May 2013
Volume 1 Number
I-5 Skagit River (Washington) Bridge Collapses What probably has been everyone’s fear at one time or another as they cross one of the many bridges across the country, happened on Thursday, May 23, on the I-5 Skagit River Bridge. Reminiscent of the bridge collapse in Minnesota in 2007, the fortunate thing was that no one was killed and the few people who were on the bridge when it collapsed were rescued from the cold icy waters. It was frightening nonetheless. Cause of the bridge collapse has been attributed in part to a truck hitting a part of the bridge. Investigators are still looking into the collapse of the bridge. Meanwhile, a lot of commuters and truckers are having to take alternate routes around the bridge until the bridge is fixed. Washington State is looking at a temporary fix to the bridge until they can figure out started to cross it. Looking in his mirror he watched in horwhere the funds will come from to construct a new bridge. ror as the span collapsed into the water behind him. Two vehicles fell into the cold icy waters of the Skagit River. The truck that hit part of the bridge is owned by a CanaThe three people in the vehicles were rescued and suffered dian company. The truck was hauling drilling equipment only minor injuries. and it was an oversized load. William Scott, 41, was the The Mullen Trucking company driver stopped on the driver of the truck. According to news reports, he felt the truck bump against the steel framework of the bridge as he other side of the bridge and was cooperating with officials. The oversized load had been approved prior to the trip to carry a load as high as 15 feet, 9 inches. The southbound vertical clearance on the Skagit River bridge is as little as 14 feet, 5 inches according to state records. That lowest clearance is outside the bridge's vehicle traveling lanes. According to Transportation Department communications director Lars Erickson, the bridge’s curved overhead girders are higher in the center of the bridge but sweep lower toward a driver’s right side. The bridge has a maximum clearance of about 17 feet, but there is no signage to indicate how to safely navigate the bridge with a tall load. The Photograph Source: Washington DOT
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My Truck News`
permit outlined the route the truck would take but it also included that the state “Does Not Guarantee Height Clearance.” Federal and state regulations do not require that there be signage because the clearance is tall enough. Trucks striking bridges is not uncommon. But it’s not usually the cause of a bridge structure to collapse. The bridge has been inspected as recentaly as six months ago. The state estimates it will cost $15 million to replace the bridge. The federal government is sending the state $2 million in emergency funding.
WSP Enforcing Laws Along I-5 Detour Routes in Skagit County Motorists who have been using the primary detours around the I-5 Skagit River bridge collapse have probably noticed an increased Washington State Patrol presence in the last few days. Troopers have been stationed at the main intersections of College Way and Riverside Dr. in Mount Vernon as well as George Hopper Rd and Burlington Boulevard in Burlington. Our reason for this presence is so that motorists attempting to pass through the intersections don’t run red lights, block intersections or cause collisions. Our goal is to ensure a safe and smooth flow of traffic through these detour areas.
I-5 Skagit River Bridge Collapses
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Backfire
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Justice for Truckers
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Inspection Blitz Coming June 4-6
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Nightmare for Drivers
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CSA Update—Public Comment Needed
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Metal Coil Securement
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Operating CMV For Personal Use a Loaded Question 10 Width Restrictions in I-84
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Troopers have been diligently clearing the intersections once obstructions occur and have been issuing motorists verbal warnings not to block or obstruct these intersections. Local police departments have been receiving numerous complaints about commercial vehicles, vehicles towing trailers and motorists blocking intersections when traffic lights turn red. Drivers need to look ahead and stop at traffic signals to avoid blocking the intersections. Many drivers are trying to “beat” the red lights to avoid being delayed further. This dangerous behavior continues even with the presence of law enforcement personnel stationed at the intersections. Motorists running red lights and blocking intersections run the risk of receiving a $124 infraction for doing so. We understand the detours are an inconvenience for motorists but we want to make the routes as safe as possible. Motorists need to pack their patience while these detours are in place.
