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Road Safe America cites hike in big rig crash deaths, again calls for speed limiters

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Road Safe America said statistics show that from 2009 to 2016, miles driven by heavy commercial trucks slightly decreased while the crashes involving them continually increased.  (FOTOSEARCH)

ATLANTA — Road Safe America Tuesday federal crash data it had analyzed showed that all but six U.S. states had increases in big-rig truck crash deaths from 2009 to 2017, the most recent year of available data.

From 2009 through 2017, a total of 35,882 people died in large truck crashes, the organization said in a news release.

“The sad fact is that many of these deaths could have been avoided if use of existing speed limiting and automatic emergency braking technologies had been the law,” said Steve Owings, co-founder of the highway-safety non-profit Road Safe America.

Statistics show that from 2009 to 2016, miles driven by heavy commercial trucks slightly decreased while the crashes involving them continually increased.

The data shows the top five states with the greatest number of truck crash fatalities in 2017 were in order: Texas, California, Florida, Georgia and Pennsylvania.

The five states with the largest percentage increases in truck crash deaths from 2009 to 2017 were, in order of greatest increase – Washington, Idaho, Colorado, Texas and Nevada.

“Most of the states in this top five list have truck speed limits of 70 mph or more,” Owings said. “There is no good reason for big rigs that can weigh up to 80,000 pounds, or more in some states, to be operating at speeds this high since they cannot stop in the same distance in an emergency as vehicles with which they share the roads.

“Yet, unlike many other leading nations, our country does not require the use of automatic emergency braking or even speed limiters, which would help to save lives of people in passenger vehicles and professional truck drivers, too. In fact, required use of speed limiters is so prevalent around the world that they have been built into America’s big-rig trucks since the 1990s.  So, all that is needed is a requirement to turn them on and set them at a reasonable top speed such as 65 mph. A recent national survey found 80 percent of voters across all demographics join us in calling for these requirements.”

In 2016, the Federal Motor Carrier Safety Administration and the Newsal Highway Traffic Safety Administration jointly issued a Notice of Proposed Rulemaking that proposed equipping heavy-duty vehicles with devices that limit their speeds on U.S. roadways, and requiring those devices be set to a maximum speed, a safety measure that could save lives and more than $1 billion in fuel costs each year.

However, the NPRM never gained any traction.

Most industry stakeholders said the initiative fell victim to President Donald Trump’s order to reduce federal regulatory efforts.

Owings said speed governors improve truck safety by limiting the top speed a truck can travel, thus allowing a truck driver to have more time to avoid a crash or reduce the severity of crashes that do still occur.

Most big-rigs already use them for this same reason and because doing so saves fuel, improving profitability, he said.

Automatic emergency braking also enhances safety on our roads by alerting truck drivers of slow-moving and non-moving objects and then applying the brakes if the drivers fail to for whatever reason, Owings said.

“Road Safe America encourages all trucking companies who have not already done so, to cap the maximum speed of their fleets by setting their speed limiters at 65mph and to install AEB on every truck,” Owings said. “We also encourage the public to learn more about these life-saving technologies by visiting our website: .

 

 

 

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7 Comments

7 Comments

  1. Lisa Schmitt

    January 29, 2019 at 3:34 pm

    UM Let me explain something to you. A car doing 80, coming up over a hill, to a semi doing 65 Will cause MORE accidents. Do any of you even DRIVE a truck???

  2. Shaq

    January 30, 2019 at 10:01 pm

    The automatic braking system does more harm then good. I nearly jackknifed because of that system.

  3. JEFFREY B DUGGER

    February 1, 2019 at 4:49 am

    The accidents are caused by these commercial truck co. not by the drivers or speed of truck’s. These companies hide behind the ELD, FORCED dispatch, abusive treatment of drivers. These companies have a very high rate of driver turn over. The dispatched pick up and del. times are always off/short, such as having about one hour left to drive and dispatched for a pick up 90 miles away in heavy traffic, and the driver is fired if he or she doesn’t make it. The truck companies looking for drivers on The Trucker are part of the commercial companies that are the bad guys here. Remember we honor our drivers and get our drivers home, NOT, when they allow you home time after being hired.

  4. Pjen

    February 1, 2019 at 5:07 am

    Just keep on assuming every accident is the truck drivers fault…everyone else does

  5. Talbot

    February 1, 2019 at 6:36 am

    ok then limit all autos cars trucks everything problem solved cars run a lot faster than trucks and cause most of the accidents from doing dumb things sorry but i have been out there and seen it all.

