enacting this provision would also invalidate a decision from the Ninth Circuit Court of Appeals, which overturned a lower court’s decision and stated that motor carriers are not exempt from California state law. The California law in question requires all workers to be compensated for all hours worked at the agreed upon minimum rate. It also mandates employers to give employees a 30-minute meal period within the first five hours of work, a second 30-minute meal period when their workday exceeds ten hours, and a 10-minute rest period every four hours. As a result of the Circuit Court’s decision to uphold this California law, many truck drivers have joined together to file class action lawsuits for back pay, with their intent being to require their employers to create an environment that ensures drivers can take their breaks without feeling discouraged or fearing retaliation.

Clearly, there is a need for these truck drivers to take action to change their work environment and upend the culture of coercion. USA TODAY recently published an in-depth investigative report about the maltreatment of port truck drivers in California, who work grueling schedules and are paid incredibly low wages. The report details how “trucking companies force drivers to work against their will – up to 20 hours a day – by threatening to take their trucks and keep the money they paid toward buying them,” and how “bosses create a culture of fear by firing drivers, suspending them without pay or reassigning them the lowest-paying routes.” Despite these revelations, this provision to take away meal and rest breaks indicates that its authors, as well as those who support its inclusion in this appropriations bill, care more about special interests than they do about truck drivers or truck safety.

Link to USA TODAY Article: https://www.usatoday.com/pages/interactives/news/rigged-retail-giants-enable-trucker-exploitation/  

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Group Letter to House THUD Appropriations Committee to Oppose Truck Size and Weight Increases

June 12, 2017

The Honorable Mario Diaz-Balart, Chairman  

The Honorable David Price, Ranking Member Subcommittee on Transportation, Housing and Urban Development, and Related Agencies  Committee on Appropriations    

U.S. House of Representatives Washington, D.C. 20515      

Dear Chairman Diaz-Balart and Ranking Member Price:

As the Subcommittee prepares for Thursday’s hearing to review the FY 2018 budget request for the U.S. Department of Transportation (DOT), our broad and diverse coalition urges you to reject any provisions that would increase federal truck size and weight limits including the creation of any “pilot programs” or special interest exemptions to evade current limits. 

Current trends show that truck crashes are too frequent and too often are fatal.  In 2015, 4,067 people were killed in crashes involving large trucks.  According to data from the U.S. Department of Transportation (DOT), this is an increase of more than 4 percent from the previous year and a 20 percent increase from 2009.  Furthermore, this is the highest fatality number, and the first time truck crash deaths have exceeded 4,000, since 2008.  Truck crash injuries are also rising significantly.  In 2015, 116,000 people were injured in crashes involving large trucks.  This is the highest number of injuries since 2004, and there has been a 57 percent increase in the number of people injured in large truck crashes since 2009. The annual number of deaths and injuries is completely unacceptable and would not be tolerated in any other mode of transportation.

In addition to this massive death and injury toll, our nation’s roads continue to receive a grade of “D” from the American Society of Civil Engineers.  The report revealed that one of every five miles of highway pavement is in poor condition and that there is a significant and increasing backlog of rehabilitation needs. Additionally, one in eleven of the nation’s 615,000 bridges in the National Bridge Inventory were structurally deficient.  

Any proposals that would allow heavier and longer trucks on our nation’s roads and bridges will further endanger the safety of motorists, and inflict even more damage and destruction to our infrastructure and should be rejected. 

In fact, attempts to increase truck size and weight limits were defeated during the last Congressional session by both the Senate and the House in strong bipartisan votes.  In addition to documented safety and infrastructure problems, the American public consistently and overwhelmingly rejects bigger and heavier trucks in countless opinion polls.   

Furthermore, Congress directed the U.S. DOT to conduct a Comprehensive Truck Size and Weight Study in the 2012 MAP-21 law (Moving Ahead for Progress in the 21st Century Act (MAP-21), Pub. L. 112-141).  In April of last year, U.S. DOT transmitted the completed study to Congress and recommended that no changes be made to federal truck size and weight laws. 

Trucks heavier than 80,000 pounds have a greater number of brake violations, which are a major reason for out-of-service violations. Alarmingly, trucks with out-of-service violations are 362 percent more likely to be involved in a crash, according to a North Carolina study by the Insurance Institute for Highway Safety (IIHS). Tractor-trailers moving at 60 mph are required to stop in 310 feet – the length of a football field – once the brakes are applied.  Actual stopping distances are often much longer due to driver response time before braking and the common problem that truck brakes are often not in top working condition.  In 2016, violations related to tires and/or brakes accounted for five of the top ten most common vehicle out-of-service violations.  Moreover, increasing the weight of a heavy truck by only 10 percent increases bridge damage by 33 percent.  The Federal Highway Administration (FHWA) estimates that the investment backlog for bridges, to address all cost-beneficial bridge needs, is $123.1 billion.  The U.S. would need to increase annual funding for bridges by 20 percent over current spending levels to eliminate the bridge backlog by 2032.

