By: Elisabeth Barna
San Diego – Today, American Trucking Associations recognized the winners of some of the industry’s top honors.
“The trucking industry is full of individuals who demonstrate daily a commitment to safety and professionalism, but there are certain individuals who have gone beyond the call of duty in demonstrating that commitment,” said ATA President and CEO Bill Graves.
Winners of the National Truck Driving Championships and TMCSuperTech National Technician Skills Competition were honored here during the ATA Management Conference & Exhibition.
ATA recognized Jeffrey Langenhahn, a Con-way Freight professional truck driver based in Plover, Wisc., and 2014 Bendix National Truck Driving Championships Grand Champion, as well as Mark McLean Jr., a technician with FedEx Freight, Montgomery, N.Y., 2014 Technology and Maintenance Council SuperTech Grand Champion.
Both events were held earlier this year and a full list of division winners is below.
ATA will be announcing its National Truck Driver of the Year, National Safety Director of the Year and National Safety Professional Award of Excellence winners October 28-30 at the Safety & Human Resources National Conference & Exhibition in Orlando, Fla.
National Truck Driving Championships Winners
Straight Truck: Brendan Sharp, FedEx Freight (Henderson, Colo.)
Three-Axle: Basher Pierce, FedEx Freight (Sophia, N.C.)
Four-Axle: James Quarles, Walmart Transportation LLC (Laurens, S.C.)
Five-Axle: Wayne Gootee, Walmart Transportation (Brooklyn, Mich.)
Sleeper Berth Class: Matt Awbrey, Walmart Transportation LLC (Franklin, Ga.)
Twins: Jeffrey Langenhahn, Con-way Freight (Plover, Wisc.)
Flatbed Class: Paul Brandon, FedEx Freight (Oxford, Conn.)
Tank Truck Class: Christopher Miller, United Petroleum Transport (Cowetta, Okla.)
Step Van: Christopher Shaw, FedEx Express (Albuquerque, N.M.)
Rookie of the Year: David Guinn, Publix Super Markets Inc. (Mulberry, Fla.)
TMCSuperTech National Technician Skills Competition Winners
ASE Written Test: Jeffrey Nesheim, Ryder System (Carol Stream, Ill.)
Starting & Charging: Jeffrey Nesheim, Ryder System (Carol Stream, Ill.)
HVAC: Eric Rusk, McKee Foods Transportation LLC (Gentry, Ark.)
Brakes: Darrell Duggan, Walmart Transportation LLC (Grantsville, Utah)
Steering & Suspension: Frederick Morra, Ryder System (Hanford, Calif.)
Fifth Wheel: Robert Bruen, Swift Transportation Co. (Jonestown, Pa.)
Tire & Wheel: Joseph Calaway, Walmart Transportation LLC (Reading, Mich.)
PMI: Andrew Dilmuth, FedEx Freight (Jacksonville, Fla.)
Drivetrain: Mark McLean Jr., FedEx Freight (Montgomery, N.Y.)
Engine Electronics: Jeff Schlecht, Omaha Truck Center (Omaha, Neb.)
Service Information: Mark McLean Jr., FedEx Freight (Montgomery, N.Y.)
Electrical 2: Darrell Duggan, Walmart Transportation LLC (Grantsville, Utah)
Engine Hardware: Christopher Tate, Mohawk Truck (West Seneca, N.Y.)
Wheel End 2: Mark McLean Jr., FedEx Freight (Montgomery, N.Y.)
Liftgates: Eric Vos, FedEx Freight (Boise, Idaho)
By: Elisabeth Barna
San Diego – After four days, and more than 1.1 million steps, a team of America’s Road Team Captains won the American Trucking Associations Healthy Trucker Challenge at the ATA Management Conference & Exhibition.
“This was a great way to promote healthy habits and get the competitive juices flowing while here at MC&E,” said Road Team Captain Eddie Weeks, a professional driver with AAA Cooper, who took a challenge-topping 102,472 steps.
All told, ATA’s leadership, the Road Team and attendees walked, jogged or ran 1,136,738 steps – equating to 569 miles and burning an estimated 52,290 calories. And the Road Team team took an average of 16,991 steps per day to win the challenge.