    • Judy Ochs

      February 1, 2019 at 10:00 am

      Make the cars who always pull over to the side of the highway to take their dog to go pee or do that themselves with their flashers on, go to an on ramp instead… Common sense.. We have to move to the other lane when these idiots pull over on the side of the highway for stupid reasons.. Cars are almost ALWAYS the cause of semi crashes… No one wants to take someone’s life so we do what we have to to avoid that so we don’t have to live our life out knowing we killed someone… The authorities do NOTHING to keep cars from cutting us off or tailgate us or brake check us.. The dash cam is the most valuable thing we can use… But yet, we are always at fault…

  6. Tony Jenkins

    February 2, 2019 at 11:03 am

    i’ve noticed that people who want these limiters are people who’ve never drove a truck. How many people at ata have drove a truck and yet they know what’s best for drivers. They say people want speed limiters on big trucks, that’s because their only getting one side of the whole story.

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Bendix offers tips on preventing OOS order during Roadcheck

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During Roadcheck 2018 brake systems, tires and wheels, and brake adjustment represented well over half – 63.8 percent – of the violations that led to vehicles being placed out of service. (Courtesy: BENDIX)

ELYRIA, Ohio — Need evidence of how important foundational maintenance is to keeping vehicles on the road and operating safely?

Try this: During last year’s Commercial Vehicle Safety Alliance (CVSA) International Roadcheck, brake systems, tires and wheels, and brake adjustment represented well over half – 63.8 percent – of the violations that led to vehicles being placed out of service.

With this year’s International Roadcheck around the corner on June 4-6, Bendix (Bendix Commercial Vehicle Systems and Bendix Spicer Foundation Brake) reminds fleets and owner-operators that taking care of the basics is a must.

“The 2018 Roadcheck followed a common pattern of brake, tire and wheel-end issues accounting for the majority of the out-of-service violations,” said Lance Hansen, Bendix North America regional vice president – fleet/trailer sales and service engineering. “This year’s program includes a special emphasis on steering and suspension systems – but that doesn’t mean there will be less scrutiny of brake and wheel-end concerns. Simple, routine maintenance is designed to catch these issues, from improperly inflated tires to out-of-adjustment brakes. Roadcheck also highlights something else of vital importance – the need for technicians to have the latest training.”

Since its inception in 1988, International Roadcheck – the largest targeted commercial motor vehicle program in the world – has conducted more than 1.6 million total roadside inspections in the United States, Canada and Mexico. On average, the 72-hour period will see roughly 17 trucks and buses inspected every minute, with most of them undergoing the North American Standard Level 1 Inspection, a 37-step procedure that reviews both driver operating requirements and a vehicle’s mechanical fitness.

With braking systems, wheel-ends and tires in the spotlight, offers key points on inspecting and maintaining these crucial components.

Brake Check

Brake systems and brake adjustment reflect a range of issues that are easily averted through regular pre-trip inspections and preventive maintenance. Before hitting the road, drivers should always conduct standard walk-arounds with an eye out for visible brake system problems such as loose hoses or damaged brake components – air chambers or pushrods, for example.

In the shop, air brake system inspections should include the following – all of which relate directly to items inspected during Roadcheck:

  • Conducting a 90- to 100-psi brake application and listening for leaks
  • Measuring chamber stroke at each wheel-end to ensure proper brake adjustment
  • Examining friction for good condition and minimum thickness
  • Measuring/inspecting each rotor and drum for wear and heat cracking and/or leopard spotting

Also essential is checking the condition of friction for compliance, whether during maintenance or pre-trip. This means inspecting for issues including lining cracks, missing portions of the lining, oil or grease contamination of the lining, and compliant friction lining thickness.

“Should you need to replace air disc brake pads or drum brake shoes, select components that will ensure the original equipment manufacturer (OEM) requirements are met, so that your vehicle remains compliant with the standards required of reduced stopping distance (RSD) braking systems,“ said Keith McComsey, director of marketing and customer solutions at Bendix Spicer Foundation Brake (BSFB). “For example, not all friction that is marketed as acceptable under today’s RSD regulations will actually perform to that standard, so Bendix recommends replacing like-for-like OEM friction. This is the best way to maintain your vehicle’s braking performance in stopping distance and wear when replacing linings on vehicles equipped with RSD brakes.”

In addition, Bendix recommends remanufactured drum brake shoes that have been coined back to their OEM-engineered shape, as opposed to those that have simply been relined with new friction. Relining a shoe that’s been exposed to the extreme force and temperature changes of normal use without having been coined can lead to reduced stopping power and premature wear.

