Observations from roadside inspections

I must perform 32 Level I or Level V inspections to remain qualified for my position, the federal government’s fiscal year ends 09/30/2009 and my inspections must be performed this month as I neglected to complete them earlier. I will say the last minute completion was not lack of foresight but a last minute change of heart. I am getting old and at times feel my age times ten, roadside inspections is one such time as it is physical work that I’m not accustomed to; combined with knee, back, and ankle ailments it was miserable doing the inspections. In 2008 I provided sufficient medical proof that I should be excluded from the requirement to perform 32 inspections and was excused from the requirement. I take it to heart that I am not performing my job 100% and on 03/27/2009 I went on a weight loss regime and managed to drop 45 pounds; I went from 275 to 230. My ultimate goal is at least 200 maybe 180 if I can stay motivated. With the weight loss and exercise routine I felt better and decided to complete the required inspections. My first day it was tough and I completed three inspections before calling it a day, the next day I managed four, then five, then seven. With each day I became more accustomed to performing the work and felt better at the end of the day; tired but better. It’s still hard work to squeeze under the truck to inspect the frame, brakes, and everything else but it’s a necessary evil and I understand the importance of performing the task. With that said….

On 09/10 and 09/11 I placed 6 of 12 vehicles inspected OOS, some were minor things such as neglecting to lock down all four corners of the intermodal container but others were significant, i.e. loose bolts on the fifth wheel and inoperable tractor protection valve. Several vehicles had three to five brakes out-of-adjustment.

My last inspection of the day on 09/11/2009 involved a knowledgeable young man that recognized the steps I was taking to check the tractor protection valve and even commented that the check was part of the driver pre-trip for the CDL. I was disappointed placing the vehicle OOS for one of five loose fifth wheel bolts on the left side and inoperable tractor protection valve; the fact the vehicle had a CVSA sticker from July 2009 and an annual inspection a few days earlier was equally disappointing.

For those of you in Illinois that use the Illinois Safety Lanes, be advised if the “Pass”/”Fail” portion of the form is not completed it does not count as a periodic inspection. When you read the back of the form where the inspector signs there is a disclaimer; “when applicable”; the State of Illinois requires a safety lane inspection every six months for intrastate carriers. If a vehicle has a US DOT number the carrier is excluded from the requirement of having to obtain an Illinois Safety Lane inspection every six months; however, the vehicle must have an annual periodic inspection. The safety lane inspection may count as a periodic inspection; however, the form must have the items inspected marked as pass or fail; without the front of the form being completed the inspection is not a periodic inspection. Before some cry foul, many of the safety lane inspections are completed in 15 minutes or less, I’ve seen some in as little as seven minutes. Not a very thorough inspection in my opinion. Some of the safety lanes use a brake differential testing device. The brake tester has a hydrometer with two pads; as long as the hydrometer doesn’t show a difference then the brakes pass…. My question, what if both brakes are inoperable how would the machine know the brakes were inoperable?

IMHO many garages fail to perform a proper periodic inspection and there are probably some roadside inspectors that neglect to perform a proper North American Standard Truck Inspection creating a potential situation where the vehicle maybe placed OOS at a later date for violations not discovered earlier. I am not perfect and I know there are things I miss as well; however, I do try to do my best. I encourage people to get more involved in the vehicle inspection process. It’s better to discover the violation yourself than be placed OOS for things later. There is nothing that prevents a person from performing their own periodic inspections and doing the work provided they meet some fundamental requirements:

If a person can meet the requirements specified they can perform their own repairs and periodic inspections.

It should be noted that vehicles with clamp style brakes out-of-adjustment now receive two violations:

§393.47(e) and §393.53

If the brakes out-of-adjustment is 20% or more, i.e. 2 of 10 or 1 of 4, or 1 of 5, a third violation of §396.3AB is added to place the vehicle OOS.

A little history on the issues surrounding automatic slack adjusters, the NTSB has been very vocal in the FMCSA mandating that if brakes equipped with automatic slack adjusters are out-of-adjustment then the slack adjuster has failed and should be replaced. The link should help folks better understand the reasoning for the recent changes regarding brakes out-of-adjustment and slack adjuster violations: http://www.ntsb.gov/Events/journalist/lessons/LL_truck_air_brake.txt

It is important for motor carriers to be more conscious of their roadside inspection history as CSA2010 is scheduled to take affect July 2010. The program has been in the developmental stages since 2007 with several states piloting the program to tweak it to perfection. CSA2010 is short for Comprehensive Safety Analysis 2010. The program will use the carrier’s roadside inspection information to establish the carrier’s ability to continue operation. You can learn more about CSA 2010 at http://csa2010.fmcsa.dot.gov/.