“We gave it our best shot,” said outgoing ATA Chairman Phil Byrd, president and CEO of Bulldog Hiway Express, “but those America’s Road Team Captains are tough to keep up with – in safety and in steps.”
The challenge consisted of Byrd; incoming ATA Chairman Duane Long, Longistics; Pat Thomas, UPS Inc.; Kevin Burch, Jet Express and Dave Manning, Tennessee Express and comparing them to the steps of America’s Road Team Captains Weeks; Don Logan, FedEx Freight; Jeff Halford, Con-way Freight; Don Biggerstaff, ABF Freight System and Nate Wick, UPS Freight.
Additionally, Garth Pitzel from Bison Transport led the way for the attendees and won a complimentary registration for the 2015 ATA MC&E in Philadelphia.
The Challenge was so successful at the meeting, that Healthy Trucker boosted its commitment and provided each of the 20 Road Team Captains at MC&E a FitBit in order to allow them to take the challenge back to their companies.
The America's Road Team, sponsored by Volvo Trucks, is a national public outreach program led by a small group of professional truck drivers who share superior driving skills, remarkable safety records and a strong desire to spread the word about safety on the highway. Follow America’s Road Team on Facebook or Twitter.
American Trucking Associations is the largest national trade association for the trucking industry. Through a federation of 50 affiliated state trucking associations and industry-related conferences and councils, ATA is the voice of the industry America depends on most to move our nation’s freight. Follow ATA on Twitter or on Facebook. Trucking Moves America Forward
By Jim Beach
The website that hosts and displays safety information under the government's Compliance, Safety, Accountability enforcement program has undergone a redesign after the agency discovered "people are looking at data in a little different way than we thought."
The recent changes to the Federal Motor Carrier Safety Administration’s Safety Management System’s website did not change “anything that goes into SMS,” explained Joseph DeLorenzo, director office of enforcement and compliance for the FMCSA, at TMW's Transforum user conference this week.
He explained there were three things the agency tried to do with the re-design:
Most of the important information is shown on the main page of the system, with more detailed information available by clicking on certain items.
“These are cosmetic changes, not methodology changes,” he said. But you now can use the page to bring up more detailed information, how a carrier ranks in relation to similar carriers for each BASIC, and a measure over time graph that give carriers a view of how they are doing.
“If you want to know how you are doing, this what you should be looking at,” he said, noting it is based only on the inspections a carrier has had and the violations they received from those inspections.
The carrier registration page now includes a flag to show a carrier if is Carrier MCS-150 is outdated. If the information needs updating, carriers can click an “update” button to do that online.
The redesign also includes a help center to aid navigation through the system, fact sheets and other information.
To view the article, click here.
Earlier this week the Federal Motor Carrier Safety Administration (FMCSA) issued an alert concerning motor carriers and their motor carrier Personal Identification Number (PIN).
The PIN is your personal identifier and should not be shared with anyone you have not authorized to make changes to your motor carrier status. A motor carrier’s PIN allows access to a carrier’s USDOT data and to make changes or updates to the company’s information, including identification updates, name and address changes, transfers, and voluntary revocations.
FMCSA strongly advises carriers to only share their PIN with individuals authorized to make changes to their FMCSA records. FMCSA recommends that carriers conduct regular checks of their company information that is contained in the FMCSA system. If you suspect your PIN has been compromised, it is strongly recommended that you change your PIN immediately. If you are experiencing difficulty changing your PIN contact the Federal Motor Carrier Safety Administration’s Information Line at 1-800-832-5660.
American Trucking Associations and a coalition of public interest advocates are expected to tell a federal court on Friday to strike down portions of the latest changes to federal hours-of-service rules.
In briefs filed with the U.S. Court of Appeals for the District of Columbia Circuit, ATA has argued that in putting restrictions on the optional 34-hour restart that drivers could use to reset their weekly driving limits, the Federal Motor Carrier Safety Administration overstated the role of fatigue in truck-related crashes, thus improperly tipping the scales in favor of the restrictions.
The changes, set to take effect July 1, also require drivers to take a 30-minute break before driving more than eight hours.
Public Citizen and its allies, meanwhile, have urged the court to force FMCSA to further restrict drivers’ hours, saying the agency did not fulfill its duty to improve highway safety when it chose not to do that.