“Getting the most out of each part is key to achieving the best and safest performance from a braking system. Don’t let inferior friction or a twisted shoe undercut the stopping power of a high-performance brake,” McComsey said. “And you can draw a direct line between a braking system and connected safety systems: A full-stability or collision mitigation system will be negatively affected if brakes aren’t performing at their peak.”

Fleets spec’ing drum brakes and incurring repeated violations because of out-of-adjustment brakes might consider air disc brakes instead, McComsey noted, citing the Bendix ADB22X air disc brake as an example. “The ADB22X includes an internal self-adjustment mechanism that can help lower the risk of brakes being found out of adjustment during inspection, which can affect Compliance, Safety, Accountability (CSA) scoring.”

Tire Time

Roadcheck’s focus on tires serves as a reminder of the importance of proper tire pressure: Industry research shows about 90 percent of tire failures can be attributed to underinflation, and nearly half of all emergency service road calls are tire-related.

“Underinflated tires also experience greater stress and generate a higher internal running temperature, which compounds the risk of a tire blowout,” said Jon Intagliata, Bendix product manager for Tire Pressure Monitoring Systems (TPMS). “In fact, the American Trucking Associations’ Technology & Maintenance Council estimates that 20 percent underinflation can shorten a tire life by 30 percent.”

Use of a system such as the SmarTire Tire Pressure Monitoring System by Bendix CVS – or the SmarTire Trailer-Link TPMS by Bendix CVS for trailers – can help reduce that risk by providing real-time pressure alerts to the driver. Bendix SmarTire systems use a wheel-mounted sensor that continuously monitors temperature as well, allowing alerts that compensate for changing operating conditions, and can point to other potential wheel-end issues that lead to high tire temperatures, such as a dragging brake.

Tires also impact the performance of advanced safety components and technologies, such as RSD-compliant brakes, air disc brakes, full stability, and advanced driver assistance systems such as Bendix Wingman Fusion.

Keeping Current

Staying informed on regulations, as well as remaining knowledgeable about today’s ever-advancing commercial vehicle safety components and technologies, is an important part of keeping vehicles on the road and operating safely. Fleets aiming to equip their technicians with the most current and in-depth training and information can turn to a variety of options.

The in-person Bendix Brake Training School – an annual series of multiday courses offered across North America – is among the industry’s longest-running educational programs. At the Bendix On-Line Brake School (brake-school.com), participants can access more than 70 courses for free, including Bendix’s comprehensive and interactive Air Brake Training course. The company also offers a host of 24/7/365 post-sales support options, including webinars, podcasts, blogs, video tech talks, and much more.

At the heart of Bendix’s training education programs are its field-tested sales and service professionals, along with its veteran field technical support team and the Bendix Tech Team at 1-800-AIR-BRAKE – an expert technical support group providing service advice, brake system troubleshooting, and product training. Bendix also provides technical materials – including archives of the Bendix Tech Tips series – through the Bendix Knowledge Dock multimedia center at knowledge-dock.com.

“Roadcheck demonstrates how being prepared and running safe, well-maintained trucks requires year-round attention,” Hansen said. “Bendix is there to support the industry with maintenance know-how and resources. It’s another way we are working together to shape tomorrow’s transportation.”

 

 

 

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TuSimple’s self-driving trucks go postal, on 2-week trial with USPS

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The United States Postal Service is using Peterbilts fitted with self-driving technology by TuSimple to make five round-trip mail runs between Phoenix and Dallas over the next two weeks. (Courtesy: TuSIMPLE)

“Neither snow nor rain nor heat nor gloom of night stays these couriers from the swift completion of their appointed rounds.”

Most people think that is the official motto of the U.S. Postal Service. It isn’t. It was engraved over the entrance of a New York City Post Office branch in 1914, and it just sort of caught on everywhere.

Actually, the phrase was written by the ancient Greek historian Herodotus, describing the couriers who served the Persian army in a sixth-century war with the Greeks. So with no ancient Greek copyright laws to worry about, after 1,500 years the motto may soon need a reboot: “Neither snow nor rain nor heat nor gloom of night nor bathroom breaks nor meals nor sleep nor Hours of Service …”

On Tuesday, May 22, USPS began a test run using self-driving trucks to transport mail between distribution hubs in Phoenix and Dallas. It is the first of five round-trip runs over a two-week period in a partnership between USPS and autonomous vehicle startup TuSimple.

