This new technology further supports the shift to on-demand transactions in the shipper-carrier industry. Expectations continue to increase regarding availability of goods and services, and this may be one of the most significant advances toward that goal for freight carriers.
Posted on February 07, 2019
Although native to China, India, and Vietnam, the spotted lanternfly has invaded eastern Pennsylvania and southwestern New Jersey. In their indigenous countries, natural predators keep the spotted lanternfly population in check. However, such predators don’t exist in PA or NJ. Because of this, in combination with their voracious eating habits, both states have labeled the spotted lanternfly an invasive species.
What This Means for Trucking Companies
While insect populations may not seem like a significant concern to fleets, this is not the case for trucking companies that do business in PA, NJ, and parts of VA. Several counties issued quarantines, which require truckers to undergo spotted lanternfly training. Once drivers complete the training, they receive a permit allowing them to travel for work in and out of the affected areas.
The following is a list of quarantined counties:
Pennsylvania: Berks, Bucks, Carbon, Chester, Delaware, Lancaster,
Lebanon, Lehigh, Monroe, Montgomery, Northampton, Philadelphia, Schuylkill
New Jersey: Hunterdon,
How to Receive a Permit
The Pennsylvania Department of Agriculture (PDA) offers the training for management for free, and it takes about two hours to complete. The Train the Trainer course educates the business owner, manager, or supervisor on how to conduct training for relevant staff. They can then teach their drivers the rules required for the quarantine in affected counties.
Who Needs a Permit?
With the numerous regulations truck drivers have to juggle already, many trucking companies may be wondering if they have to add spotted lanternfly training to their list of responsibilities. While PDA provided a very in-depth explanation for this question, the simple answer is any business that moves vehicles, equipment, or goods in or out of the quarantine zones needs a permit.
PDA also encourages anyone traveling through the affected areas to learn how to identify this pest to avoid spreading it elsewhere. To learn more about rules and regulations affecting the trucking industry, contact the experts at Interstate Motor Carriers.
Posted on July 06, 2017
Driver shortages hurt every corner of the transportation industry. Attracting and retaining competent drivers has become a significant competitive advantage. To find the solution to the problem, it’s best to identify some of the major contributing factors: a generation inclined to pursue white-collar work, a decrease in average real annual wages across the industry, and a massive ongoing gender gap, increasingly complex regulations, increasing costs for owner-operators, increasing costs to provide benefits to employees and increasingly competitive benefits packages, and more.
Rout your driver shortage challenges with paradigm shifts to your organization. It’s a lot of work, but it’s essential for building a strong and sustainable transportation business in this decade and those to come. Here are 5 changes to put your business on top and keep it there:
- Total compensation is about thoughtful implementation of employee benefits. This includes a variety of available plans to suit the needs of different drivers, but also an emphasis on workplace safety and wellness that makes drivers and potential hires feel their well-being is your top concern.
- Recruiting female drivers – a largely untapped market. Many would-be female truck drivers shy away from the industry or from a specific employer for a few reasons. Commercial rigs often come equipped with driver seats that don’t adjust well to the varying forms of the female anatomy – fix this and highlight it. Some drivers and businesses use language or behaviors that can make women feel uncomfortable or unwelcome – fostering an open and welcoming environment will bolster female driver recruiting as well as male recruiting and retention.
- Transparent regulatory compliance practices. Educate your drivers. Make them feel like experts. Give them the tools and the confidence to report accurately, inspect frequently, and maintain a flawless record with roadside inspections, OSHA, and more. This bolsters your reputation among clients, prospects, employees, and potential new hires as a business with great respect for public safety and open business practices.
- Attracting another untapped pool of would-be drivers, college grads, can benefit from ethical or monetary incentives. But at the end of the day, the key here is opportunities for advancement. Paths to increased responsibility, skill, and compensation, as well as a policy of promotion from within, will help you draw in new talent you might not have expected.
- Building a reputation as a safe and responsible transportation business while affording the aforementioned incentives requires innovative and comprehensive coverages for employees, employers, and power units and facilities.
To learn more about improved hiring and retention practices and innovative trucking coverages, contact us.
Posted on November 01, 2016
Sometimes motor carriers need to exchange equipment. However, this raises questions about liability. In order for authorized motor carriers to interchange equipment, they must address the following.
Motor carriers need a written contract or document that describes the equipment. This document should also detail how the motor carrier will use the equipment and how much compensation is required for the equipment’s use. All involved motor carriers must sign the agreement.
Any motor carrier who wants to participate in an equipment interchange must register with the Secretary of Transportation. The Secretary will then supply the transport of equipment at the designated location for the physical exchange.
