Electronic Stability Control

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Electronic Stability Control

Federal Mandate in Effect on December 2017

Prevent 40-56 Percent of Rollovers

Prevent 1,800-2,300 Crashes Annually

Prevent 649-858 Injuries Each Year

Electronic Stability Control (ESC) seeks to reduce crashes by applying selective braking to prevent rollovers and mitigate loss of control. The National Highway Traffic Safety Administration (NHTSA) has found that ESC on large trucks would prevent 40 – 56 percent of rollovers and 14 percent of loss of control crashes. The agency also estimates that the ESC final rule has the potential to prevent 49- 60 fatalities, 649- 858 injuries, and 1,807- 2,329 crashes annually. The final rule takes effect in December 2017, and all trucks manufactured after December 2019 will be required to have ESC. TSC supports the full implementation of the life-saving technology.

Link to Federal Register: https://www.federalregister.gov/documents/2015/06/23/2015-14127/federal-motor-vehicle-safety-standards-electronic-stability-control-systems-for-heavy-vehicles

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Statement on Selection of Elaine Chao as Secretary of Transportation

The Truck Safety Coalition, a partnership of Citizens for Reliable and Safe Highways (CRASH) and Parents Against Tired Truckers (PATT), looks forwards to working with Secretary-Designate of Transportation, Elaine Chao, and President-Elect Donald Trump on behalf of our volunteers who have lost loved ones in truck crashes to improve overall truck safety in the United States. Our volunteers know first-hand the devastating consequences of preventable truck crashes and have transcended their own losses and injuries to advocate for truck safety improvements to benefit all who drive on our roads.

A focus on safety is crucial given the troubling trends in truck safety. Truck crashes have skyrocketed by 45 percent between 2009 and 2015 and the injuries they cause rose at an even faster rate in that same period, climbing by a staggering 57 percent. Unfortunately, there are also more and more families like the ones who volunteer with our organization, who have an empty seat at their tables, as the number of people killed in truck crashes continues to grow. In fact, this past year marked the first time since 2008 that the number of truck crash deaths exceeded 4,000.

We wish Ms. Chao success on becoming our nation’s next top transportation official and offer our insight, experience, and assistance to her as she navigates the challenging issues in trucking that pertain to drivers, the vehicles, the industry as a whole, and the people with whom truck drivers share the road.


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DOT Announces NFAC Members


The Truck Safety Coalition congratulates Joan Claybrook (Chair of the Citizens for Reliable and Safe Highways (CRASH) Board, President Emeritus of Public Citizen and former Administrator of NHTSA) and Jeff Burns (Board Member for CRASH and Parents Against Tired Truckers (PATT)) on being selected for membership on the National Freight Advisory Committee (NFAC). Please see DOT’s announcement below:

DOT Thursday, May 30, 2013

Contact: DOT Press Office Tel.: (202) 366-4570

U.S. Transportation Secretary LaHood Announces National Freight Advisory Committee Members

NFAC Will Provide Recommendations to Improve National Freight Transportation System

WASHINGTON – U.S. Transportation Secretary Ray LaHood today announced the members of the National Freight Advisory Committee, a diverse group of professionals that will provide advice and recommendations aimed at improving the national freight transportation system. A strong freight transportation system is critical to the nation’s economy and essential for helping meet President Obama’s goal of doubling U.S. exports by 2015.

“The strength of our economy and the strength of our national freight system go hand in hand,” said Secretary LaHood. “The members of this committee understand firsthand the critical importance of freight movement, and their valuable insight will help ensure that our system is more secure and better connected.”

The Advisory Committee is comprised of 47 voting members from outside the Department of Transportation. The Deputy Secretary and Under Secretary of Transportation for Policy, as well as representatives from other Federal agencies with freight-related obligations will serve as ex-officio members. Members come with various perspectives on freight transportation and represent various modes of transportation, geographic regions, and policy areas. Freight customers and providers, labor representatives, safety experts and government entities are all represented as well.

Members will serve two-year terms and meet at least three times per year. The first NFAC meeting is scheduled for June 25, 2013, at the Department of Transportation and will include an overview of MAP-21 Freight provisions and preliminary identification of NFAC activities. The meeting is open to the public. Information regarding the meeting will be available on the Federal Register.

The U.S. Department of Transportation solicited nominations in February. Secretary LaHood selected members with input from the MAP-21 Freight Implementation Team as well as the Freight Policy Council, an internal body of DOT leadership created to facilitate cross-modal implementation of freight provisions in the recently signed surface transportation bill, Moving Ahead for Progress in the 21st Century, or MAP-21.

MAP-21 established a national freight policy and called for the creation of a National Freight Strategic Plan. By engaging stakeholders representing diverse interests, the Advisory Committee will provide recommendations to the Secretary of Transportation on how DOT can improve its freight transportation policies and programs.

The collaboration of stakeholders will serve to promote involvement and compliance with proposed plans and performance measures and will support the implementation of larger freight policy initiatives.