Recently, the FMCSA presented new guidelines reflective of the upcoming changes to the hours of service requirements. As most of you know, the ATA filed suit against the FMCSA over the changes. Oral arguments are scheduled to begin in March, the new rules are scheduled to be implemented in July (2013) . Click on the link to view the HOS guide.
On January 7th, the California Supreme Court accepted the California Trucking Association's Amicus Brief filed in the case of the People vs. Pac Anchor Transportation case.
This case presented CTA with an opportunity to “tell the trucking side of the story” at the state’s highest court, the State Supreme Court. The request by CTA members to file an amicus was triggered after the state included its Unfair Competition Laws (UCL) as a way to regulate motor carriers who utilize owner operators. Instead of using the UCL, the Attorney General could have used a number of resources under current California law contained in the Labor Code to pursue the wage and hour claims at the heart of the case.
Several CTA member subject matter experts provided valuable input and resources for this project. CTA staff drafted those sections that present standard industry practice and the economic reasons for the use of independent contractors. Attorney Linda Allderdice, a CTA member, recently provided an overview of the Amicus Filing during the joint CTA Intermodal Conference meeting held during the 2013 Annual Management Conference.
New Advisory Panel Broadens Access to CSA Planning
By Oliver B. Patton, Washington Editor
The trucking industry and other interest groups are getting more say in how the Federal Motor Carrier Safety Administration shapes its signature CSA safety enforcement program.
At the first meeting of a new CSA advisory panel yesterday, the agency spelled out the help it needs, calling for ideas and suggestions on how to solve such long-standing issues as public access to data, improvements in the data correction system and whether or not carriers should get credit for safety technology.
The panel is a subcommittee of the Motor Carrier Safety Advisory Committee, a group of 19 officials from industry, the enforcement community and labor and safety advocacy groups that provides counsel to FMCSA on a variety of issues.
David Parker, senior counsel at Great West Casualty, is chairman of the committee and also will chair the CSA Subcommittee.
The shape and size of the subcommittee is not yet clear. At yesterday's meeting in Alexandria, Va., Parker said he believes shippers, brokers, equipment suppliers and others should be involved in the CSA discussions, in addition to interested members of the Advisory Committee. He expects these issues to be resolved by the time of the subcommittee's first meeting in October.
The subcommittee will have a daunting agenda. Keying off on a list presented by the agency, the MCSAC members discussed a broad range of issues they hope to cover, many of which have been in play ever since CSA got under way two years ago.
What FMCSA Wants
Bill Quade, associate administrator for enforcement at FMCSA, outlined the agency's wish list.
It wants advice on how to handle public display of CSA data and messaging, on the thresholds it has established to trigger intervention by enforcement officials, and on whether or not the safety data should take a carrier's area of operation into account.
Also on the agency's agenda: what to do about shortcomings in the DataQs system for correcting errors, particularly with respect to handling violations that have been dismissed by a court.
In addition, the agency asked how it accounts for roadside screening versus a full inspection in the database, and should carriers get credit for using safety technologies such as lane departure warning.
And, should Safety Measurement System data be segmented by the type of operation, such as truckload, less-than-truckload, private carriage, flatbed, rural or urban?
What MCSAC Wants
To this the MCSAC members added a considerable list of their own.
They want to determine if CSA is working as it is supposed to, perhaps by engaging a third party to do an analysis.
They question whether the CSA system should focus on reducing the number of crashes, or on the severity of crashes.
Committee members applauded the agency's effort to roll out CSA to the entire community, but indicated that they would look for ways to improve communications with small carriers.
Other issues: how to lessen disparities in enforcement by the states, and find data that ties specific safety violations to crash risk.
Committee member Danny Schnautz of Clark Freight Lines put on the agenda the issue of shippers using CSA data as a carrier selection tool.
"Among shippers and brokers the (SMS) score is viewed as the Holy Grail," he said. Despite the warnings on the CSA web site about the uses of the data, "the message is not getting through to them."
The committee members took time to enumerate the ways CSA has benefited truck safety. They noted that the system is dispensing more data and giving the agency the ability to reach more carriers without a dramatic increase in resources.
It is better than the earlier system, SafeStat, in getting at the worst offenders, and it has led to the start of a cultural change in the industry by forcing carriers to focus on the details of safety management.
The agency already is planning another round of improvements to follow on those it posted last Friday.
