Trucking News Articles
is our Driving Concern
by the President and CEO of the American Trucking
Safety is No Accident
Away From the Dark Side
Safety in Commercial Truck Unloading
of Bus and Heavy Truck Testing
Brake Tester For Tractor Trailers
Its effect on Commercial Trucking Issues
O'Neal and Trucker Education
Community College's Commercial Truck Driving Program
TMTA 14 Hour Rule Video
Battlefield of Trucking Litigation
Tracking the Paths of Tractor Trailers
Is Our Driving Concern
President & CEO, American Trucking Associations
On Wednesday, April 23 the National Highway Traffic Safety Administration
(NHTSA) released preliminary figures that while overall highway
traffic fatalities for 2002 increased, the number of car-truck fatalities
decreased for the fifth year in a row. If the preliminary numbers
remain unchanged, the 2002 car-truck fatality toll of 4,902 which
is a 3.5% decline over last year, will mark the trucking industry’s
best highway safety improvement in nearly a decade and the first
time the annual figure has dropped below 5,000 since 1995.
Although this 3.5% decline in fatalities is a positive trend, the
American trucking industry believes more commonsense steps can be
taken to save lives. If we all insist on increased, visible traffic
enforcement for cars and trucks—especially for speeders—then
we’ll continue to see the numbers move in the right direction.
America’s professional truck drivers strive every day to be
among the safest motorists on the road. They know that for every
mile they drive, their number one priority is to be safe. In announcing
the preliminary figures, Secretary of Transportation Norman Mineta
said, “If we’re ever going to reduce the needless deaths
on our nation’s highways, we’re going to need the American
public to bear greater responsibility for their personal safety.”
Responsibility is something that American Trucking Associations
(ATA) and our members understand very well.
The highways are our workplace. Each year we drive over 400 billion
miles and our motor carriers and their drivers have long accepted
their important safety role. Through ATA’s Share the Road
program, sponsored by Volvo Trucks, we connect directly with other
motorists, teaching them how to drive safely around large trucks.
Our Highway Watch program spots aggressive drivers and dangerous
highway situations and reports them to authorities. We believe that
these public education efforts have helped produce these low fatality
numbers. We are committed to operating in the safest manner possible
and will continue our efforts to save lives.
To produce its annual report on traffic fatality trends, NHTSA collects
crash statistics from 50 states and the District of Columbia. This
year, the decline in car-truck fatalities appears to be the only
positive news in the 2002 figures. Alcohol-related deaths, motorcycle
fatalities, young driver deaths, and child occupant fatalities each
showed an increase over last year. In 2002, as estimated 42,850
people died on the nation’s highways, up from 42,116 in 2001.
This represents the highest number of fatalities since 1990. We
must all do our part to help drive these numbers down.
day after NHTSA’s announcement, the Federal Motor Carrier
Safety Administration (FMCSA) released its new Hours of Service
rule that establishes new on-duty and rest time guidelines for commercial
motor vehicle operators for the first time since 1939. ATA has worked
since 1997 for a rule that is a good mixture of common sense and
sound science. This new rule is one that our members can work with.
It will allow us to meet the real world operational needs of the
trucking industry and most importantly, do so safely.
it’s not everything that we wanted, it represents a much better
rule than the one that was proposed three years ago. This rule cleared
a required independent comprehensive cost-benefits analysis and
reflects components of an earlier ATA proposal. This increases the
amount of rest time for professional truck drivers and promotes
the body’s natural 24-hour Circadian rhythms, as opposed to
the current rule which is based on an 18-hour day. Most importantly,
ATA believes that this rule will help improve highway safety.
if any industries are more uniquely American than trucking and few
bear as heavy a responsibility for the safety of others as we do.
The American Trucking Associations and the more than 37,000 members
that we represent directly and through our federation of industry-related
conferences will continue to do our part to operate as safely as
possible and save lives on the nation’s highways.
Safety is No Accident
the world of trucking, cycles come and go. You can probably count
the number of carriers still in business from the 1980’s on
one or two hands. What separates them from the memories of carriers
Beyond the usual obvious quantifiers such as freight rates, interest
rates, and the cost of drivers, tires and fuel, a seasoned trucking
veteran would look deeper, knowing that there is more to long-term
successful trucking. The trucking executive understands there are
hard costs and there are the “other” costs. Notable
among the “other” costs is safety. The glaring but oft
overlooked common thread among the companies that are still in business
is safety! Let’s face it, safety just isn’t very sexy
in an age of technology and equipment design we couldn’t possibly
imagine just a few short years ago.