Over the last four years, the Obama Administration has made considerable investments in our national freight network. Through four rounds of the TIGER Grant program, DOT has directed $1 billion toward projects that primarily address freight. This includes more than $650 million to projects that strengthen freight rail infrastructure, reduce freight bottlenecks, and alleviate congestion issues, and more than $350 million to our port system.

The National Freight Advisory Committee members are:

Stephen Alterman, Cargo Airline Association

Gregory A. Ballard, City of Indianapolis

Kevin L. Brubaker, Environmental Law Policy Center

Jeffrey Burns, Parents Against Tired Truckers and Citizens for Reliable and Safe Highways

Terry Button, Owner-Operator Independent Drivers Association

Anne Canby, OneRail

Joan Claybrook, Public Citizen

Kristin Decas, Port of Hueneme

Mortimer L. Downey III, CAGTC

John H. Eaves, Fulton County

John E. Fenton, Patriot Rail Corp

Karen Flynn, Arkema Inc.

Carlos A. Gimenez, Miami-Dade County

Genevieve Giuliano, University of Southern California Sol Price School of Public Policy

John Thomas Gray II, Association of American Railroads

Rhonda Hamm-Niebruegge, Lambert International Airport

Brad Hildebrand, Cargill, Inc.

Stacey D. Hodge, New York City Department of Transportation

James P. Hoffa, International Brotherhood of Teamsters

José Holguín-Veras, Rensselaer Polytechnic Institute

Jack Holmes, UPS Freight

Richard Inclima, Brotherhood of Maintenance of Way Employees Division of the Teamster Rail Conference

Frances Lee Inman, Majestic Realty Co.

Randell Iwasaki, Contra Costa Transportation Authority

Michael Jewell, Marine Engineers’ Beneficial Association, AFL-CIO

Paul R. Kelly, A & S; S Service Group

Paul C. LaMarre III, Port of Monroe

Michelle Livingstone, The Home Depot >p>Bonnie Lowenthal, State of California

Andrew S. Lynn, Port Authority of New York and New Jersey

C. Randal Mullett, Con-way Inc.

Rosa Navejar, The Rios Group Michael Nutter, City of Philadelphia

Gary A. Palmer, True Value Company

Craig Philip, Ingram Barge Company

John Previsich, SMART – Transportation Division

William Roberson, Nucor Steel – Berkeley

Christopher T. Rodgers, Douglas County, National Association of Counties

Mark Andrew Savage, Commercial Vehicle Safety Alliance/Colorado State Patrol

Karen Schmidt, Freight Mobility Strategic Investment Board

Ann Schneider, Illinois DOT

Ricky D. Smith, Department of Port Control, Cleveland Airport

Mike Tooley, Montana DOT Peter G. Vigue, Cianbro Companies

Michael C. Walton, University of Texas Austin

A.C. Warton, City of Memphis

Leonard Waterworth, Port of Houston Authority


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Truck Driver in Slattery Crash Sentenced to Five Years

Truck Drivers Being Pushed Beyond Their Limits to Drive Excessively Long Hours
Truck Driver Who Pled Guilty to Aggravated Vehicular Homicide and Aggravated
Vehicle Assault Sentenced to Five Years Sending a Strong Message to Truck Drivers
Arlington, VA (January 12, 2012):  The truck driver behind the wheel of a triple trailer truck who had fallen asleep and crashed into the back of the Slattery family car resulting in the death of Susan Slattery and serious injuries to her and her husband Ed Slattery’s two sons was sentenced today in the Portage County Court House of Portage County, Ohio.  He was charged by a grand jury with one count of aggravated vehicular homicide and two counts of aggravated vehicle assault to which he pled guilty.  The judge sentenced him to five years sending a strong message to truck drivers that they will be held responsible for their actions and decisions on the road.
Ed Slattery responded to the news, “While nothing can bring back my wife or restore my sons’ complete health, I want people – the motoring public and truck drivers alike – to know that our roadways are not as safe as we believe them to be. The U.S. Department of Transportation (DOT) just issued a rule allowing truck drivers to drive 11 hours a day and up to 70 hours per week, and truck driver fatigue is an industry-wide health crisis.  In a recent survey almost half of truck drivers (48%) admit that they have actually fallen asleep while driving during the previous year, and 65% of truckers report that they are often or sometimes drowsy.” Slattery continued, “I want truck drivers to know that when they are pushed to surpass these already excessive driving hours, they – and not the companies – may personally wind up paying the price of jail time, or even worse.  Truck drivers deserve the same protections provided to airline pilots.  It makes absolutely no sense that our government has created a safety hierarchy of sorts where truck drivers fall to the bottom.  This system is driving truckers and surrounding motorists to our graves.”
The Slattery family crash occurred on August 16, 2010 around 11:45 a.m. near the 190-mile marker on the Ohio Turnpike in Streetsboro.  Susan Slattery was one of the 3,675 people killed in truck crashes in 2010.  This number of deaths was an increase of 8.7% from 2009 and was contrary to the decrease in overall motor vehicle crash fatalities which went down to its lowest level since 1949.
“Truck drivers are paid by the mile which results in a financial incentive to drive as fast and as far as they can,” stated John Lannen, Truck Safety Coalition Executive Director.  “The DOT issued this inadequate hours of service (HOS) rule and still has not required electronic on-board recorders (EOBRs) in all trucks and buses.  They are perpetuating an unsafe work environment for truck drivers and endangering all those on the roads.”
Studies show that truck crash risk increases exponentially after 8 consecutive hours of driving and the highest level of crash risk occurs during both the 10th and 11th hours of consecutive driving.  Decreasing truck driver’s HOS by one hour would limit the time they are on the road during this period of highest crash risk.
Slattery concluded, “This is not a happy day for my family and we feel badly for the truck driver and his family but responsibility must be taken for the crash.  What happened to my family is clear and compelling proof of why the HOS rule must be changed and what the real costs of fatigue in the trucking industry are.  The truck driver HOS rule must be based on scientific studies, not the financial desires of the trucking industry.  While the trucking industry may claim that reducing the HOS to 10 consecutive hours would negatively impact their bottom line, I want to point out that it would produce more than $2 billion a year in crash, injury and health cost savings.  My family’s crash alone cost millions and health care costs for the rest of my son Matthew’s life are estimated at beyond $18 million. Our lives will never be the same but I will continue to work to reduce truck driver fatigue so that another family will not have to suffer the tremendous loss that my family lives with every single day.”