Bill of Lading
The original motor carrier must issue a bill of lading in order for the equipment interchange to progress. The bill of lading provides a receipt of services rendered.
Identifying the Equipment
The motor carrier receiving the equipment must identify all power units. The motor carrier must have a document verifying they are operating the equipment. The document should provide other details as well such as the date and time the motor carrier assumes responsibility for the equipment.
Connecting Carriers and Liability
Any motor carrier who transfers equipment from one motor carrier to another assumes ownership of the equipment. This applies to both leasing and returning equipment.
Posted on October 24, 2016
The Uniform Intermodal Interchange & Facilities Access Agreement (UIIA) provides uniform industry processes and procedures for the exchange of intermodal equipment between trucking companies, railroads, companies that lease equipment, and ocean carriers. As such, it behooves individuals within the transportation industry and UIIA participants to stay up to date with the latest changes at the UIIA.
Tire Tread Damage
Effective September 19, 2016, the UIIA revised its definition for slid flat tire damage. The new definition indicates a tire experienced flat tire damage if the removed tread wore down to 2/32 of an inch or less in the flat area. This only holds true if the unaffected tread is greater than 4/32 of an inch.
This type of damage occurs when a driver brakes suddenly or when a vehicle begins to slide out of the driver’s control. It often leaves behind skid marks on the asphalt. Proper tire maintenance and replacement improve safety, so inspect your tires for tread wear and damage often.
The Intermodal Interchange Executive Committee (IIEC) held a meeting on September 20, 2016. The committee put forth two UIIA modifications with unanimous approval.
Binding Arbitration Guidelines
The IIEC proposed changes to Item D.10 under their binding arbitration guidelines. For claims in regards to maintenance and repair, the invoicing party must provide an Equipment Interchange Receipt or Recorded Image from the time of the interchange. It must clearly show the condition of the equipment. If the individual sending the invoice cannot produce either of these documents, the party receiving the invoice is not responsible.
Free Days, Per Diem, Container Use, Chassis Use/Rental and/or Storage/Ocean Demurrage
The provider has 60 days from returning equipment to invoice the motor carrier for Per Diem, Container Use, Chassis Use/Rental and/or Storage/Ocean Demurrage charges. If the provider fails to invoice the motor carrier in this period, they forfeit the cost.
However, if the provider sends the invoice to the wrong party, they can re-invoice the correct motor carrier. They have 30 days from when the incorrect party submits a charge dispute or they can work within the original 60 days, whichever is later. However, this window is not indefinite. The provider can only recoup expenses for an incorrectly billed charge if they resubmit the invoice within 90 days of returning the equipment.
The proposed changes above are open to public commentary through October 31, 2016.
Posted on July 05, 2016
The trucking industry is responsible for moving the vast majority of freight in the United States – approximately 10 billion tons annually. But the efficiency of this process is staggeringly poor. The complexities of connecting a freight transporter with a business in need of moving cargo can dramatically hinder a carrier’s bottom line. The impact is felt all around, with increased prices for businesses in need of freight hauling, and customers who pay increased prices as a result.
Enter the potential solution: intelligent, responsive industry connectivity apps. The apps are designed to connect a shipper with the appropriate trucking outfit to schedule transport at a competitive price. The criteria for finding an ideal match include distance, weight, size and other customary variables. Carriers are approved based on their financial security, reputation, equipment, rates and other factors.
The vast majority of industry power units are now owned by relatively small players. These apps will make those alternatives more effective for businesses in need of freight transport. But larger carriers will need to make use of them as well to stay competitive and current. Thus this concept provides one of few solutions to move the entire industry forward, from owner operators or the biggest players. Several of these solutions are already coming to market, with more on the way. Contact us to learn more.
Posted on June 07, 2016
Posted on May 23, 2016
The United States senate has passed a fiscal 2017 transportation funding bill that could redefine some important aspects of Hours of Service and equipment regulations. These include weekly hours worked prior to required rest breaks, DOT rules on implementing speed limiters nationwide, and revised government spending on transportation infrastructure.
In addition, the bill prevents state governments from modifying break and rest periods related to Hours of Service regulations for the upcoming year, and upholds the delay of safety fitness determinations by the FMCSA. The House Appropriations Committee has shut down an amendment proposed by Representative David Price (D-N.C.). The vote to pass the bill into law is expected shortly after the Memorial Day recess. Highlights of the bill include:
- Weekly hours allowed prior to required rest break: 73
- DOT to issue speed limiter final rule within six months
- Extended prohibition of modifications to the 34-hour restart
- New infrastructure development and improvement grants
- Pipeline network funding and Amtrak funding
To learn more about transportation compliance, coverages, and best practices, contact us.