Trish Neal, Editor Trucking by Design 541-404-0724 Cell /Text 888-269-8775 Fax Call, Text, or Email! MyTruckNews@gmail.com
Temporary bridge:
All of the parts needed for the temporary bridge should arrive by Thursday, May 30. Once that happens, work to assemble the temporary structure will get underway. WSDOT is on pace to meet Gov. Inslee's challenge to complete the temporary bridge and reconnect I-5 by mid-June. Contractor crews will place two temporary bridge sections, side by side. One section will carry northbound traffic; the other will carry southbound traffic. Gov. Inslee has also directed the state Department of Commerce to release $150,000 from its Economic Development Strategic Reserve Account to support local economies affected by the bridge collapse. WSDOT advises drivers to continue to plan extra time to reach destinations. The department is monitoring detour routes to clear incidents and adjust detours as needed to keep traffic flowing.
For Complete updated information go to this link: http://www.wsdot.wa.gov/Projects/I5/SkagitRiverBridgeReplacement/
Girders and other parts are stacked along the highway. Much like an Erector Set, these parts will be put together to make the temporary bridge deck.
Bridge parts for temporary I-5 Skagit River Bridge started arriving Tuesday, May 28.
Description: I-5 is closed in both directions in Skagit County south of Burlington. New detours for freight haulers are now in place.
FREIGHT TRUCK DETOURS: I-5 northbound: Freight haulers traveling northbound on I-5 must use exit 227 and follow the signed detour. The detour routes trucks and passenger vehicles east on SR 538/Memorial Highway, north on Riverside Drive, west on George Hopper Road and back to I-5. I-5 southbound: Freight haulers traveling southbound on I-5 must use exit 230. A signed detour routes trucks and passenger vehicles west onto SR 20/Avon Cutoff, south on Avon Allen Road, east on SR 536 and back to I-5.
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My Truck News`
Backfire Editor’s Note: We welcome Truck Driver and Author, Sandy Long to My Truck News this month! Look for articles by Sandy in the coming months! By Sandy Long An old proverb reads, ‘you reap what you sow’; too bad some companies and the government did not read proverbs 30 years ago before they started the systematic destruction of the American truck driver’s image. What they sowed is sure coming back to bite them in the backside. Article after article tells of a serious driver shortage in the trucking industry. Even the general media got into the act with stories about thousands of trucking jobs going unfilled because Americans no longer want to enter trucking to drive truck. There are studies being done saying that young people do not want to drive cars much less become truck drivers though anyone who looks at the traffic on the roads would have to question that supposition. Companies are running around wringing their hands wondering how they are going to meet their contractual agreements if they cannot hire drivers. There is already some talk about future shortages if drivers are not found to keep things moving. Well, just what did they expect? Truck drivers are made out to be the most ignorant, dirtiest, nastiest, foul-mouthed people in the country and unsafe to boot. In addition, truck drivers are said to be pedophiles, serial killers, rapists, predators, thugs, whoremongers, thieves, and every other evil negative thing one can imagine. These labels are advertised by lawyers, public safety groups, and the government and yes, even an association that supposedly supports the trucking industry and its companies. The above must be true due to the government passing regulation after regulation spinning statistics and
studies to support the above claims of a truck drivers terrible behavior; at least one has to infer that from the newspaper articles and such stating the government’s position that truckers are the cause of so many deaths a year. If the government says so, it must be true. The general public has fallen for the rhetoric about truckers being such bad people. Mothers guide their kids away from being near drivers in truck stops and it is not unusual to hear them tell their kids not to touch anything because ‘those nasty truck drivers come in here.’ Truck drivers get more single finger salutes now than a kid pumping their arm to hear the air horn toot. A new warehouse wants to come to town; the citizens come out to state they do not want all of the truckers in town; and reporter after reporter are amazed that people do not want to become truck drivers? Those citizens are raising the next workforce, it would not compute for them to encourage their kids to become truck drivers. Today’s kids want a good paying job, where they can have a life and have some pride in their job choice; not to be looked down on from the government to the companies they work for. Kids from trucking families might know differently, but not kids in general; they read the papers and listen to the news too. Truckers have watched this occur for decades and while it hurts because truck drivers are basically good human beings; some have turned to humor to deal with the negative connotations that go with the job. Several years ago, a bumper sticker was seen on trucks that said, ‘if you meet my parents, tell them I am a piano player in a whorehouse, not a trucker.’ Bet everyone thought they were joking. Between the disrespect, the overwhelming unfair regulations and attrition, experienced truck drivers Continued on page 11
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Volume 1 Number 10
Hung by the Seventeen and a Half Inch Neck? The FMCSA and the DOT has done everything in its power for the past three years to push the issue of sleep apnea. Except pass legislation or even make a rule. But what they have learned is coercion works just as well. If you don’t believe that just look at the number of carriers today running EOBR’s. Any person in America who suffers from sleep apnea has a very real medical problem. I know this because I was suffering from this disease before it had a name. Through the help of a doctor, health insurance and a couple of hundred dollars I found a solution to the problem and use it every night. It is called a C-Pap machine. There is a movement in our country by attorneys to take this language by the FMCSA and some states to make sleep apnea the brunt of legal cases when a driver has a neck size that exceeds 17.5 inches. There has been an attempt to accuse carriers of not testing drivers for possible sleep apnea medical issues. But none have been really successful because it is an argument and not the rule or law of the land. The problem however is the side effects of this language. Carriers across America are now imposing a new requirement on drivers who have greater than 17.5” neck circumference. They must go to selected medical facilities and have a sleep study done. Most of the drivers do not have insurance so it is either very difficult or impossible for the drivers to get hired. It is common for the testing to cost between $1,000 and $1,500. Carriers have a right to require anything they want of a person who wants to come to work for their company. It is certain to me that carriers who do require this type of testing are afraid of legal problems if they do not require the test. After all we are in a period of a great driver shortage and these carriers are struggling to
meet the demand for drivers. Is all this fear really justified or are carriers jumping the gun? I posed this dilemma to retired attorney and my business partner William Salin who graduated the University of Wisconsin with a JD in law. Here is what Bill had to say. “My concern is that only drivers with more than a 17.5” neck size are being required to be tested! The medical community states that everyone has the potential to suffer from sleep apnea. By pointing a finger at one size of a group and then causing that group a financial hardship that others could also be suffering from is an open window of opportunity for discrimination lawsuits.” “I think if I was in the position of trying to make the decision of mandatory sleep apnea testing for a specified group of drivers or all drivers I would seek the council of attorneys who deal in discrimination law.” The goal here by the carriers seems to be to not put themselves in the position of be held responsible for hiring a person who is not qualified to drive under either rule or law. Yet there doesn’t seem to be national rule or law that guides this fear. My limited research only shows the State of Indiana with vague testing law and that law seems to discriminate also. Until the Indiana law is tested in court it will remain a gray area. CSA continues to put a lot of legal pressure on carriers and the trucking industry. I just don’t see how trucking companies of over 99 employees who can’t afford legal council will ever be able to survive in this industry. Drive Safe, Rickey Gooch Justice for Trucker
JOIN US AT JUSTICE FOR TRUCKERS www.causes.com/justicefortruckers
