Oklahoma Motor Carrier Magazine - Winter 2011

PAID

Permit No. 1379 Oklahoma City, OK

PRST STD U.S. Postage

Winter 2011 | Volume 18 | Issue 1 | www.oktrucking.org

Hours of Service:

the ongoing battle

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-- 13 LOCATIONS -25 N. Council Oklahoma City, OK 73127 (405) 787-6711 1722 N. Van Buren Enid, OK 73703 (580) 234-7704

410 SE 4th Street Lindsay, OK 73052 (405) 756-4416

500 E. Main Ada, OK 74820 (580) 332-5145

5011 Jacksboro Hwy. Wichita Falls, TX 76302 (940) 767-8212

1908 Chico Hwy. Bridgeport, TX 76426 (940) 683-3558

4650 S. Loop 340 Robinson, TX 76706 (254) 662-6600

5834 IH-10 East San Antonio, TX 78219 (210) 661-8271

15705 E. Skelly Dr. Tulsa, OK 74116 (918) 437-8383

605A East Renfro Burleson, TX 76028 (817) 295-0493

1018 SE 1st Lawton, OK 73501 (580) 354-9992 1917 S. Main Cleburne, TX 76033 (817) 202-9946 401 S. Pioneer Elk City, OK 73644 (580) 225-7772

In this issue Features 26 36 40 38

Hours of Service: The Ongoing Battle Holiday Open House Fall Safety Seminar Thank You

Departments Editorials

5 From the Editor

7 Dan Case: If It Ain’t Broke...

OTA News

4 OTA Welcomes Ashley Brandt

4 2011 Midwinter Conference New Members 8 Trucking Tidbits: Nationwide News

10 Economic Recovery Bringing Renewed Congestion Growth

12 Trucking Associations Voice Support

for National Fuel Efficiency

Standards

12 FMCSA Approves Electronic Signatures for Carriers

36

State Matters

14 Morgan Unveils Legislation to Ban Texting While Driving

16 Rep. Shannon: Transportation Spending

Pays Off in Lives Saved

16 Have You Filed Your UCR? Tanker Update 20 OSMC’s Safety Zone

22 Happy New Year!

Upcoming Events 25 Oklahoma by the Numbers 32 Member Spotlight

42 Glass Operating Group

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Editor & Publisher Shannon Helton shannonhelton@oktrucking.org For advertising rates and information, please contact Shannon Helton at 405.445.1790, or visit www.oktrucking. org/media for rate sheets and additional information.

Printing Southwestern Stationary & Bank Supply, Inc.

Executive Director Dan Case dancase@oktrucking.org Bookkeeper Les Hinkle leshinkle@oktrucking.org Director of Events Ashley Brandt ashleybrandt@oktrucking.org Chairman of Board Dusty Runnels Hamm & Phillips Service Company

Board of Directors John Titsworth Triad Transport Greg Price OTL-UPT Danny Smith UPS David McCorkle McCorkle Truck Line LaVern McCorkle McCorkle Truck Line Jim Klepper Drivers Legal Plan Steve Niswander Groendyke Transport Carmalieta Wells Madewell & Madewell, Inc. Susan Alexander Tri Alexander Transportation, Inc. David Freymiller Freymiller, Inc. Bob Peterson Melton Truck Line Michael Mayer Rush Truck Centers Joyce Ryel Complete Production Services - Mid-Continent Division Lew Flowers ServiceMaster Fleet Robert O’Brien Time Lines Management Jack Bogart JR Bogart Trucking, LLC Shawn Reeves Advance Food Company

OMC is published quarterly by the Oklahoma Trucking Association, 3909 N. Lindsay, Oklahoma City, OK 73105. Office of Publication, Southwestern Stationary, OKC, Okla. Bulk Rate postage paid at OKC, Okla. Please address all correspondence to 3909 N. Lindsay, Oklahoma City, OK 73105

from the Wow! That is really the best word I can come up with to describe everything that has and is happening with the OTA, OMC, trucking industry and the world in general.

This is my first issue as Editor of the Oklahoma Motor Carrier magazine and I could not have asked for a more exciting time to step forward into this role. From the proposed Hours of Service changes and CSA going live (I bet you never thought it’d happen!) to the current political climate and EOBRs, this is definitely a time of excitement and change in the trucking industry.