Safety isn’t affected by cycles, you know, the “circumstances
beyond your control.” Real safety is practiced year in and
year out. Safety is simply the three P’s - Premeditated, Prioritized,
The trucking industry in America is fully loaded with safety resources
every fleet owner can access. Just consider the safety expertise
available via the numerous trade associations devoted entirely to
trucking. There are qualified safety consultants throughout the
industry eager to advance a fleet’s safety agenda.
Safety isn’t easy, and it certainly isn’t simple. However,
it is attainable by simply making it a priority. Allocate the resources
needed to implement a well designed and strategic safety plan. It
is critical everyone in the company understands the number one priority
is safety, safety, safety! Recognize and reward your employee’s
efforts to advance your strategic safety plan.
When the temptation is just too strong and you inevitably return
to the economic variables in this equation, just consider the ROI
on your safety investment, its exponential!
In the past twenty-five years in the industry I’ve heard hundreds
of trucking executives remark, “I awake every morning knowing
I’m one accident from losing everything I have!” Truer
words were never spoken in today’s out of control litigious
society. It appears to be a matter of “when”, not “if”!
With that in mind, can you really leave it to chance? Absolutely
not! Real safety can be measured and quantified any number of ways,
actuarially, economically, and morally. Either way the results save
dollars and lives!
Away From the Dark Side
an over-the-road truck is being loaded with an unusual or large
load using a forklift truck, the observing participants should always
consider the far side of the truck as "the dark side".
Recently, in three separate cases, experienced individuals were
either killed or seriously injured when equipment was pushed off
the truck bed or fell off the forks of trucks.
offer the following "simplified concepts" for your next
Have observers consider the far sides of the truck being loaded
as the dark side - they should never go there.
Mentally draw two parallel lines traveling away from the forklift
parallel to the trailers length, plus 5 yards- everything within
them should be considered the dark side.
drivers should reconsider some other "myths" around loading
and unloading practices:
a truck driver, you are responsible for directing the loading of
- You are only responsible for accepting or rejecting the way the
load has been placed on your truck. If you feel you must watch what
happens, stand at the rear of the truck at least 5 yards from it
and where the fork lift operator can see you.
Sometimes you have to climb on the load to arrange or release tie
downs if it is a large or unusual load.
- There will always be someone more familiar with the load than
you are. Ask for help, or request a short job safety review before
touching it. Balance points and stability change.
The company and the guys we work with appreciate the way we pitch
in to unload trucks.
- As a truck driver, field operative, store man or other individual
whose training and experience do not include heavy materials handling,
do not volunteer your assistance when it puts you at risk.
of Bus and Heavy Truck Testing
Associates has been very active over the last year conducting bus
and tractor trailer testing in cooperation with several organizations
for the benefit of their drivers and for our pursuit of hands-on
of video and technical data have been compiled and organized for
plans that include training manuals, new-hire training videos, and
interactive computer training programs designed to test and qualify
Using redundant measuring equipment, time and distance measurements
were gathered that describe motion of these vehicles as they are
accelerated from a stopped position, put through hard braking tests,
and turned through typical corners.
device that ATA designed, called a “trailing fifth- wheel”,
was used to measure time and distance. The VC2000 accelerometer
was also used to measure longitudinal accelerations to compare with
the fifth-wheel data. Using electrical switches, time data was logged
when the driver hit the brake pedal. The data was compared that
with video showing the brake lights illuminate. A radar gun was
used to compare those results as well.
is small fraction of the large amount of data gathered from the
Once in motion, these large trucks tend to take a long time to stop.
At approximately 34 mph it took over 110 feet to stop, whether the
tractor had ABS or not. Compare this distance to that of a car,
which takes about 45 feet to panic stop from 34 mph.
item of interest, that the collected data has shown, is mechanical
lag time. That is, the time it takes the brakes to activate once
the driver slams on the pedal. Results show that it takes up to
7/10ths of a second for the brakes to fully engage.
Typical city buses generally have the same amount pick-up whether
the driver stomps on the accelerator or not. Acceleration rates
were on the order of 0.1g to 0.14g. So, at an intersection (typically
60 feet wide), expect it to take one of these busses, stopped at
the light, 5 to 7 seconds to clear the crossing.
Generally data shows that the acceleration on a 40 foot school bus
is about a second quicker at take-off compared to city buses.
Brake Tester for Tractor Trailers -
a brake failure occur in your tractor-trailer accident? To answer
that question, ATA is excited to offer Radlinski & Associates
Roller Brake Tester, brought to us by our truck expert, Phil Smith.