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INSPECTION BLITZ SET FOR JUNE 4-6! R U READY? Every year the Commercial Vehicle Safety Alliance (CVSA) holds a 72-hour truck inspection blitz throughout the U.S. from Canada to Mexico where they inspect approximately 14 trucks a minute or more than 4,440 vehicles an hour over the course of three days. CVSA didn’t used to warn truckers of an upcoming Roadcheck, but in recent years the commercial truck not-forprofit organization lets trucker know in advance when Roadcheck will occur. The 2013 inspection program will be held from June 4-6. Last year, CVSA member jurisdictions conducted a record 74,072 truck and bus inspections during the 25th Annual Roadcheck. CVSA estimates that over 9,500 CVSA and FMCSA inspectors participated at approximately 2,500 locations across North America. Of those inspections, 48,815 were North American Standard Level 1 inspections — the most comprehensive roadside inspection, of which 22.4% of vehicles and 3.9% of drivers were placed out of service (OOS). The overall OOS rates for the entire event in 2012 (includes all inspection levels) were 20.9% for vehicles and 4.6% for drivers. Here are the areas drivers need to address to survive a Level 1 inspection and coming out of Roadcheck 2013 unscathed. Keep in mind, inspectors will be paying special attention to braking systems and hours-of-service, the top ranking violation categories for vehicles and drivers, respectively. LOGBOOKS: Make sure your logs are up-to-date and accurate. Hours-ofservice violations are the number one reason drivers are placed out of service during an inspection. BRAKES: Check for missing, non-functioning, loose, contaminated or cracked parts on the brake system; Check for “S” cam flipover; Be alert for audible air leaks around brake components and lines; Check that the slack adjusters are the same length (from center of “S” cam to center of clevis pin), and that the air chambers on each axle are the same size. Check brake adjustment; Ensure the air system maintains air pressure between 90 and 100 psi; Measure pushrod travel; Inspect required brake system warning devices, such as ABS malfunction lamps and low air pressure warning devices; Inspect tractor protection system, including the bleedback system on the trailer. COUPLING DEVICES: Safety Devices-Full Trailers/Converter Dolly(s): Check the safety devices (chains/wire rope) for sufficient number, missing components, improper repairs, and devices that are incapable of secure attachment. On the Lower Fifth Wheel check for unsecured mounting to the frame or any missing
or damaged parts; or any visible space between the upper and lower fifth wheel plates. Verify that the locking jaws are around the shank and not the head of the kingpin and that the release lever is seated properly and that the safety latch is engaged. Check the Upper Fifth Wheel for any damage to the weight bearing plate (and its supports) such as cracks, loose or missing bolts on the trailer. On the Sliding Fifth Wheel check for proper engagement of locking mechanism (teeth fully engaged on rail); also check for worn or missing parts, ensure that the position does not allow the tractor frame rails to contact the landing gear during turns. Check for damaged or missing fore and aft stops. FUEL & EXHAUST SYSTEMS: Check your fuel tanks for the following conditions: Loose mounting, leaks, or other conditions; loose or missing caps; and signs of leaking fuel below the tanks. For exhaust systems, check the following: Unsecured mounting; leaks beneath the cab; exhaust system components in contact with electrical wiring or brake lines and hoses; and excessive carbon deposits around seams and clamps. FRAME, VAN & OPEN-TOP TRAILERS: Inspect for corrosion fatigue, cross member(s) cracked, loose or missing, cracks in frame, missing or defective body parts. Look at the condition of the hoses, check suspension of air hoses of vehicle with sliding tandems. On the frame and frame assembly check for cracks, bends, sagging, loose fasteners or any defect that may lead to the collapse of the frame; corrosion, fatigue, cross members cracked or missing, cracks in frame, missing or defective body parts. Inspect all axle(s). Inspect for nonmanufactured holes (i.e. rust holes, holes created by rubbing or friction, etc.), for broken springs in the spring brake housing section of the parking brake. For vans and open-top trailer bodies, look at the upper rail and check roof bows and side posts for buckling, cracks, or ineffective fasteners. On the lower rail, check for breaks accompanied by sagging floor, rail, or cross members; or broken with loose or missing fasteners at side post adjacent to the crack. LIGHTING: Inspect all required lamps for proper color, operation, mounting and visibility. CARGO SECUREMENT: Make sure you are carrying a safe load. Check tail board security. Verify end gates are secured in stake pockets. Check both sides of the trailer to ensure cargo is protected from shifting or falling. Verify that rear doors are securely closed. Where load is visible, check for proper blocking and bracing. It may be necessary to examine inside of trailer to assure that large objects are properly secured. Check cargo securement devices for proper number, size and condition. Check tie down anchor points for deformation and cracking.