The study also found that introducing double 33 foot trailer trucks, known as “Double 33s,” would be projected to result in 2,478 bridges requiring strengthening or replacement at an estimated one-time cost of $1.1 billion. It is important to note that this figure does not account for the additional, subsequent maintenance costs which will result from longer, heavier trucks.  Moreover, double trailer trucks have an 11 percent higher fatal crash rate than single trailer trucks. They also require more stopping distance, take more time to pass, have bigger blind spots, cross into adjacent lanes and swing into opposing lanes on curves and when making right angle turns. Simply put, bigger trucks mean bigger safety problems. 

We strongly oppose any so-called “pilot program” to allow heavier trucks in a select number of states because it opens the flood gates to widespread disregard for well-researched and wellsupported national policies.  The piecemeal approach also makes enforcement and compliance more difficult, burdens states with reasonable truck weights to succumb to pressure for higher weights, and creates deadly and costly consequences for highway safety and infrastructure. 

Despite misleading claims to the contrary, research and experience shows that allowing bigger, heavier trucks will not result in fewer trucks. Since 1982, when Congress last increased the gross vehicle weight limit, truck registrations have increased 95 percent. The U.S. DOT study also addressed this assertion and found that any potential mileage efficiencies from use of heavier trucks would be offset in just one year. 

Annual truck crash fatalities are equivalent to a major airplane crash every other week of the year.  Any change overturning current truck size and weight laws will further strain and erode our crumbling infrastructure, present dire safety risks and disrupt efficient intermodal freight transportation.  It is critical that any proposals which would increase the size or weight of trucks be rejected, including pilot programs and measures to preempt state limits.  Thank you for your consideration of our position.

Letter to House THUD Appropriations Committee 

STATEMENT OF JOHN LANNEN, EXECUTIVE DIRECTOR OF THE TRUCK SAFETY COALITION, ON RELEASE OF NAS REPORT ON U.S. DOT’S CSA CARRIER RATING SYSTEM

The National Academy of Sciences released a report, Improving Motor Carrier Safety Measurement, which confirmed much of what the Truck Safety Coalition has been saying about the Federal Motor Carrier Safety Administration’s (FMCSA) Compliance, Safety, Accountability (CSA) carrier rating system and truck safety in general:

  1. The CSA’s Safety Measurement System (SMS) is “conceptually sound,” and
  2. That well-compensated drivers and drivers who are not paid per miles travelled, have fewer crashes.

Our goal is to reduce truck crashes, prevent injuries, and save lives, which is why we have always supported continuous improvement to make the rating system even more effective in determining which motor carriers are safe and which motor carriers pose a risk to public safety. By embracing a more data-driven method of scoring the safety of motor carriers, the agency can build on the success of CSA and continue to enhance it. Additionally, transitioning to a more statistically principled approach will make the program more transparent and easier to understand, further justifying why both the data as well as the rankings should be public.

The report also underscores a need for improved data collection by and collaboration between motor carriers, states, and the FMCSA. The agency should enhance data collection regarding vehicle miles traveled (VMT) by trucks, and can do so by working with relevant tax agencies given that all motor carriers report their VMT for tax purposes. The FMCSA can also improve data collection regarding crashes by continuing their efforts to standardize post-accident reports that vary state-by-state, an effort that I have worked on as a member of the FMCSA’s Post-Accident Report Advisory Committee.

While the report highlights opportunities for the FMCSA to improve CSA’s SMS, members of the industry must recognize their own responsibilities and role in improving this safety rating system. Collecting data on “carrier characteristics,” including driver turnover rates, types of cargo hauled, and the method and level of driver compensation, will allow the agency to establish a fuller and fairer determination of safety. This requires motor carriers to share even more data, not attempt to hide it.