It’s also one of the most important times for your association. February marks the beginning of the Legislative session at the Oklahoma Capitol and with the budget crisis and economy still slowing recovering, there’s no telling what regulations/ fees/taxes will be passed this session. If you have any questions or concerns for this session, please contact Dan Case at (405) 525-9488 ext. 3 or dancase@oktrucking.org. He works non-stop for Oklahoma’s trucking industry and any help you provide as an individual or company to the OTA through event sponsorship, PAC donations or event participation ensures that the OTA will continue to serve Oklahoma’s trucking industry needs.

The 2011 Midwinter Conference is approaching as well. This conference is a time to re-group with other association members, learn about new technologies, regulations, ideas and also recognize OTA carriers and their drivers that go above and beyond during the Annual Fleet Safety Awards Banquet.

With that said, I hope you enjoy this issue of the OMC and also, the best of luck to you in this new year!

Shannon Helton

5

Every Reason.

oklahoma trucking association

news

OTA Welcomes Ashley Brandt as New Director of Events The OTA is pleased to announce their newest staff member, Ashley Brandt.

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OTA’s new Director of Events, Ashley Brandt

“I am very excited to be stepping into the role of Director of Events for the OTA. Not only will this be a great learning experience for me but I will also get to work with some great people which makes the job that much more fun.

I am excited to dig in and learn all that I can,” Brandt said.

Brandt, a 2009 graduate of Oklahoma City University, previously worked for OCU Admissions Department and more recently, was a field representative for Jari Askins 2010 Campaign. Ashley is also an Oklahoma City native and resides in the metro with her husband, Nathan.

If you would like to contact Ashley, you may do so by calling the OTA office at (405) 525-9488, extension 1 or by email at ashleybrandt@oktrucking.org.

2011 Midwinter Conference & Fleet Safety Awards Our Midwinter Conference will be held February 23-24 at the Reed Conference Center in Midwest City, Oklahoma.

Topics for our seminar will include New Oklahoma Laws & Regulations Affecting the Trucking Industry, Safety and Compliance Made Simple Through GPS, EOBRs, Hours of Service Changes, National Legislation and much more!

The Fleet Safety Awards Banquet will be held February 23rd at 7 pm. All of the award forms are available on the OTA website and are due to the OTA by February 4 for judging.

Register online at oktrucking.org or by contacting Ashley Brandt at (405) 525-9588 ext. 1. We look forward to seeing you in February!

From the

Executive Director

If it ain’t broke...

After reading the proposed changes to the Hours of Service, I have drawn the conclusion that the Federal Government is trying to punish the trucking industry for doing a good job in the area of safety. All indications are we have achieved the greatest amount of safety in this industry since records have been kept, yet the proposal for changes to the HOS would put more inexperienced truck drivers on the road who would cause safety on the road to suffer.

These proposals would also strike a blow at our recovering economy. Why do we now want to put rules into place that would be so inflationary to our economy? These new HOS rules could drive the price of doing business through the ceiling for all industries in our country. This is not the time to push the cost of doing business to new heights. Our economy may be recovering but it is still struggling and these rules could help reverse the recovery trend.

Our distribution system in this country is currently working around the current HOS. We may disrupt this system and cause critical components of this system to malfunction if we change these rules. As you are aware of, trucks carry about 70 percent of the total freight in this country, so these HOS rules touch almost all citizens in this country.

I guess the question I need to ask most is, “Why change something that seems to be working so well now?”

OTA Executive Director, Dan Case

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member news

oklahoma trucking association

New Members

AVP Metro Petroleum, LLC Keith Sorrells 1044 West 41st Street Tulsa, OK 74107 Phone: 9184453131 Fax: 9184453178 E-mail: ksorrells@arkval.com Website: www.arkval.com Services Provided: Petroleum Marketer and Transporter of gasoline and diesel.

Jim Willis Consulting Jim Willis 15420 SCR 205 Blair. OK 73526 Phone: (580) 318-3424 Fax: (580) 563-2579 E-mail: jimawillis@gmail.com Website: www.jimawillis.com Services Provided: Safety, DOT consulting, DDC thru National Safety Council.

