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Trucking Alliance 2019 priorities include zero deaths, expansion of ELDs

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WASHINGTON — Steve Williams, chairman and CEO of Maverick USA, and president of the Trucking Alliance board of directors Wednesday reaffirmed the organization’s priority objectives for 2019.

The alliance is a coalition of transportation carriers, logistics and supporting businesses solely focused on reforms to improve the safety and security of commercial drivers and to eliminate large truck fatal crashes.

Member carriers include Cargo Transporters, Dupré Logistics, J.B. Hunt Transport, KLLM Transport Services, Knight- Swift Transportation, Maverick USA and US Xpress.

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CAPTION FOR PHOTO

Courtesy: THE TRUCKING ALLIANCE

Steve Williams, president of the Trucking Alliance, said the trucking industry has too many large truck crashes that in the last reportable year killed 4,761 people and injured another 145,000 on our roadways. The number of truck drivers who lost their lives was the highest in 10 years, he said.

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“The U.S. trucking industry is indispensable to our economy and the standard of living we enjoy as Americans,” Williams said. “Yet, tragically, our industry has too many large truck crashes that in the last reportable year killed 4,761 people and injured another 145,000 on our roadways. The number of truck drivers who lost their lives was the highest in 10 years. For an industry that wants to improve its image, look no further than these statistics. We must aggressively address these tragic figures. But how can we when the trucking industry will deliver even more freight in 2019 over highways that are even more congested?”

A first step is to reverse priorities, Williams said.

“We must support progressive safety reforms that make sense for our country and citizens first, our industry second, and our companies third,” he said. “Second, safety groups, legislators, regulators and all segments of our diverse industry should leave their respective corners, meet in the middle, and responsibly deal with the unprecedented challenges we face.”

Williams pointed to the amount of return the American consumer has received with respect to what he or she pays to deliver goods.

“I am very proud of the millions of hardworking commercial truck drivers who make that happen,” he said. “But we must adopt initiatives to improve the truck driver’s lifestyle. We must eliminate the chance that truck drivers and their exemplary work ethic will be used against them. For example, truck drivers shouldn’t carry the burden to make up for an inefficient supply chain. Too often, giving truck drivers more ‘flexibility’ in their work day is simply code for ‘just get it there.’”

The Trucking Alliance wants to see an expansion of electronic logging devices.

“In the year since the ELD mandate finally took effect, the devices are already improving a truck driver’s work environment,” Williams said. “ELDs are making the supply chain more efficient. Most importantly, ELDs can help reverse the disturbing trend of large truck fatalities and save lives.

The alliance believes ELDs should be required in all large trucks, regardless of commodity, length of haul or whether they operate in interstate or intrastate commerce. Anything short of mandatory use of ELDs is purely political, unfair and frankly, unsafe.

Another area that needs improvement is drug testing, Williams said.

“Contrary to what you may think, like our nation, our industry has a drug abuse problem. In fact, the Department of Transportation’s only required drug test for truck driver applicants is actually missing as many as nine of every 10 lifestyle drug users,” Williams said. “We should utilize drug tests that verify an applicant has been drug free for at least 60 days. And we need a long awaited database to identify who has previously failed these drug tests. We must be able to assure the motoring public that our commercial drivers are properly rested, properly trained and drug and alcohol free.”
The Trucking Alliance has long advocated hair testing as a way to weed out prospective drivers and current drivers with a substance abuse problem.

Williams said the Trucking Alliance still wants to limit the speed of trucks.

“Excessive truck speeds increase fatalities and the severity of injuries in large truck accidents,” he said. “That’s why we must require large trucks to maintain reasonable speeds on all highways.”

The Federal Motor Carrier Safety Administration issued a Notice of Proposed Rulemaking on speed limits for heavy trucks, but that work fell victim to President Donald J. Trump’s executive order to cut down on federal regulations.

Other priorities include:

  • Adoption of truck safety technologies. “Forward collision warning systems are available on new trucks now,” Williams said. “These systems can assist our drivers to avoid accidents, which is especially critical since distracted driving is so prevalent among the motoring public.”
  • Compensation for truck accident victims. “We must meet our promise to the victims of large truck accidents,” Williams said. “In 1980, Congress rightfully decided that a ‘commercial’ motor carrier has a moral and ethical responsibility to compensate the victims of large truck crashes. Congress set the minimum motor carrier insurance limits almost 40 years ago. But those insurance limits remain the same today and they should be dramatically increased.”
  • Elimination of all large truck fatalities. “In summary, owning a trucking company or driving a piece of equipment for a living is not an entitlement. It is a privilege. With privileges come responsibilities. What we do is important. But how we do it is much more important. No longer should anybody defend the actions of those who don’t deserve to be on the road,” Williams said. “That’s why it should be difficult for people to get into this industry. It will be increasingly hard to stay in this industry, as it should be. In so doing, we will have much safer highways for all and an economic opportunity to build a safe and efficient supply chain for the future.”

Williams said the Trucking Alliance would continue to work with stakeholders who believe that the nation can fully eliminate large truck fatalities.

“Our goal should be to achieve safety performance levels that are comparable with the U.S. airline industry,” Williams said. “Achieving that objective will require changes, and change is difficult. But let’s stop reminiscing about the way things used to be in trucking. Because, frankly, it hasn’t always been good. We have an opportunity to create a new paradigm. We must continue to build sustainable companies that can safely serve our News. By embracing the changes that are required of all of us…we will finally get the chance to properly compensate, respect and defend the work ethic of the American truck driver.”

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Penske Logistics closing Indiana terminal, laying off 80

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Reading, Pennsylvania-based Penske Logistics has indicated it plans to close its terminal in Fort Wayne, Indiana. The move will result in the layoffs of 80 workers, most of them drivers.

A company spokesman said the closure is in response to a “recent local trucking contract termination.” The layoffs are scheduled to begin when the contract runs out July 20, according to the federal Worker Adjustment and Retraining Notification (WARN) that it filed with the Indiana Department of Workforce Development on May 18.

The WARN Act requires employers with 100 or more employees to provide 60 days’ notice of a possible plant closing or mass layoffs.

“All affected employees have been notified of their separation dates and have been told their separation from employment will be permanent,” Penske said in the WARN notice.

The notice goes to say there will be no “bumping” rights for any of the affected employees, meaning none of them can displace another company employee somewhere else by virtue of seniority or some other perceived hierarchical advantage.

However, Penske Logistics also told a local business news outlet that they are looking for possible relocation opportunities within the company for the laid-off workers.

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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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