Founded in 2015 and based in San Diego, TuSimple has been on the leading edge of development of SAE Class 4 commercial truck technology. Having raised $178 million in funding since its inception, in 2018, the company, expanded its Tuscon, Arizona, testing facilities from 6,800 to 50,000 square feet and began and began making commercial deliveries in August for about a dozen customers along the I-10 corridor within the state of Arizona. The company currently has 12 contracted customers and is making three to five delivery trips per day.

After its last round of funding in February, TuSimple announced plans to have 50 vehicles on the road in Arizona in June. The pilot program with the Post Office will mark the company’s first foray into interstate delivery, as well as its first venture into Texas.

The mail deliveries will be done in Class 8 Peterbilts fitted with TuSimple technology, including its eight-camera array, which uses lidar and radar to “see” 1,000 meters in all directions. The route will run a shade over 1,000 miles each way over I-10, I-20 and I-30.

TuSimple will have a safety driver behind the wheel, as well as an engineer in the passenger seat monitoring the autonomous systems.

“It is exciting to think that before many people will ride in a robo-taxi, their mail and packages may be carried in a self-driving truck,” said Dr. Xiaodi Hou, TuSimple’s founder, president and chief technology officer. “Performing for the USPS on this pilot in this particular commercial corridor gives us specific use cases to help us validate our system and expedite the technological development and commercialization progress.”

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NATSO advocates take truckstop, travel plaza message to Capitol Hill

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Rep. Paul Tonko, D-N.Y., center left, with NATSO Board Member Robin Puthusseril, vice president and owner of Greater Chicago I-55 Truck Plaza, left, David Fialkov, NATSO vice president, government affairs, and Tom Kirby, right, Love's Travel Stops & Country Stores' manager of government Affairs. (Courtesy: NATSO)/CHARLIE ARCHAMBAULT)

ALEXANDRIA, Va. — NATSO, the national association representing the truckstop and travel plaza industry, this week brought more than 65 truckstop and travel plaza owners and operators from across the country to Capitol Hill as part of its annual advocacy event.

Participants traveling to Washington represented locations that span 49 states and nearly every community in America.

Collectively, they held more than 125 meetings with members of Congress and their staff to advocate for the policy needs of the truckstop and travel plaza industry.

“Truckstops and travel centers are the bedrock of many communities across the United States,” said NATSO Chairman Bob Wollenman, managing partner of Deluxe Truck Stop in St. Joseph, Missouri. “It’s important that our elected officials understand the vital role that our industry plays as an employer and a taxpayer in communities throughout the country.”

This year, NATSO members are urged Congress to seek long-term, sustainable solutions to infrastructure funding and reject funding proposals that would harm off-highway businesses, communities and the traveling public.

Rex Davis, left, president of Melvin L. Davis Oil, speaks with Rep. Ben Cline, R-Va. (Courtesy: NATSO/CHARLIE ARCHAMBAULT)

Specifically, NATSO supports increasing the motor fuels taxes, which haven’t been increased in more than 25 years, as a means of increasing critical infrastructure revenues.

NATSO opposes short-sighted proposals such as tolling existing interstates and commercializing rest areas.

“If Congress fails to act in the coming months, yet another year — possibly longer — will pass without our nation’s lawmakers addressing our real and present infrastructure funding problems,” said Ernie Brame, chairman of NATSO’s Government Affairs Committee and General Manager of Kenly 95 Truckstop in Kenly, N.C. “Advancing infrastructure policy in 2019 is imperative.”

Beyond sustainable, long-term infrastructure funding, advocates are asking elected officials to extend the biodiesel tax credit, which expired at the end of 2016.

The $1 per gallon biodiesel blenders’ tax credit has helped fuel retailers sell biodiesel at a price that is cost-competitive with diesel since 2005, thereby incentivizing consumer consumption.

Furthermore, NATSO said biodiesel helps to reduce greenhouse gas emissions. Every gallon of biodiesel that displaces a gallon of petroleum-based diesel represents at least a 50 percent reduction in lifecycle greenhouse gas emissions.

In addition to the Capitol Hill visits, participants were joined by Rep. Tom Cole, R-Okla., who delivered a breakfast address to the assembled group.

Founded in 1960, NATSO represents the industry on legislative and regulatory matters, serves as the official source of information on the diverse travel plaza and truckstop industry, provides education to its members, conducts an annual convention and trade show and supports efforts to generally improve the business climate in which its members operate.

 

 

 

 

 

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