Well hopefully folks will take this as constructive advice and move forward in developing scheduled maintenance plans to avoid the violations during roadside inspections. Those with the I’ll fix it when it breaks mentality are doomed for problems when CSA 2010 takes affect as every ding on a roadside inspection will be harmful to their ability to continue to operate. I noticed several vehicle where there was two tires on different axles with less than 2/32” and on some occasions less than 1/32” of tread on an axle other than a steer axle. The explanation was always the same; “I’m changing that this weekend.” Again the violations are going to have a severe impact on the carrier’s ability to continue to operate once CSA 2010 takes full affect.

As always, be safe.

 

Are you suggesting that trucks do not present a significant safety risk? When was the last time you heard of an automobile rear ending a bus and killing 7 people? When was the last time you heard of an automobile driver falling asleep at the wheel and rearending stopped cars on the interstate and killing a family of five?

http://www.ntsb.gov/publictn/2006/HAR0603.htm

http://www.truckingaccidentattorneyblog.com/2008/06/trucker_sentenced_to_prison_fo.html

http://www.etrucker.com/apps/news/article.asp?id=51416

I drive about 25,000 miles a year in the greater Chicago Metro Area. The driving habits I observe on a daily basis indicate defensive driving is practially non-exsistent. Any reports that four wheelers are the cause of the accident are tainted as defensive driving was not used in the determining factor. Drivers with CDLs are supposedly "Professional" drivers and as such should be held to a higher standard.

The problem is some CMV drivers are in such a hurry they speed, tailgate, and operate the big rigs like a standard family sedan neglecting to watch out for the other driver.

As a transportation professional that possess a CDL, drove for four years, reviews motor carrier records, and perfoms roadisde inspections I am comfortable in my assessment as stated.

Denial the situation exist is counter productive. Behavior modification to operate your vehicle safely is paramount to your continued success in the transportation industry. The Drivers Information Resource (DIR) is currently a tool available to only FMCSA personnel; however, Phase II involves making the data available to motor carriers to assess a driver's eligibility to be hired.

http://www.fmcsa.dot.gov/facts-research/art-analysis-Driver-PhaseII.htm

Drivers that demonstrate a pattern of violations may eventually be disqualified from operating CMVs.

IMHO the failure rate is associated with improper installation and maintenance; however, I've been wrong before.

Be safe.

 

If any of the actions against a CMV driver violated the constitution I can guarantee you a transportation attorney would have picked up on it and made a motion for the practice to stop. I can recall some issue with I believe Arkansas collecting fines on the spot without the opportunity for the driver to appear in court. The problem was fixed by a court order.

Four wheelers have to contend with DUI sobriety checks and traffic stops the same as truck drivers. What four wheelers do not have to contend with are inspections for safety performed on vehicles in commerce. Commerce is the driving factor for the stops, for the companys to operate in commerce their vehicles must meet the standards set by safety regulations.

Perhaps, but the end result is much different. The car will not push five vehicles in front of it 100 feet and cause the same damage as a 38,000 - 80,000 pound truck.

We're all entitled to our opinions; however, as I mentioned before I do a significant amount of time in and around Chicago. I am regularly tailgated by truck drivers to the point all I can see is a grill and set of headlights. You see, I don't drive a patrol car and have no traffic stop jurisdiction; I'm just another driver on the highways with some place to go. I've seriously considered a dash camera front and rear to record the traffic to post for all to see. It amazes me to see two trucks 15' apart traveling at 60 plus mph. The second driver is blind and cannot see anything except the rear trailer doors. Oh well...

Hopefully you called 911 with a license plate number and discription of the car and driver. Failing to do so is a dis-service to the general public.

Several states have developed TACT )Ticketing Agressive Cars and Trucks) to address the problem.

http://www.al.com/news/birminghamnews/index.ssf?/base/news/121507298457140.xml&coll=2

http://www.nhtsa.dot.gov/people/injury/Aggressive/TACT/pages/TRD.htm

Doesn't matter what the driver states, preventibility is determined based on the police report of the facts indicated. IMHO many accidents could be avoided by allowing more following distance and slower speeds.

I was offered some advice by a very wise gentleman many years ago....

"An excuse only matters to the person offering it."

Most people really don't care to hear the excuse as it is based on personal beliefs not facts.

http://www.ksl.com/?nid=148&sid=2062306

Accidents are in the news all of the time. The fact is accidents involving trucks are much more horrific.