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Volume 1 Number 10 STEERING: Check the steering lash by first turning the steering wheel in one direction until the tires begin to pivot. Then, place a mark on the steering wheel at a fixed reference point and then turn the wheel in the opposite direction until the tires again start to move. Mark the steering wheel at the same fixed reference point and measure the distance between the two marks. The amount of allowable lash varies with the diameter of the steering wheel. SUSPENSION: Inspect the suspension for: Indications of misaligned, shifted, cracked or missing springs; loosened shackles; missing bolts; unsecured spring hangars; and cracked or loose U-bolts. Also, check any unsecured axle positioning parts and for signs of axle misalignment. On the front axle, check for cracks, welds and obvious misalignment. TIRES, WHEELS, RIMS & HUBS: Check tires for proper inflation, cuts and bulges, regrooved tires on steering axle, tread wear and major tread groove depth. Inspect sidewalls for defects, improper repairs, exposed fabric or cord, contact with any part of the vehicle, and tire markings excluding it from use on a steering axle. Inspect wheels and rims for cracks, unseated locking rings, and broken or missing lugs, studs or clamps. Also check for rims that are cracked or bent, have loose of damaged lug nuts and elongated stud holes, have cracks across spokes or in the web area, and have evidence of slippage in the clamp areas. Check the hubs for lubricant leaks, missing caps or plugs, misalignment and positioning, and damaged, worn or missing parts.
“ROAD CHECK” 2013 Are you ready for the annual Road Check enforcement sweep: June 4-6, 2013? Are you an interstate carrier in compliance with UCR? Have you submitted your USDOT MCS-150 Biennial Report within the last two years? Did you renew your Hazmat Registration and SCAC code yet? You may have INTERstate authority, but do you have INTRAstate authority? If not, now is the time! If you need help filing your… …UCR, visit www.ucrfilings.com …USDOT Biennial Report, visit www.mcs150update.com …HAZMAT Renewal due June 30, visit www.dotauthority.com …SCAC Renewal due June 30, visit www.SCAConline.com …INTRAstate Authority, visit www.intrastateauthority.com
Oregon Temporary Pass Effective June, 2013, the Oregon Department of Transportation will begin implementing restrictions to the number of temporary passes a motor carrier can purchase in a 12 month period as required by Oregon Administrative Rules 740-035-005 and 740040-0070. These rules state, in part, that a motor carrier will be required to establish an account when any one vehicle exceeds five (5) temporary passes or when an entire account exceeds 35 temporary passes within one twelve (12) month period. In addition, the Motor Carrier Transportation Division (MCTD) may require a cash deposit to insure the payment of fees, taxes, charges, penalties, and interest when a motor carrier operates on temporary passes. MCTD will establish the amount of such cash deposit in accordance with Department standards and practices. The required deposit obligation can be met by providing the full cash deposit amount; paying $100 or twice the amount of the weight-mile tax charge rounded up to the next ten dollars, whichever is greater, for each temporary pass purchased after that date. Motor Carrier Transportation Division Staff recommends you beat the rush, save time and money, and establish an Account as soon as possible. To apply for an Account, your company must complete and submit an Application for Motor Carrier Account for 935-9075. This application is available at www.oregontruckingonline.com. Once your account has been established , you may also apply for Oregon Weight Receipt and Tax Identifiers rather than operate on Temporary Passes. With an Established account, you can sign up for Oregon Trucking Online and purchase weight receipts online. You can also file monthly mileage reports, add, delete, or renew your vehicles. Visit www.oregontruckingonline.com for more information. You will find important information about motor carrier registration and operating requirements in Oregon by visiting www.oregon.gov/ODOT/MCT/Pages/REG.aspx. If you need assistance with your application, please contact a registration analyst at 503-378-6699. If you need information or assistance regarding a weight-mile tax bond, please contact our Bond Unit at 503-378-4823.