Basic Energy Services Johnny McConnell P. O. Box 175 10830 S. Oakwood Road Waukomis, OK 73773 Phone: (580) 758-1234 Fax: (580) 758-3497 E-mail: johnny.mcconnell@basicenergyservices.com Website: basicenergyservices.com Services Provided: Oilfield - Rental Tools.

LifeStyle Clinic Jeff Mussman Suite B 2821 N.W. 57th Street Oklahoma City, OK 73112 Phone: 4058483397 Fax: 4058582290 E-mail: jmussmandc@yahoo.com Services Provided: Medical testing, drug and alcohol testing (DOT and Non-DOT)

Crossroads Roofing & Supply Co. Jeff Curtis 2800 N. Santa Fe Oklahoma City, OK 73103 Phone: 4053709974 Fax: 4055287663 E-mail: jeff@528roof.com Services Provided: A full line residential and commercial roofing distributor.

Dugan Truck Line, Inc. Ken Case 1501 S. Central Avenue Oklahoma City, OK 73129 Phone: 4055125160 Fax: 4055125160 E-mail: kcase@dugantruckline.com Website: www.dugantruckline.com Services Provided: LTL Hurricane Express Steinert Sheldon 5648 Highway 412 Colcord, OK 74338 Phone: 9184226100 Fax: 9184229949 E-mail: sheldon@cox-internet.com Services Provided: Truck load and LTL refrigerated.

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Madrid Trucking Ruben Madrid Route 1, Box 135-A Ringwood, OK 73768 Phone: 5807475687 Fax: 5808832336 E-mail: rmadrid@pldi.net Services Provided: Refrigerated Services.

Musgrove Trucking, Inc. Quentin Curtis 339 Wann Circle Bokchito, OK 74726 Phone: (580) 931-8116 Fax: (888) 262-2003 E-mail: dispatch@musgrovetrucking.com Services Provided: Freight transportation produce, meats, and freight of all kinds.

Join the OTA’s New “Adopt-aCarrier” Program!

Help the OTA grow by sponsoring a carrier’s first year of membership. Contact Dan Case at (405) 525-9488 or dancase@oktrucking.org for more information.

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member news

nationwide news

trucking tidbits

Economic Recovery Bringing Renewed Congestion Growth Texas Transportation Institute The recession has helped some of us forget about our national traffic problem, but the recovery should help us remember it.

The 2010 Urban Mobility Report, published by the Texas Transportation Institute at Texas A&M University, paints the most accurate picture yet of traffic congestion in the 439 U.S. urban areas. Thanks to the wealth of speed data provided by INRIX, a leading private-sector provider of travel time information, the current report offers a greatly enhanced picture of congestion on a city-by-city basis.

"We have a great deal more confidence in the numbers we now have for the chaotic years of 2007, 2008 & 2009," researcher Shawn Turner said. "Thanks to technology, we are using data that simply could not have been gathered a few years ago."

The methodology used to calculate congestion has been improved more than a dozen times since the Urban Mobility Report was first published in 1984, but the changes made possible by access to hour-by-hour speed data are the most significant improvement yet, researchers say.

"This Urban Mobility Report begins an exciting new era for comprehensive national congestion measurement," noted researcher Tim Lomax.

"By combining the traffic speed data from INRIX with the traffic volume data from the states, we are now able to provide a much better and more detailed picture of the problems facing urban travelers."

After two years of slight declines in overall traffic congestion – attributable to the economic downturn and high fuel prices – leading indicators suggest that as the economy rebounds, traffic problems are doing the same. While 2008 was the best year for commuters in at least a decade, the problem again began to grow in 2009.

"This year's report is a remarkable game changer," researcher David Schrank explained. "The new data address the biggest shortcoming of previous reports. The data show conditions for every day of the year and include the effect of weather problems, traffic crashes, special events, holidays, work zones and other factors directly impacting traffic flow."

Highlights from the research illustrate the effects of the nation's traffic problems:

As a result of the new data, a revised congestion trend has been constructed for each urban region from 1982 to 2009.

Eleven new urban regions have been added, including San Juan, Puerto Rico. Finally, three new measures of congestion are calculated for the 2010 report: delay per auto commuter, delay per non-peak traveler, and a Commuter Stress Index (CSI), which is calculated for the worst direction in each peak period to show the time penalty to those who travel in the peak direction.

• Congestion costs continue to rise: measured in

constant 2009 dollars, the cost of congestion has

risen from $24 billion in 1982 to $115 billion in 2009.