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Bigger trucks spell big trouble on Maryland’s roads

AAA Mid-Atlantic says Congress should resist lobbying efforts, protect state’s drivers and roads by saying no to huge new vehicles

June 19, 2011|By Ragina C. Averella

In meetings with members of Congress and their staffs this month, I was very clear about my reason for being there: AAA Mid-Atlantic is strongly opposed, on behalf of its members and all motorists, to any increase in the size and weight of tractor-trailer trucks. The trucks we see every day on I-95 and the Baltimore Beltway are plenty big already.

I am supported in this position by a December 2010 Maryland public opinion poll, commissioned by AAA Mid-Atlantic. The poll showed 85 percent of Maryland drivers opposing any increase to the size or weight of tractor-trailer trucks, with 70 percent of respondents stating they are “strongly opposed” to any such move. Yet, Congress is being heavily lobbied to do just that. A measure to increase the maximum weight of these giant trucks — currently 80,000 pounds — by an additional 17,000 pounds (that’s 81/2 tons) is being considered for inclusion in the upcoming national surface transportation funding bill. Lobbyists are also urging Congress to lift a freeze on triple-trailer trucks — vehicles that move across traffic lanes in a snakelike motion and can stretch longer than 110 feet.

In our more than 100 years of advocating for safety on the roads, AAA has always pushed hard for measures that save lives and increase the well-being of all motorists. That means we do not believe commerce trumps safety. The truck size and weight increase is being pushed by lobbyists for large corporations, trucking companies and their supporters in Congress as a way for trucking companies to operate more profitably. At what cost, we ask? Is a more profitable business worth endangering the lives of millions of motorists?

Despite significant improvement in truck crash rates, large trucks on the road today have a fatal crash involvement rate 40 percent higher than that of passenger vehicles, according to the National Highway Traffic Safety Administration (NHTSA). Increasing the weight or size of trucks will only make trucks more dangerous. In its 2000 Comprehensive Truck Size and Weight Study, the U.S. Department of Transportation (DOT) pointed out that heavier trucks tend to have a higher center of gravity because the additional weight is typically added vertically. This higher center of gravity increases the risk of rollovers and creates concern about the ability of truck operators to maintain their brakes with heavier loads. This could drastically affect the stopping distance of these trucks. The Department of Transportation also found that the risks of long-doubles and triple-trailer trucks increased the likelihood of trailer sway, as well as the possibility of a higher overall fatal crash rate than single-trailer trucks.

In addition to motorist safety, there are also concerns about the impact heavier trucks would have on our roads and bridges, which are already severely stressed. As it is, there is not enough money to repair or rebuild our transportation infrastructure. Maryland, for example, has more than 1,322 highway bridges classified as structurally deficient or functionally obsolete, according to the Department of Transportation’s 2010 National Bridge Inventory. That’s an important part of the equation, because Congress is considering pushing our roads and bridges past their breaking point with these big-truck measures. We cannot, in good conscience, allow that to happen without a fight. At minimum, Congress should comprehensively study the impact of such a move before even considering passing such laws. Decisions on increasing truck weights by 81/2 tons or allowing huge triple trailer trucks will impact the safety of everyone.

I urge all Maryland motorists to make their voices heard on this issue. It is time to put a roadblock in front of the bigger-truck lobby — and public participation in the process is the best way to do that.

. Find out more about this issue at http://midatlantic.aaa.com/PGA/issuesactioncenter.