It will consider modifying roadside violation severity weights, and changing the way it uses vehicle miles in determining scores for the Crash and Unsafe Driving categories of CSA. In addition, it will consider adjusting safety event groupings in all of the categories.
Jul 17, 2012 4:47 PM
The Federal Motor Carrier Safety Administration (FMCSA) has changed the process for calculating and publicizing the driver, vehicle, and hazardous materials out-of-service (OOS) rates and crash rates.
The current method for determining the qualifying crash and OOS rates under this rule, in effect since the inception of the Hazardous Materials Safety Permit (HMSP) program, utilizes two years of inspection data from FMCSA's Motor Carrier Management Information System (MCMIS) to calculate the OOS rates representing the top or worst-performing 30% of the national average. FMCSA has been recalculating the threshold crash and OOS rates every two years, using MCMIS data from the preceding two years.
As stated in 49 CFR 385.407, in order for FMCSA to issue a hazardous materials safety permit, a motor carrier must not have a crash rate, or driver, vehicle, or hazardous materials Out-of-Service (OOS) rate that falls in the top 30 percentile of the national average.
Effective June 27, FMCSA began using a new methodology to calculate the threshold crash rate and driver, vehicle, and HM OOS rates that qualify or disqualify a carrier for HMSP issuance. The revised methodology uses eight years of data from MCMIS (data from 2003 to 2010) to determine the national average for eligible crash and OOS thresholds that qualify for an HMSP. These rates will remain static rather than change every two years.
FMCSA decided that crash and OOS rates, which remain static over a longer period of time, will improve safety by providing a clearly identifiable standard for industry compliance and minimize the burden on motor carriers and the HM industry by allowing more appropriate measures that ensure eligibility for the HMSP. The calculations of crash and OOS rates in this notice of amendment will be implemented immediately and posted to FMCSA's Web site. These new static rates will remain in effect until further notice.
A truck transportation group together with four trade associations and 12 other named plaintiffs have filed suit against the FMCSA seeking judicial review of the regulator’s “New Resources Available for Shippers, Brokers, and Insurers” publication issued May 16.
The suit was filed Monday in the U.S. Court of Appeals for the District of Columbia Circuit by ASECTT (the Alliance for Safe, Efficient and Competitive Truck Transportation) and the other plaintiffs.
Petitioners allege the Federal Motor Carrier Safety Administration’s publication is a “bureaucratic overreach without process.” Tom Sanderson, president of ASECTT, said, “ASECTT members believe SMS methodology is a work in progress, unapproved for the agency’s own use in making safety fitness determinations.
“With no concern for the effect of its publication on shippers and brokers or the false branding of carriers and resulting economic consequences on small businesses, the agency has in effect told the shipping community it cannot rely upon the agency to do its statutory job to certify carriers as safe for use and must make an independent safety evaluation of all carriers before use. This amounts to a new rule with significant economic consequences which must be timely challenged.”
David Owen, president of the National Association of Small Trucking Companies (NASTC), a lead plaintiff in a previous suit against FMCSA over the issue of publication of SMS data, said: “We thought in the settlement of NASTC et al. v. FMCSA that the agency recognized and affirmed its statutory duty to make a safety fitness determination upon which shippers and brokers could rely.
“The agency’s May 16th publication makes clear that it seeks to abdicate its ultimate safety fitness obligations to the shipper and broker community with no concern for the resulting prejudicial effect on safe carriers arbitrarily branded under SMS methodology. Over 1,000 of our small carrier members which the agency certifies as safe to operate on the nation’s roadways are faced with loss of business as a result of the agency’s action.”
Joining in the lawsuit are four other trade organizations, five brokers and seven named carriers.
Jimmy DeMatteis of Des Moines Truck Brokers said that “Over the past 18 months, we have tried repeatedly to explain to the agency that SMS methodology brands perfectly safe carriers as somehow unfit for use. That premature publication of percentile rankings will create chaos in the marketplace, restricting competition as the methodology is used as a tool … to increase the shipping public’s liability for truck accidents under state law.
“In this context, the May 16th publication made it very clear that the agency has not heard industry’s concern and intends to deputize the shipping community to enforce the agency’s statutory responsibilities.”
The Trucker staff can be reached to comment on this article at email@example.com.