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• The total amount of wasted fuel in 2009 topped 3.9 billion gallons – equal to 130 days of flow in the Alaska Pipeline.

• Cost to the average commuter: $808 in 2009, compared to an inflation-adjusted $351 in 1982.

• Yearly peak delay for the average commuter was 34 hours in 2009, up from 14 hours in 1982.

The congestion reduction benefits of two significant solutions are discussed—public transportation and roadway operations. Without public transportation services, travelers would have suffered an additional 785 million hours of delay and consumed 640 million more gallons of fuel—a savings of $19 billion in congestion costs. Roadway operational treatments save travelers 320 million hours of delay and 265

million gallons of fuel for a congestion cost savings of $8 billion.

• Diversify land development patterns, to make walking, biking and mass transit more practical.

Researchers recommend a balanced and diversified approach to reducing traffic congestion – one that focuses on more of everything. Their strategies include:

• Adopt realistic expectations, recognizing for instance that large urban areas are going to be congested, but they don't have to stay that way all day long.

• Get as much use as possible out of the transportation system we have.

• Add roadway and public transportation capacity in the places where it is needed most.

• Change our patterns, employing ideas like

ridesharing and flexible work times to avoid traditional "rush hours."

• Provide more choices, such as alternate routes, telecommuting and toll lanes for faster and more reliable trips.

"There is no rigid prescription – no 'best way' – to address congestion problems," Lomax noted. "The most effective strategy is one where agency actions are complemented by efforts of businesses, manufacturers, commuters and travelers. Each region must identify the projects, programs and policies that achieve goals, solve problems and capitalize on opportunities."

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member news

nationwide news

trucking tidbits

Trucking Associations Voice Support for National Fuel Efficiency Standards ATA

The trucking industry reaffirmed its support of national fuel efficiency and greenhouse gas (GHG) emission standards for heavy- and medium-duty trucks while testifying Nov. 15 in Chicago at the first of two public hearings conducted by the U.S. Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration (NHTSA).

Speaking on behalf of the American Trucking Associations (ATA) and the Illinois Trucking Association (ITA), an ATA affiliate, ITA Associate Director Randy Thomas said the trucking industry is "pleased to see that the rules address four of ATA's six proactive recommendations for reducing the trucking industry's carbon footprint contained in its 2008 Sustainability Plan - namely reducing GHG's and improving fuel efficiency by reducing and governing truck speeds; decreasing idling; implementing national fuel efficiency standards for medium- and heavy-duty trucks that are both economically and technologically feasible; and using offthe-shelf technologies to increase fuel efficiency verified

by EPA under its GHG reduction program known as SmartWay." "Our industry has endorsed and participated whole-heartedly in EPA's SmartWay program since its inception in 2004," Thomas said. "With over 2,800 total partners driving over 650,000 trucks traveling over 60 billion miles per year, SmartWay partners have saved over 15 million metric tons of CO2, 1.5 billion gallons of diesel fuel, and over $3.5 billion in fuel costs since 2004. We stand ready to continue our work with EPA to ensure further expansion and success of the SmartWay program."

While supportive of the proposed rules, some fleets have expressed concern that manufacturers might discontinue sales of specific engine or vehicle subcategories that fleets are accustomed to purchasing, instead of using any of the four

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"flexibility" approaches outlined in the proposal to assist OEMs in achieving their overall GHG and fuel efficiency targets. "Trucks deemed "less efficient" may no longer be offered for sale to purchasers that spec such equipment for their particular needs," Thomas told EPA and NHTSA. "The trucking industry supports the proposed rules and, like EPA and NHTSA, wants to ensure the avoidance of "unintended consequences" under the rules," Thomas said. "One issue of concern raised by some fleets revolves around the possible increased braking distances associated with certain fuel efficient tires, particularly on rainy or icy pavement. We trust that both agencies will explore these two areas of concern further to ensure we avoid any such unintended consequences."

The proposed standards, announced by EPA and NHTSA on Oct. 25, will be phased-in and will achieve from 7 to 20 percent reductions in GHG emissions and fuel consumption from 2010 baseline Class 8 tractors. These targets, which will be achieved from both engine and truck advancements, will largely employ off-the-shelf technologies such as lowrolling resistance tires, improved aerodynamics, reduced idling, and other measures currently recognized by EPA's SmartWay Program. Incremental cost increases for combination tractors are projected to be $5,900 in 2014 while other truck categories are expected to see minimal price increases in the range of $200 to $400 per vehicle. Trailers are not currently being addressed in the proposal.