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STATEMENT OF TRUCK SAFETY COALITION ON WITHDRAWAL OF ADVANCE NOTICE OF PROPOSED RULEMAKING TO INCREASE MINIMUM FINANCIAL RESPONSIBILITY REQUIREMENTS FOR MOTOR CARRIERS

STATEMENT OF TRUCK SAFETY COALITION ON WITHDRAWAL OF ADVANCE NOTICE OF PROPOSED RULEMAKING TO INCREASE MINIMUM FINANCIAL RESPONSIBILITY REQUIREMENTS FOR MOTOR CARRIERS

ARLINGTON, VA (June 2, 2017) – On behalf of families of truck crash victims and survivors, the Truck Safety Coalition is extremely disappointed with the Federal Motor Carrier Safety Administration’s (FMCSA, agency) withdrawal of a long overdue Advance Notice of Proposed Rulemaking to increase the minimum financial responsibility requirements for motor carriers, which has not been raised since it was set 37 years ago. The FMCSA’s decision to forego pursuing a commonsense approach to enhancing safety on our roads and leveling the playing field in our nation’s trucking industry is deeply troubling, but unfortunately it is yet another data point to demonstrate the agency’s dereliction of duty and lack of direction.

The fact of the matter is that the minimum level of insurance required by trucks per incident has not been increased since 1980. It has not been adjusted for inflation or, more appropriately, for medical cost inflation. The results of these decades of inaction are devastating. Families are forced to face the financial impact of under-insured truckers along with the emotional and physical destruction. The failure to raise the required amount of minimum insurance allows chameleon carriers to enter the market, with no underwriting, and simply close down and reincorporate under a new name following a catastrophic crash.

Yet, this issue is not unique to survivors and families of truck crash victims; it affects all taxpayers. Insurance is supposed to address the actual damages caused. When there is an insufficient payout, families are forced to declare bankruptcy or rely on government programs after being financially drained. The costs of healthcare, property, and lost income for all parties involved in a truck crash can greatly exceed $750,000 per event, and all of these costs are much higher today than they were in 1980. The unpaid costs are then passed on to taxpayers. In other words, maintaining the grossly inadequate minimum privatizes profits but socializes the costs of underinsured trucking.

Moreover, if the mandate for minimum insurance is to remain a significant incentive for carriers to operate safely as Congress intended, it must be updated to reflect the current realities of the industry. Because the minimum insurance requirements have not kept pace with inflation, the $750,000 per event has become a disincentive for unsafe motor carriers to improve and maintain the safety of their operations. Additionally, raising the minimum amount of insurance will motivate insurers to apply a higher level of scrutiny in determining which motor carriers they insure.

What is even more frustrating and confusing about this decision to walk away from this rulemaking is that the U.S. Department of Transportation (DOT) fully acknowledges that $750,000 is an insufficient amount to cover one person’s life. The Department uses a value of statistical life of $9.6 million. This is a figure the DOT defines “as the additional cost that individuals would be willing to bear for improvements in safety (that is, reductions in risks) that, in the aggregate, reduce the expected number of fatalities by one,” and updates to account for changes in prices and real income. Clearly, the DOT has determined that not only is a single life worth more than $750,000 but that it benefits the American public to ensure that these values are indexed to inflation.

The Federal Motor Carrier Safety Administration, the U.S. Department of Transportation, and President Trump should be embarrassed that they withdrew a commonsense rule that will improve safety on our roads and ensure families are adequately compensated for the pain and suffering they endure. This issue now falls to Secretary Elaine Chao, who is vested with the authority to raise this figure. These families do not need well wishes and condolences from policy-makers—they need change. The Secretary should take immediate action to increase the minimum insurance requirement and to index it to inflation. This way, the amount will be increased periodically and apolitically. 

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Supply Chain Liability

TSC adamantly opposes efforts to limit shipper and broker responsibility/liability. Safety cannot be accomplished until the entire supply chain is accountable.  In recent efforts on behalf of shippers and brokers, legislation has been introduced that would set a standard for shippers and brokers at such a low threshold that it would actually serve to reduce safety accountability. The three actions required are so easily attained that many high-risk and chameleon carriers would qualify under this set of criteria.

Shippers and brokers who seek to limit their responsibility to merely ensuring that a carrier is registered with and (if applicable) authorized to operate as a motor carrier or household goods motor carrier by FMCSA; has the minimum insurance coverage required by federal regulation; and does not have an “unsatisfactory” safety rating issued by FMCSA, in force at the time of the verification, are not using all of the tools and data at their disposal to make an informed hiring determination.  If shippers and brokers are permitted to do the bare minimum of due diligence in their hiring practices, safety will be reduced and a race to the bottom will ensue.  The entire supply chain, including shippers and brokers, must be held accountable in order to elevate safety in the industry.

None of the criteria specified reflect on the current safety performance of a carrier. If safety is removed from the hiring decision, as it would with these pathetically low standards, it would lead to low-cost, unsafe carriers being selected, exposing the public to physical and financial risk. With low insurance coverage for the carrier and liability protections for whoever made the carrier selection, damage costs will go uncovered and the taxpayer will have to pick up the costs.