Posted on March 16, 2016
Several potentially significant transportation regulatory items have recently surfaced in the news causing much discussion and preparation for motor carriers across the country. These include:
- CSA raw data once again available to public
- Highway safety improvement reporting requirement for states removed
- High risk rural roads provision removed
- Greenhouse gas regulatory documents released
- EPA & NHTSA legal policy memo & engine test results
CSA raw data was originally legislated to exist in the public eye, but was pulled from view almost immediately after being signed into law. FMCSA claims that their analytics represent a fair, accurate, and important picture of safety culture and records throughout the transportation industry.
The Federal Highway Administration (FHWA) has released revisions to its Highway Safety Improvement Program, which could have numerous effects on transportation professionals across the country. These revisions stem from MAP-21 and the FAST Act, and include a removal of reporting requirements as well as the high risk rural roads provision. This reduced transparency could alter the efficacy of the program.
Private meetings with the Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration (NHTSA) have resulted in the release of a variety of documents by federal regulators regarding greenhouse gas emissions. These include memos on the legality of the greenhouse gas policy, selective enforcement and inspection of aerodynamic compliance among transportation power units, effects of tire rolling resistance on stopping distance for Class 8 vehicles, and more.
Is your transportation business prepared for these and other regulatory changes? Do you know the potential cost savings or increase associated with each policy change? To learn more about the impact these and other regulatory changes could have on your business, contact us.
Posted on February 11, 2016
Safety is a primary concern for any commercial driver. The Hours of Service regulations exist to promote and enforce uniform safety practices. Understanding and complying with these rules helps to ensure safe vehicle operation while avoiding fines and penalties. So let’s review the latest round of regulatory changes.
An interstate property-carrying driver is allowed to drive their truck up to 11 hours. All their time spent behind the wheel of the CMV in operation is considered “driving time.” After 11 hours of driving time, the driver must have at least 10 consecutive hours “off duty” before they can drive again. In order for time to be considered off duty, the driver must be relieved of all duty and responsibility for performing work. Also, the driver must be able to leave the place where their vehicle is parked.
The 14-hour rule is known as the 14 hour “driving window” limit. A driver is allowed a period of 14 consecutive hours in which they may drive up to 11 hours of those 14 hours on duty. Under the 14-hour rule, a driver may not drive beyond the 14th consecutive hour after coming on duty, following 10 consecutive hours off duty.
The 14-hour window begins the moment the driver starts any kind of work. “On duty” time includes all the time a driver is working or is required to be ready to work. Examples include time spent at a terminal or facility of a motor carrier or shipper, time inspecting and servicing the truck, time loading and unloading and all driving time. Once the driver reaches the end of the 14th hour on duty period, they cannot drive again until they have been off for 10 hours.
The window is limited to 14 consecutive hours, even if you have some off-duty time such as a 30-minute lunch break or nap during those 14 hours. Your 30-minute break will not extend this 14-hour period, rather the 30-minute meal break will count against the 14-hour driving window. An exception to this rule would be with drivers in the 100 air-mile radius of their work reporting location who are not required to take the minimum 30-minute breaks.
A driver may only drive if 8 hours or less has passed since end of driver’s last off duty or sleeper berth period of at least 30 minutes. Meal breaks or other off duty time of at least 30 minutes qualifies as a break. Within the 14-hour window and 11-hour driving rule, a driver may drive a total of 11 hours during their 14-hour driving period; but, driving will not be permitted if more than 8 hours have passed since the end of the driver’s last 30-minute break. Of note, the FMCSA has exceptions to the required rest break, such as the short-haul exceptions in 395.1(e). Further, if a driver is working but not driving after 8 hours, no break is required.
To learn more, contact the transportation experts at Interstate.
Posted on January 15, 2016
The results of a recent assessment – the Commercial Vehicle Safety Alliance’s (CVSA) ninth annual Operation Safe Driver Week – concluded that passenger car drivers are approximately three times as likely to speed as commercial drivers. These results stem from a statistical sample size of over 21,000 drivers were pulled over during the week in late 2015 by more than 2,500 law enforcement officials at hundreds of locations across the United States and Canada.
The most common violations for commercial drivers included:
- Size and weight
- Failure to wear a seatbelt
- Failure to obey a traffic control device
- Using a handheld phone
The CVSA has worked in partnership with the Federal Motor Carrier Safety Administration (FMCSA) for nearly a decade to promote awareness and adherence to safety protocols for commercial drivers. An increase in citations seemingly indicates an increased commitment on the part of law enforcement officials to promote safety, while the significantly lower rate of infractions among commercial drivers versus passenger drivers indicates a level of professionalism and dedication among commercial vehicle operators. To learn more about the CVSA, the FMCSA, and trucking safety and coverages, contact us.