Visit www.trucksdeliver.org for more information about ATA's sustainability recommendations.

FMCSA Approves Electronic Signatures for Carriers FMCSA

The Federal Motor Carrier Safety Administration cleared the way this month for carriers to begin using electronic signatures in place of handwritten signatures on paper. In regulatory guidance published January 4, the agency established parity between electronic and paper signatures and records.

The guidance expanded the ability of motor carriers and other interested parties to integrate electronic record keeping with other methods currently recognized by the FMCSA. The agency said in a statement that its guidance was intended to provide uniform information regarding FMCSA's acceptance of electronic signature on documents required by the Federal Motor Carrier Safety Regulations to the motor carrier industry, motor carrier enforcement officials and other interested parties.

In it's guidance, the FMCSA specified that any electronic document or signature is considered the legal equivalent of a paper document or signature if it is the functional equivalent.

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member news

capitol & state departments

state matters

Morgan Unveils Legislation to Ban Texting While Driving CapitolBeatOK Staff Report www.capitolbeatok.com

Under legislation unveiled late January by state Rep. Danny Morgan, drivers could face hefty fines and teen drivers could lose their driving privileges if caught texting while driving.

Morgan discussed his legislation at a 2 p.m. press conference held January 19 at the state Capitol’s Blue Room.

“My legislation is the culmination of many legislators throughout the country who have recognized the importance of prohibiting this dangerous practice,” said Morgan, a Democrat from Prague. “There is a growing coalition of support for this legislation and I believe that we will see it pass this session.”

Morgan’s measure, House Bill 1316, will make it a criminal violation for all persons aged 18 and under to use a cell phone while driving (except emergencies), prohibits all drivers, regardless of age, from texting while driving, and prohibits all drivers from using a cell phone while driving in an area designated as a school crossing zone.

All violations will be a primary offense. Morgan explained that in current law, cell phone usage may in some circumstances be a secondary offense falling under the category of distracted driving.

Showing support for Morgan’s new legislation was Chuck Mai of AAA Oklahoma, Pam Archer with the Oklahoma Department of Health, Lt. George Brown with the Oklahoma Department of Public Safety, Kelly Warrior with the Oklahoma Safety Council, Mark Williams with AT&T, Kim Decker of Farmers Insurance, Kevin Behrens with the Oklahoma Highway Safety Office, Jerry Walters with the Jerry Walters Driving School, and student advocate Hannah Froh.

State Representatives Paul Roan of Tishomingo, Anastasia Pittman of Oklahoma City, and Jeannie McDaniel of Tulsa, all Democrats, also attended in support and are co-authors of the legislation.

Unable to attend but serving as the principal co-author with Morgan on House Bill 1316 is Representative Sue Tibbs, a Republican from Tulsa. While fielding questions from both reporters and critics of the proposal in the Blue Room of the Capitol, Morgan expressed his appreciation to Tibbs, who has joined him in previous road safety legislation.

Also in attendance to support Morgan’s measure was the victim of an accident caused by texting, and the mother of a girl who died due to the use of a cell phone while driving.

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Robert Craig was the victim of a texting driver who hit him while he was riding his motorcycle in South Oklahoma City.

If not for a medical professional who stopped to help Craig after he was hit, he would not have survived. After seven surgeries and months of physical therapy, he can walk, but only for 400 feet at a time. In a comment sent to CapitolBeatOK, Craid said: “I just want them to try and put a stop to it before someone else dies. There are more deaths from cell phones than from drunk driving.”

Gina Harris’s 19-year-old daughter, Brittanie Montgomery, died in a traffic accident while using her cell phone. “I think this legislation is a great start; it’s been a long time coming,” Gina Harris said. “I am confident that we will see this passed.”

Morgan said his legislation will include language to ban the use of a cell phone in a construction zone.

“Speeding penalties double in school and construction zones because of increased danger,” Morgan said. “It only makes sense to restrict any use of a cell phone while driving through them.”

Morgan said that driving is a responsibility, and distinguished such privileges from fundamental rights.

