Earlier this year, President Trump signed Executive Order 13771 (“Reducing Regulation and Controlling Regulatory Costs”). In order to comply with the order, which would eliminate two “burdensome regulations” for every one new regulatory action, the Federal Motor Carrier Safety Administration (FMCSA)’s Motor Carrier Safety Advisory Committee (MCSAC) presented a PowerPoint containing a list of a dozen rules that they suggest can be considered for elimination. These included:
Natural disasters, driver shortage, a growing economy, higher input costs, increasing pay for qualified drivers…all factors contributing to the highest spot quotes the industry has seen in over two years with van rates on the truckload spot quote market reaching a national average of $1.94 per mile and reefer rates increasing from $2.19 to $2.22 per mile week-over-week, according to DAT Trendlines.
It comes as no surprise that the driver pool in the trucking industry is dominated by males. In fact, while gradually increasing, still only 5.8% of truck drivers are women. But why? We reached out to truck drivers and industry experts asking them what they believe to be the challenges women are currently facing in the industry and what needs to be done to attract more females into the driver’s seat.
Last January, President Trump signed Executive Order 13771 (“Reducing Regulation and Controlling Regulatory Costs”). In order to comply with the order, which would eliminate two “burdensome regulations” for every one new regulatory action, the Federal Motor Carrier Safety Administration (FMCSA)’s Motor Carrier Safety Advisory Committee (MCSAC) presented a PowerPoint containing a list of a dozen rules that they suggest can be considered for elimination. These include:
While the Federal Motor Carrier Safety Administration’s electronic logging device (ELD) mandate goes into effect on Dec. 18th of this year, truckers will not be issued out-of-services due to compliance failure until next year, according to an announcement by the Commercial Vehicle Safety Alliance (CVSA) earlier this week.
Technology is changing every day and the trucking industry is no stranger. With an upcoming final rule mandating the use of electronic logging devices for commercial truck drivers expected to be published September 30th, as well as requirements for speed limiters and electronic stability controls systems, members of the trucking industry are wondering what’s next. We set out to uncover what professionals believe to be the “next generation in cab trucking technology” as well as how Road Scholar Transport is improving our technology this summer. Here is what experts believe is next.
Since 1988, Road Scholar Transport has been solving risk-adverse, investment grade customer’s transportation needs throughout the Mid-Atlantic and New England regions. To us, each of our customers’ freight is as fragile as a carton of eggs, easily damaged if not receiving the care and custody it deserves during transport, which is why we maintain a damage claim record of 0.0004%, one of the lowest in the industry.
Carriers have until Dec. 10, 2017 to comply with a ruling mandating the usage of electronic logging devices (ELDs) on their trucks, replacing paper logs to track hours-of-service (HOS). The ruling, according to the Federal Motor Carrier Safety Administration, will provide three main benefits: improve safety by enforcing HOS compliance and therefore preventing fatigue, saving over $1 million in revenue by replacing paper logs, and “increase the efficiency of roadside law enforcement personnel in reviewing driver records.” 1
The American Transportation Research Institute released starting statistics this week regarding the cost of trucks sitting in traffic.
The report, entitled “Cost of Congestion to the Trucking Industry: 2017 Update,” focused on the following 2015 statistics:
Last May, Otto’s driverless truck performed a test drive on Nevada’s roads and in October, the first ever shipment to be delivered in the U.S. via a driverless truck was made, traveling 120 miles throughout Colorado to deliver over 51,000 cans of Budweiser beer. The following month, Ohio became the third state to have driverless trucks travel its roads.
“For comments on my drivers call…” “How’s my driving?” “Problem with our drivers? 800-***-****”
The above are all examples of approaches carriers have taken on the backs of trailer doors to enforce the safety of their drivers on the road. But are drivers being penalized for false accusations? Can carriers confirm whether the complaints are true or false?
In 2010, the Federal Motor Carrier Safety Administration (FMCSA) replaced the previous SafeStat System with a new Safety Measurement System (SMS) in an effort to quantify the performance of drivers and carriers as well as identify those who are at high risk of an accident. Since then, groups have been lashing out over the misrepresentation of publicized motor carrier rankings, which many argue have led brokers and carriers to lose significant business with some of their major accounts. So in December 2015, Congress passed a proposal, part of the Fixing America’s Surface Transportation (FAST) Act, making CSA scores (which contain six categories: unsafe driving, hours of service compliance, vehicle maintenance, controlled substances/alcohol use, hazardous materials compliance, and driver fitness measured via nearly 3.5 million roadside inspections a year) private until the system is corrected.
In an effort to prioritize and select which carriers should undergo a roadside safety inspection, the Federal Motor Carrier Safety Administration utilizes a rating program called the Inspection Selection System (ISS). This system is accessible by roadside inspectors and grades a carrier using an algorithm taking into account their entire safety performance history. Here’s how it works:
Last March, the Federal Motor Carrier Safety Administration issued a Notice of Proposed Rulemaking that would require drivers to put in a minimum number of hours behind the wheel before they could take their CDL test. According to the proposal, Class A CDL drivers “would be required to obtain a minimum of 30 hours of behind-the-wheel training from an instructional program that meets FMCSA standards, including a minimum of 10 hours of operating the vehicle on a practice driving range,” while Class B CDL drivers “would be required to obtain a minimum of 15 hours of behind-the-wheel training, including a minimum of seven hours of practice range training.” 1