For more information on the annual nationwide “Road Check” compliance program, see the CVSA’s site: http:// www.cvsa.org/programs/int_roadcheck.php
https://www.facebook.com/CanBorder
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Investigation Needed! Allan Nightrunner Please ask congress to have the FMCSA and or the NHTSA to start an investigation into the problem and design of the Air Foot Control Valve or called the Treadle Valve.The Treadle Valve has been known to malfunction in semi trucks, buses and RV’s. This will and can cause an accident without warning, leaving many victims in its path. The Treadle Valve and Plunger can cause:
My Truck News`
ATRI — Compendium of Idling Regulations— Cab Card — Handy to have in the truck! http://www.atri-online.org/research/idling/ ATRI_Idling_Cab_Card.pdf
New HOS Rules Take Effect in July
1. The Treadle Valve or plunger to stop or stick in the up position, if this happens the driver has no breaks to stop. 2. The Treadle Valve or plunger to stop or stick in the center position which can happen without the drivers knowledge. This could happen without applying the brake lights. In which this could cause break drag which can cause the breaks to get hot and or catch on fire. This has been known to catch vehicles on fire. 3. The Treadle Valve or plunger can stop or stick in the down position. This can or will cause the vehicle to go into a skid or jackknife which could cause the driver to lose control that could then cause an accident. The Treadle Valve or plunger has had bulletins and recalls since the 1970’s leading up to 2012. The recalls are in different makes and models of Buses, Semi’s, and RV’S. According to the NHTSA there were nearly 3,500 fatalities resulting from accidents that involved a large truck in the United Sates in 2009. That does not include Buses or RV’S. The Treadle Valve problem is happening more today than in the past years. WHAT IS A PERSON’S LIFE WORTH? Please Sign the Petition at this site and Share with others: http://www.change.org/petitions/air-brake-problems-that-causingaccidents
CMV drivers, check out the HOS logbook examples for the new rule that takes effect in July. http://1.usa.gov/XSVVJS
http://www.tripcheck.com
Our goal is to help Commercial Drivers and their Carriers keep abreast of everything that is coming at them so they might protect themselves from laws that seem to change every day. 1. Truckers for Highway Safety. 2. Controlling traffic violation point issues. 3. Filing DataQ Claims. 4. Truckers with incorrect info on DAC report. 5. Problems with the DOT over sleep apnea. Justice for Truckers on Facebook Assisting Truckers
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Volume 1 Number 10
Agency Information Collection Activities; Approval of a New Information Collection Request: Driver and Carrier Surveys Related to Electronic Onboard Recorders (EOBRs), and Potential Harassment Deriving From EOBR Use A Notice by the Federal Motor Carrier Safety Administration on 05/28/2013 This article has a comment period that ends in 28 days (06/27/2013)
ACTION Notice And Request For Comments.