“Our licenses can be taken away for a variety of reasons, but what our laws boil down to is that driving is a privilege that you earn,” Morgan said. “For that same reason, there are penalties when you do not take that responsibility seriously enough.”

Responding to issues raised in a CapitolBeatOK story about the “unintended consequences” of texting bans found in studies conducted in other states, Morgan said that data collection has likely been inconsistent over the course of such studies, in part due to changes in what questions responding officers ask after automobile accidents.

Rep. Morgan and other attendees at Wednesday’s press conference stressed that other studies have documented the effect of “distracted driving,” including cell phone usage and texting.

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member news

capitol & state departments

state matters

Rep. Shannon: Transportation Spending Pays Off in Lives Saved CapitolBeatOK Staff Report www.capitolbeatok.com

Oklahoma Department of Transportation figures show that traffic fatalities are falling prove the effectiveness of recent transportation investments, state Rep. T.W. Shannon said last week.

In a statement sent to CapitolBeatOK, the Lawton Republican commented: “We have been working hard at the Legislature to fund road and bridge projects, so you can imagine how it makes me feel to learn that our efforts may be contributing to fewer lives lost.”

Shannon, who chairs the House Transportation Committee, said, “I plan to highlight these statistics in budget discussions this year to ensure that transportation projects continue to be a priority.”

The Oklahoma Department of Transportation maintains a database on transportation statistics in the state. One of the items tracked on a monthly basis is accident and fatality statistics. The total number of fatalities on non-turnpike highways is down from 433 in 2009 to 311 this past year (as of the end of November). Fatalities were as high as 488 in 2006.

The number of fatalities resulting from crossover accidents in non-turnpike, divided highways is down from 13 in 2009 to five for 2010. The number was 39 in 2007.

“We began prioritizing highway, bridge and road projects in 2006 and I believe we are seeing the results of making them a priority,” Shannon said. “The Department of Transportation uses these accident and fatality statistics to determine what projects take priority. I cannot think of a better use of taxpayer dollars than ensuring citizens’ safety while on the road.”

David McCorkle I, CEO of a trucking company based in Oklahoma, said that roads and bridges are a crucial economic investment as well.

“As Oklahoma improves its roads and bridges, I believe they will see more investment from trucking and other transportation industries,” McCorkle said. “Highways are how goods are moved in this country and the better shape they are in, the more companies want to use them.”

In October, Rep. Shannon touted the shift in bridge improvements, commenting, “We are fixing bridges at a rate that is exponentially greater than anything ever imagined in the past. That fact alone is one of the most significant public safety victories achieved at the Oklahoma Capitol in recent memory.”

Have You Filed Your UCR? The deadline to file your UCR was January 14th and the Oklahoma Corporation Commission (OCC) will begin issuing tickets on February 1.

The UCR program can be complicated, but the OCC offers these answers to our most frequently asked questions: Who must register under the Unified Carrier Registration (UCR) program?

The UCR Program requires both for-hire carriers and private carriers operating a covered commercial motor vehicle in interstate or international commerce to register. Companies operating solely as brokers, freight forwarders, or leasing companies are also required to register under the UCR.

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For the purposes of the UCR Program, what is a covered commercial motor vehicle?

A commercial motor vehicle is a self-propelled vehicle used on the highways in commerce principally to transport pas-

sengers or cargo, if the vehicle: (1) has a gross vehicle weight rating or gross vehicle weight of at least 10,001 pounds, whichever is greater; (2) is designed to transport more than 10 passengers including the driver; or (3) is used in transporting material found by the Secretary of Transportation to be hazardous under section 5103 of Title 49 USC Section 31101 and transported in a quantity requiring placarding under regulations prescribed by the Secretary under section 5103. Note: The 2009 definition included towed vehicles.

What states participate in the UCR Program?

All states participate in the UCR Program, with the exceptions of: Arizona, Florida, Hawaii, Maryland, Nevada, New Jersey, Oregon, Vermont, Wyoming.

What is the term of the registration?

The UCR program is a calendar year program (January 1st through December 31st) and must be renewed annually.

Registration for the following year is usually opened in September of the prior year.

What is the cost?