Truck inspections have been part of the trucking industry for almost as long as its been around. There have always been scales, ag inspection stations, and portable scales. As far as Illinois goes, it cannot be all bad, I see too many trucks rolling along at 65 mph plus to believe there is a fear of being stopped for speeding. If there are other concerns, I am unaware of them as I don't have traffic stop jurisdiction. I perform my inspections at the scales where the trucks are stopped for me.

Never, I don't carry a side arm and have no traffic stop jurisdiction.

Do you know the speed limit in Cook, DuPage, and much of Will County is 55 mph for every one? People have a right to follow the law. If you desire to speed then you have to wait until the person moves over.

Never, I don't carry a side arm and have no traffic stop jurisdiction.

I disagree, defensive driving is allowing space for the other dolt to make mistakes because they are un-predictable. I spent 10 years active duty and receive DDC every time I had a permanent change of station. I have attended DDC several time since I left the military for various reasons. Defensive driving allows you to look ahead and plan for unexpected emergencies.

Perhaps it's because you're in a truck as well. I witness truckers doing the events you discribe on a daily basis. All I can do is shake my head in disbelief. I see truck drivers with phones to their ears taking notes while driving. I see big trucks take a lane when they cannot get their way. Like I said, I've considered a dash cam to record the events I see on a daily basis. It's scary..... Whooooooo

Not the pay and benefits huh? Seems to me the cut throat practice of offering to haul freight for less and keeping driver pay scales below an acceptible pay scale is the problem. Combined with drivers that want to hold a steering wheel and stop at every truck stop to watch TV or play video games then complain because they cannot delvier on-time.

How often have you heard drivers squeal like a stuck pig because the Dept of Labor classified trucking as semi-skilled labor?

Regardless of what others think truck drivers are "PAID" to drive; therefore, they are professional drivers. They have to understand map reading, geometry, physics, time management, and customer service to name a few. If the driver lacks those skills they are not long for the transportation industry or doomed to work for peanuts because the reputible carriers will not touch them.

Bull hockey, carriers that pay a decent wage have drivers waiting to be hired. Carriers that pay slave wages cannot fill the seats fast enough and have a 200% plus turn over rate. No one's holding a gun to the carrier's head saying; "Hire the driver or else." It's a poor choice, nothing else.

No, what I'm saying is truck drivers need to be more cautious to avoid accidents. Use the SMITH System when ever possible. Be one of the drivers with the 1,000,000 miles without an accident, not the yahoo that has an accident every six months. There must be a reason for there to be drivers with 1,000,000 miles without an accident, follow their lead and you'll be rewarded.

The facts support that when car drivers act irresponsibly they pay for the damages. However, if the truck driver was out-of-hours and should not have been in that spot at that time then the truck driver may be penalized and forced to pay retrubution for damages. The fact is if the truck driver had stopped when they were out of hours they would not have been in the accident.

IMHO some drivers take jobs without researching the company and end up working harder to make the money the carrier promised. Add the fact there are some drivers that have no business driving with carriers that hire any warm body and you have a recipe for disaster. There are too many drivers in dire straits because they refuse to move to another job. What difference does it make whether you work two full time jobs and are home every day or gone for a week at a time?

When I drive from 1992 - 1996 the going wage west of the Mississippi was .18 cents a mile while east of the Mississippi it was .24 cents a mile. I thanked my lucky stars when I was hired by WeatherShield Transportation for .32 cents a mile and $10 a stop. I hear some drivers are still driving for .24 cents a mile....... What's with that? Thirteen years and no progress?

If the driver had used the SMITH System, perhaps there would be no battle. If you're not aware of the SMITH System scroll to the bottom the the first page on the link provided.

http://www.smith-system.com/custom.shtml

When the logs are no longer falsified and drivers quit referring to the log book as the comic book then drivers will be trusted. Trust is earned not given. Drivers and carriers have lost the publics trust throught the many occassions where drivers falsified their logs to work more hours. The 1% of drivers that cannot stop and rest when needed and have killed people in the process is what drives the HOS. You don't like the current rules.... Look to your fellow billy big rig truck drivers that keep three sets of logs or no logs at all. Keep in mind the government is reactive not proactive.

You can stop and take a nap, you just cannot drive after the 14th consecutive hour of coming on-duty. You're allowed 11 hours of driving time and 14 hours on-duty while driving with each 10 hour reset.

While waiting to select trucks for inspections I assisted the scale operator in getting drivers' attention. Too many drivers approach the scale with their windows rolled up and stereo blasting ill prepared for the instructions available via public address systems. On one occassion I stood next to the sign that rad; "Split Drive Axles Here" and pointed and tapped on it several times. The driver finally rollwed down his window and got a clue to pull up and wait to be weighed.