SUMMARY In accordance with the Paperwork Reduction Act of 1995, FMCSA announces its plan to submit the Information Collection Request (ICR) described below to the Office of Management and Budget (OMB) for review and approval. The purpose of this new ICR is to broadly examine, by the collection of survey data, the issue of driver harassment and determine the extent to which Electronic Onboard Recorders (EOBRs) used to document drivers' hours of service (HOS) could be used by motor carriers or enforcement personnel to harass drivers or monitor driver productivity. The survey will collect information on the extent to which respondents believe that the useof EOBRs may result in coercion of drivers by motor carriers, shippers, receivers, and transportation intermediaries. The proposed surveys for drivers and carriers collect information related to issues of EOBR harassment of drivers by carriers. FMCSA plans to publish a supplemental notice of proposed rulemaking on EOBRs. Prior to the issuance of a final rule, FMCSA will consider the survey results. The complete article is available online at: https://www.federalregister.gov/articles/2013/05/28/2013-12564/agency-information-collection-activities-approval-of-a-new-informationcollection-request-driver-and
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FMCSA Grants Temporary Exemption for Metal Coil Securement The Federal Motor Carrier Safety Administration has extended, for an additional two year, an exemption from FMCSR Part 393.120 to motor carriers transporting metal coils with eyes crosswise. Carriers using the temporary exemption must meet five securement requirements. If the coils are loaded to contact each other in the longitudinal direction and relative motion his prevented between coils and between coils and the vehicle, then the coils may be secured as follows: 1. The front coil must be blocked in front with a timber at least 4x4 inches. The timber must be at least 75% of the width of the coil, or row of coils if two or more coils sit side by side. 2. The rear coil must be blocked in the rear with a timber at least 4x4 inches. The timber must be at least 75% of the width of the coil, or row of coils if two or more coils sit side by side. 3. The first coil must be secured with a tiedown to prevent movement in the forward direction. 4. The last coil must be secured with a tiedown to prevent movement in the rearward direction. 5. Each additional coil in the row must be secured with at least one tiedown. The aggregate working load limit of all the tiedowns must be at least
Asking to Operate a CMV for Personal Conveyance is a Loaded Question Contributed by Wes Curtis Commercial Truck Consulting LLC Drivers of commercial motor vehicles (CMVs) are required to record their duty status for each 24 hour period as described in §395.8. In doing this, the driver must select one of four choices of duty statuses — Off Duty, Sleeper Berth, Driving, On Duty (Not Driving) — and record the number of hours they spent in each category. Obviously, the reason for recording these times are to establish a maximum amount of time a driver can be working, and a minimum amount of time the driver must spend resting. Generally, anytime a driver spends behind the wheel of a CMV will be counted as time driving and must be recorded as such.
But how does a driver record their time when the company allows the driver to take the CMV home with them at the end of their work day? When the driver is relieved from work and all responsibilities relating to work, the time the driver spends travelling to/from his/her home may be considered and recorded as off-duty time. This is referred to as using the CMV for personal conveyance and is acceptable as long as the CMV is not laden. However, this is where the question is raised "How do the regulations define 'laden'?" and also where confusion lies in interpreting this section of the regulations causing concern for many.
Here are two examples of methods of securement to comply with this exemption. These are not the only possible configurations.
The Federal Motor Carrier Safety Administration is issuing warnings to drivers and others in the commercial driving and transportation industries to be on the lookout for bogus license plates and CDLs bearing a DOT endorsement.
For example, should a mechanic who has a CDL, and is allowed by the company to drive the company service vehicle (that qualifies as a CMV) to/from the work place and home every day be required to log this personal conveyance time as driving time? The mechanic has been relieved from his work duties and all responsibilities for performing work. There is no freight on board the vehicle and neither intra nor interstate commerce is being performed by the driver or the company. However, the company vehicle is loaded with tools, equipment, and parts making some law enforcement personnel to interpret this CMV to be “laden.” The driver is cited for a log violation and may even find that he is short on enough hours to finish out the work week. Presently, there is no definition of the term “laden” anywhere in the Federal Motor Carrier Safety Regulations. Until the FMCSA opens this matter up for discussion and rulemaking purposes, this matter could become a potential issue from an enforcement standpoint and could certainly qualify as a “loaded” question.
http://www.tripcheck.com/mobile
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are leaving the industry in droves. One has to laugh a little when the companies scratch their heads and cannot seem to understand why their trucks are sitting empty…uh duh, what just exactly did you expect? You can only beat a dog until it dies and you can only demonize a workforce for so long before no one wants to be in that workforce. Another old proverb the companies and the government should have heeded, ‘be careful what you wish for, it can backfire and bite you in the arse.’ ExpeditersOnline.com TrailerTruckinTech.com Street Smarts: A Guide to a Truck Driver's Personal Safety Arriving Alive: personal safety, driving and sharing the road with semis tips Just a Lady Driver blog Sandy Long's Faire personal website Sandy Long @ Facebook TrailerTruckinTech Life member OOIDA Women In Trucking Association Watch for more of Sandy’s articles in the coming months! http://sandylongsfaire.weebly.com/sandys-