With this portable dynamometer, the brakes on a five-axle tractor-trailer
can be evaluated in detail with minimal set up. Featured measurements
Brake Force - to check how well the brakes are functioning (What
is the actual deceleration capability?).
- Brake Threshold Pressure - to check if all the brakes engage
at the same pressure level (Even/Uneven braking).
- Anti Lock Braking System/Automatic Traction Control - to check
sensors, valves and wiring.
- Rolling Resistance - to check for rubbing brakes which cut fuel
weight simulation system is available to simulate a load on an empty
vehicle. An infra-red remote control permits the testing to be conducted
from the driver’s seat.
Additional data acquisition includes brake forces at each wheel
measured with strain gage transducers; air pressure, pedal force
measurement, and axle weight. In addition, since the data is electronically
stored, graphs produced can show pressure build up as the brakes
reach their maximum yield giving a good indication of lag time.
a few examples of problems that the Roller Brake Tester has uncovered
include: defective automatic slack adjusters; disconnected brakes;
poor low-pressure balance between tractors and trailers, causing
excessive wear and premature wheel lock-up; high crack pressures
on steering axles which can lead to jackknife situations; and pinched
or blocked air lines.
ATA a call to check out your tractor- trailer.
January 1, 1994 the North American Free Trade Agreement was initiated.
One of the main objectives was the elimination of tariffs between
Canada, Mexico and the United States on "Qualifying" goods
by the year 1998, for goods originating from Canada and by the year
2008 for goods originating from Mexico. Commercial vehicles from
the Mexico and the U.S. were to have full access to the ten U.S.
and Mexican Border States.
December 1995, citing safety concerns, President Clinton announced
an indefinite delay in the NAFTA provision that would have allowed
Mexican trucks to travel freely in the southwestern border states.
Under current provisions, Mexican trucks are confined to a narrow
strip along the border where freight is picked up by American trucks
for delivery throughout the United States.
concerns regarding Mexican trucks have been expressed by national
safety and labor groups. The differences in U.S. and Mexico trucking
safety standards could have a negative impact on highway safety.
following are some cited examples:
Mexican regulations do not require drivers to log their hours.
- Mexican trucks are not required to have front wheel brakes.
- Mexican regulations do not place a limit on the number of hours
a driver can be on duty.
- Gross vehicle weight limit for Mexican trucks is 97,000 pounds
vs. U.S. 80,000 pounds.
- Drivers do not have to obtain specific training to transport hazardous
- Computerized drug, alcohol and driving records do not exist.
- NAFTA has brought to the state of Texas the biggest increase in
trucking traffic. -About 80% of U.S.-Mexico Trade passes through
Texas, primarily in trucks carrying goods to other parts of the
United States or Canada.
- Truckers pay the price for free trade as they wait in endless
lines at the border.
has increased its surveillance partly through "Operation Hard
Line" in its war on drugs. Custom procedures and required documentation
add to the complexity and time for truck drivers to enter and exit
the border. New programs are being initiated to help speed up border
crossing and the governors of bordering states are moving towards
a proposal to adopt common safety standards.
is in the process of developing an educational video that will help
define and increase understanding of border crossing procedures.
We have been strongly involved in the transportation industry for
many years and believe growth should be tempered by safety precautions
that protect the reputation of a valuable industry.
information on the subject can be easily found at the following
U.S. Customs Service
U.S. Department of Commerce
- NAFTA search
O’Neal Heads HCC Trucker Education
Community College has the distinction of being one of the largest
community colleges in the nation. Along with HCC’s reputation
for size, the equally distinctive term “quality education”
accompanies the board’s repertoire of degrees and certificates
they offer. HCC’s commercial truck driving program was founded
in January, 1995. Van O’Neal,Chairperson of Transportation,
conceived the idea of training truck drivers when the driver shortage
reached alarming proportions in the 1990’s. After several
years of research, O’Neal opened the school in January, 1995.
HCC curriculum was designed after researching the DOT model curriculum
and collaboration with many trucking company safety directors, trainers,
and upper level management. O’Neal designed the curriculum
to include lesson plans that guide the training through all critical
duty processes. During the ensuing years, O’Neal lead the
program to national prominence earning course certification through
the prestigious Professional Truck Driving Institute. O’Neal
realized programs grow only if they meet industry needs. He joined
TMTA, served on the board of the Texas Driver and Traffic Safety
Education Association, Houston Council of Safety Professionals,
and National Association of Publicly Funded Truck Driving Schools
(NAPFTDS). He also has served as President of the NAPFTDS. O’Neal
currently serves on the PTDI Board of Directors, and in March 2004
was elected to a new board term for NAPFTDS. He has worked with
ATA Associates on vehicle stopping, starting and turning characteristics.