For-hire motor carriers and private motor carriers pay a fee based upon the number of commercial motor vehicles operated or based upon the number of commercial motor vehicles shown on the motor carrier's last MCS-150 (USDOT number update). Brokers, freight forwarders, or leasing companies pay the lowest fee. A registrant operating as both a for-hire motor carrier and/or private carrier operation as well as a broker, freight forwarder, or leasing service is required to pay the fee at the motor carrier level.

Upon what conditions would I have to pay UCR fees for prior years?

If you conducted any interstate operations during 2009 and/ or 2010, the designated fees are due and payable. Your 2011 registration cannot be processed until your company is current with all fees owed for prior years. Failure to pay UCR fees may result in fines or penalties.

Do you receive a credential?

Upon registration, a receipt is issued. You are not required to keep a copy of the receipt in each commercial motor vehicle.

Enforcement officers across the nation can check on line to see the UCR registration.

How do you register?

You may register on line or download a copy of the UCR application on the OCC website. Oklahoma-based registrants must use Oklahoma as their registration state. Florida-based registrants may use Oklahoma as their registration state.

17

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Oklahoma Trucking Association

Tanker Update

NTTC’s Views of Proposed Wetlines Changes John Conley jconley@tanktruck.org

As we have expected, the Pipeline Hazardous Materials Safety Administration (PHMSA) published a Notice of Proposed Rulemaking (NPRM) to ban wetlines on new and existing cargo tanks on January 27 in the Federal Register.

We will work closely with other industry groups on this and already have invited several to join us. We will need active involvement from our carrier and associate members on this very serious proposal.

There is a relatively short 60-day comment period on the rulemaking. Comments are due on March 28, 2011. We will most likely request an extension of the comment period.

This issue has been addressed in two previous rulemakings from PHMSA and was the focus of the Transportation and Infrastructure Committee of the House of Representatives in the last Congress. While we have defeated these ill-advised efforts in the past, we must fight this new effort with as much intensity as we can muster. We will work at the Agency level and also will try to involve friendly members of Congress on our behalf. We well may end up at the Courthouse before this is over. Please take all requests from NTTC for information and support on this issue very seriously.

Here are a few basic points, but I do encourage you to review the entire proposal.

1. The proposed rule would impact tank trailers transporting Class 3 flammable liquids (thus, this covers more that just gasoline products.) It would exempt most straight trucks.

The rule does not address other trailers configurations such as Michigan tankers or truck and trailer combinations.) The rule would not cover a cargo tank motor vehicle (CTMV) transporting a flammable material that has been reclassified as a combustible.

2. Any trailer built TWO years after the effective date of the final rule would have to have a means of allowing no more than 0.26 gallons in a loading line or be constructed with accident damage protection similar to rear bumper requirements.

3. Existing trailers would have to be in compliance with the requirements TWELVE years after the effective date of the final rule.

HYPOTHETICAL EXAMPLE: If the effective date of the final rule were January 1, 2012, new trailers built on or after January 1, 2014 would have to be in compliance.

PHMSA essentially ignored the concerns NTTC has expressed about the potential threat to cargo tank shop workers performing retrofits on upwards of 27,000 tank trailers.

Their reasoning is that there is a (one) product available that claims to not require welding. (This shows the ignorance of PHMSA regarding what might be required to retrofit a tank that would require some kind of “hot work.” ) PHMSA totally dismisses the concept that the product could be drained from the loading lines at the rack. They do not address, but we certainly will remind them, that it would be possible to require a purging system at the loading site that could push the product into the tanker loading line into the tanker.

PHMSA will argue that they do not have the authority to require this of a terminal.

PHMSA points out that enforcement should not be an issue since law enforcement personnel could be at a loading rack to observe removal of product from the lines OR by looking at sight glasses on roadside. (They appear to be under the impressing that all cargo tanks hauling flammable materials have sight glasses on their lines.)

20

PHMSA states that the cost of installing a purging system would be $2,585. They contend that there is no real additional cost for the trailer to being out of service since installation could be performed at the five-year periodic hydrostatic pressure test. We will especially need your input on this issue as PHMSA had to come up with something called “sensitivity analysis” to attempt to overcome the cost/benefit results that contributed to withdrawal of the previous rulemaking in 2006. This includes an assumption that “the possibility the average motor vehicle occupancy will increase as gasoline prices increase.” (Seriously, they really say that in trying to make the facts fit the theory that the old facts disproved.)