You have to understand you are dealing with other people just as frustrated as you are. There is always a new day of un-informed drivers that have their head up their butt that neglect to watch the truck in front of them, roll down their window, and look around for a clue of what to do. Don't judge a person until you've walked a mile in their shoes. I conduct myself professionally and address the driver by sir or madam; therefore, I cannot relate to your question regarding being treated like a two year old.

Welcome to Life 101. I believe the majority of the American public work extra hours without pay. I know I do and always have, you have a choice, either deal with it or move on. Free will.....

The Constitution offers every one the "Pursuit of happiness". If you never find it that's your problem, I am under no obligation to cut you a break so you may kill someone later.

The federal minimum wage is about $7.35 an hour for every American. Are you indicating you make less than $7.35 an hour for all hours worked? If so drop your elected representative a line and let them know how many hours you work and what you are being paid. You should receive a check for the difference.

Eckz what you earn is based on your abilities and efforts. The government will never guarantee you a wage you feel you deserve.

Says you:

I'm sure the carriers above would disagree they are not heald accountable. My job ensures the carriers, not the driver complies.

I doubt it, there are laws for all stages of life. If you choose to ignor the laws you'll be punished.

As mentioned CSA 2010 will adress the carrier's and driver's behavior problems. Carreirs that have a pattern of roadside inspection violations that demonstrate a pattern of non-compliance will face notices of violations and penalties and ultimately possibly be shut down. Drivers with a pattern of roadside violations will have their data published on DIR and reputible carriers will not hire them or ultimately be banned from driving CMVs.

The current death rate for fatalities associated with CMVs is unacceptible and Congress wants the issue resolved. Safer companies and drivers are necessary to accomplish the goal.

The difference is DIR is based on a drivers roadside inspections, not an office worker that has an axe to grind. DIR is factual, DAC is human emotions.

Debate is always appreciated. It offers a chance to offer both sides of the subkect for interested parties to make a determination of how people choose to proceed.

I am a firm believer in defenive driving and I believe every driver should be required to have the course at least every five years to help improve our highway safety... However, I doubt that will ever happen.

It's every American's civil obligation to stand up for their rights. If you perceive that your rights have been violated then you need to act to correct the situation. Join a group, write a letter do what ever you have to to protect your rights. Waiting for someone else to fix the problem isn't going to work.

It doesn't, if you accumulate too many points then your license is suspended. If you refuse a sobriety test your license is suspended.

Driving is a priviledge not a right. That's the facts Jack (or in this case Dave.)

I don't know if I agree with that or not. I would much rather be reareded by a Geo or Kia Sportage than a Peterbuilt. The law of physics indicate my chances of survival are much greater when hit by the smaller car.

Recognition that trucking wasn't for me. The days away from home on a regular basis. Treatment by shippers and dispatchers; sleeping in a truck, having to deal with chains in the winter, etc., etc. We all have choices, I went back to school days with a full time job at Sams in the evening. It was tough but we made it.

In my four years of driving I knew when I did wrong and accepted the OOS for HOS and speeding tickets when issued. I can remeember a dispatcher telling me they would handle any violations when I was asked to deliver a load from Denton, TX - Denver, CO. I told the dispatcher up front two problems, a.) More than 10 hours from Denton, TX to Denver, CO, b.) I didn't have the hours to make Denver, CO on my 70 hour clock. No problem, we'll take care of you. Limon, CO placed OOS for 10.25 hours for the day and 72 hours for the week. Luckily a team driver delivered the load from Limon to Denver. Monday morning took the $39 ticket to dispatch, "We can't pay that." Well that was my last hot load.....

Tuccumcarri, NM 60 in a 55 mph zone, didn't even wait for the trooper to flip a uie to catch up. Pulled over in the first safe place off the road until the trooper showed up three minutes later.

I was over 600 pounds on my trailer, dispatch said run with it. Sure, fax a letter instructing me of that and I'll be on my way.... We can't do that... Well then I guess you better have the trailer reloaded, as I'm not leaving with the trailer over weight.

It's all about choices and how you deal with your own crisis, you have to weigh the consequences of each choice and make a determination whether you're willing to accept the negative with the positive...

I do but I cannot turn a blind eye when the violation is discovered.

Be safe.

 

Have you ever seen the traffic in Chicago when you aren't passing some one or about to pass some one? If I'm doing the speed limit, I'm not impeading traffic. Have to get working on that dash cam for the back window to record license plates, etc. and start e-mailing to to safety directors.

Be safe.