In addition, he served as technical advisor to the “Trucking
Tractor-Trailer Driver Video Series” produced by ATA for Delmar
Learning. He has co-authored “Pass the CDL - All You Need
to Know,” a reference source designed for the aspiring new
driver. O’Neal’s program now trains over 1,500 students
per year, is on the editor’s choice list of the “Best
Truck Driving Schools in North America” by Truck School USA.com
and is one of the largest publicly funded training schools in the
nation. He has served as a conference keynote speaker, TV and radio
commentator and lecturer. His presentations all have a common thread;
safety on the road is paramount and trucking can be a rewarding
Completes TMTA’s Updated “14 Consecutive Hours Rule”
Associates recently completed a comprehensive update of the Texas
Motor Transportation Association’s instructional video, The
14 Consecutive Hours Rule. The rule, which is part of the Federal
Motor Carriers Safety Administration (FMCSA) regulations concerning
trucker’s logbooks, was changed on January 4, 2004.
23 minute video program explains new rule changes and demonstrates
how truckers must keep a driver’s logbook as mandated by FMCSA
395.8. This presentation is part of a 10-video series, produced
by ATA Associates, concerning important trucking rules and regulations.
The complete series is available from TMTA on their website at TMTA.com.
Battlefield of Trucking Litigation
electronic technology through the use of onboard computers, high
speed data busses and satellite communication systems are changing
the world of vehicle accident reconstruction. It is becoming much
like the integrated battlefield operation of the military. High
speed, high quality information transfer may be used in decision
making at all levels.
passenger vehicle with an SDM has onboard event recorders that record
key information about vehicle operations/activities during an accident.
The general public currently has access to General Motors and Ford.
Toyota is soon to follow.
trucks have onboard data recorders that identify what operations
occurred during the vehicles last hard braking. PeopleNet provides
the service of organizing and recording the onboard data in a useful
way as well as transmitting the operational data in real time.
driver safety technology providers such as Vorrad and Iteris are
implementing trucks with technologies that can establish the position
of up to 20 vehicles around the truck.
are being made to require trucks to have an OBDR (onboard data recorder)
to track the driver’s hours of service.
Motors OnStar system provides vehicle onboard diagnostics. In the
event of a collision resulting in air bag deployment, OnStar will
transmit information on events such as location and accident severity
to real-time responders.
brother is watching. There is a significant amount of information
being collected on the events of an accident. As computer technology
improves and expands into increased data collection, the organization/integration
of this information will surely occur.
use of this information is having an increased roll in the reconstruction
of accidents. Many questions will be raised as to how this information
should be used, who has the rights to the information, and how the
information can be used to improve vehicle driver training.
ATA has presented this technology story to numerous national organizations
(TLC, Liberty Mutual, NAPFTDS) in the form of an interactive DVD.
This DVD is available free of charge upon request. To receive a
copy call Anita White, Marketing Coordinator, at 281-480-9847 or
e-mail at email@example.com.
Tracking the Paths of Tractor Trailers
In the reconstruction of accidents involving big trucks, vehicle location data provided by fleet tracking technology is often in the mix of available evidence. Because fleet tracking systems typically rely on the global positioning system (GPS), the usefulness of this tracking data in accident reconstruction is subject to the limitations of GPS data in general and of a given dataset in particular. Most GPS systems are advertised as having 5-meter (+ 16 feet) accuracy. In ATA's investigations of a variety of traffic accidents where fleet tracking data have been available, physical evidence from the accident scene typically corroborates 5-meter accuracy for the tracking systems involved. In some cases, physical evidence has demonstrated that such systems can produce position fixes with 1-meter accuracy or better.
Even when GPS data are accurate within 1 meter, however, it must be remembered that these data describe only the location of the GPS antenna, not the whole truck. This fact can be especially problematic with articulated vehicles such as tractor-trailer combinations. When an 18-wheeler is involved in an accident when turning or crossing through an intersection, establishing the position and orientation of the trailer in the intersection is often the key to understanding the accident. While the path of a trailer will, of course, be related to the path of a tractor-mounted GPS antenna, the two paths are not the same and, in fact, are usually significantly different from each other.Fortunately, if the dimensions of the tractor and trailer are known, and if the position of the GPS antenna on the tractor is also known, a variety of techniques, on either the computer or the drawing board, are available to derive the path of the trailer from the path of the tractor.
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