As to what data should be allowed in a civil action, it is for a judge to determine what is relevant to a case. Otherwise, the proposed changes would result in families and other affected parties (local city or county) not having access to critical information, and therefore adversely impacting their access to justice.

Safety Concerns:

Safety should be the focus for the entire supply chain and effort to limit supply chain liability would take safety out of the equation for the decision making process.

§  We should be elevating standards for carrier selection, not lowering them. This was the purpose of many of the MAP-21 provisions, which included amended financial security requirements for property brokers and created new requirements for freight forwarders by setting a minimum financial security of $75,000 and extended the bond requirement to freight forwarders. The language in the house bill is a huge step backwards.

§  Minimum levels of insurance for trucks and motor coaches have not been increased in over 35 years and are woefully insufficient. Bare minimum compliance should not be accepted as a standard of safety.

o   The minimum amounts set by Congress as the absolute floor are too low. They do not provide the intended underwriting supervision and protection for the public. 

o   The low original minimum amounts have provided less coverage for truck crash related damages as inflation, and especially medical care inflation has increased.

o   Truck size, weight, and speed have also increased during this time period, which can lead directly to increased crash severity (higher kinetic energy).

§  A satisfactory rating assigned at one point in time is just the bare minimum that allows a carrier to operate. A carrier or driver that has not yet been prohibited from driving cannot be assumed to uphold safe practices. Many ratings are 10 or 15 years old. It does mean that their background or recent performance based data should be ignored during the selection process. Shippers and brokers should be looking at and considering all information available to them in determining the safety of a carrier, rather than relying on criteria that does not reflect the safety of current operations.  A review of safety should include:

o   the last two years of violations that have a high correlation to crash risk, such as unsafe driving and hours of service data;

o   crash history including the number and severity of crashes;

o   carrier out of service rates for both vehicles  and drivers;

o   credit ratings and references;

o   safety audit results;

o   company safety and fatigue management plans.

 

 

Truck Driver Compensation

A large portion of the trucking industry is paid by the mile rather than by the hour. Truck drivers work nearly twice the hours in a normal workweek, for less pay than similar industries. As a result of their pay structure and because they are not paid for all hours worked, there is an incentive to drive longer and faster in order to increase their earnings. Paying truck drivers for every hour worked will promote safer trucking by removing incentives to dangerous driving behaviors.

Truck Driver Health and Safety and Compensation Structures

Truck driving is dangerous for truck drivers as well as the driving public. Truck driving is consistently listed in the top 10 most dangerous jobs, and constantly ranks among the deadliest jobs. Due to the nature of the job and exposure to diesel exhaust, whole body vibration, excessive noise, constant shift changes, and roadway dangers, some studies estimate that truck driving can shorten a person’s life by more than ten years.  Additionally, truck drivers face a high health risk for: personal injury, high blood pressure, heart attacks, diabetes, obesity, cancer, liver, kidney, bowl and bladder issues, sleep abnormalities and hearing loss, among other diseases and physical injuries.

Truck drivers are being pushed beyond the limits of human endurance. The demands of the job, force truck drivers to spend up to 70 hours a week behind the wheel, and then work additional hours, for less pay than similar industries. As a result of their pay structure, being paid by the mile or the job rather than by the hour, they are incentivized to drive longer and faster in order to make more money at the expense of their own personal safety, as well as everyone with whom they share the roads.

The current regulation does not sufficiently protect these drivers, who should be afforded the same respect as other workers, work reasonable hours, and be permitted to have sleep patterns that are in accord with normal human needs. Given these factors, it should not come as a surprise that the poor working conditions and low pay perpetuate the extremely high rate of truck driver turnover, which is above 90 percent.

The compensation structure for truck drivers, in which drivers are paid by the job or by the mile, incentivizes drivers to drive long and fast in order to make a living. Truck drivers are not paid for time spent in detention, in traffic, or time spent attending to maintenance repairs. In short, to repeat a well know truck driving slogan “only turning wheels are earning wheels.”

Congress should mandate a study of what would need to be done to address the exemption to the 1938 Fair Labor Standards Act (FLSA) including consideration of making piecemeal pay illegal and eliminating the overtime exemption. The FLSA establishes minimum wage, overtime pay eligibility, recordkeeping, and child labor standards affecting full-time and part-time workers in the private sector and in federal, state, and local governments.

The Truck Safety Coalition supports efforts to improve working conditions of truck drivers, including increasing the availability of rest areas, adding detention time pay, and ensuring health and wellness education.