Please read this proposed rule in full and send NTTC your comments and questions. Please let me know if you or someone on your staff can serve on a Task Force to assist NTTC staff in developing our comments to this rule. As I have mentioned regarding other issues such as the unfortunate new Hours of Service Proposal, “Elections make a difference.”

Note: Existing trailers would have to be brought into compliance by 2024.

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Happy New Year!

As I write this article, I have to stop and ask myself, “What do the holidays mean to me?�

To me the holidays are about getting to spend time with family and friends which brings me to another point, I feel as though each member of the OSMC is part of my family. I find comChanging of the OSMC officers during the December monthly meeting held in conjunction fort in knowing that I with the CSA Workshop in Oklahoma City. (left to can call anyone in my right) Joyce Ryel, Donnie Tulk, Louis Thompson, OSMC family at any time to help me solve Kimberly Gonzalez, John Mallory just about any issue I have come up.

If you are not a member of the OSMC I strongly encourage you to join this Great group of Safety Professionals.

Speaking of a Great group of people, I would like to thank Joyce Ryel, Dan Case, and especially Mac Kirk and Larry Ramsey from the FMCSA for all their hard work putting on the CSA workshops that were held in December.

This took a lot of effort and time away from their already busy schedules to make sure that as many people in the trucking industry in Oklahoma were fully aware and prepared for CSA before it went live.

Looking ahead to 2011 I have a strong feeling that it is going to be a great year for Safety in Oklahoma although we may face some challenges such as another HOS change and regulation regarding Electronic Onboard Recording Devices, whatever the challenge I know that together we will conquer any challenge set before us.

In closing I would like to wish everyone a Safe, Healthy and Prosperous 2011.

22

Oklahoma Safety Management Council Chairman, Donnie Tulk of Oklahoma Tank Lines - United Petroleum Transports

OSMC Officers First Vice Chairman Louis Thompson Beaver Express Service Second Vice Chairman Kimberly Gonzalez Hoffmeier, Inc. Secretary/Treasurer John Mallory John Christner Trucking, Inc.

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Oklahoma Trucking Association

Upcoming Events

February

June

Midwinter Conference February 23-24 Will take place at the Midwest City Sheraton & Reed Conference Center. Register online at www.oktrucking. org or by phone (405) 525-9488.

Oklahoma Truck Driving Championships June 3-4 For more information, please visit the OSMC’s website at oksafetymanagementcouncil.com or contact this TDC’s Chair, Kimberly Gonzalez at (918) 633-9115.

2011 Fleet Safety Awards Banquet Wed, February 23 All full Midwinter Conference Registrations include a 2011 Fleet Safety Awards banquet ticket, as well as all winning drivers (Million Mile Winners & Professional Drivers). However, if you’d like to order more tickets, please order more online or by calling the Ashley Brandt at the OTA office.

NATMI Motor Fleet Accident Investigation June 22-23 Held at the OTA’s conference room in Oklahoma City.

Please register through NATMI by calling (303) 9524013.

March NATMI Safety & DOT Compliance Series March 15-16 Held at the OTA’s conference room in Oklahoma City.

Please register through NATMI by calling (303) 9524013.

April NATMI CDS & CSS Safety Certification April 4-8 Held at the OTA’s conference room in Oklahoma City.

Please register through NATMI by calling (303) 9524013.

July NATMI Certified Driver Trainer Program July 18-20 Held at the OTA’s conference room in Oklahoma City.

Please register through NATMI by calling (303) 9524013.

August NATMI Transportation Risk Management Tue, August 16 Held at the OTA’s conference room in Oklahoma City.

Please register through NATMI by calling (303) 9524013.

September OTA’s 79th Annual Convention September Tulsa Hard Rock Casino & Resort

December NATMI CDS & CSS Safety Certification December 5-9 Held at the OTA’s conference room in Oklahoma City.

Please register through NATMI by calling (303) 9524013.

25

Hours

of Service: the ongoing battle 1939

Hours of Service (HOS) rules for truck drivers were originally established by the federal government. These rules remained in place and virtually unchanged for more than 60 years.

1995

Congress directed DOT to establish new rules that incorporated the latest science about human fatigue and alertness.

April 2003

DOT published new rules which met the Congressional directive and became effective in January 2004.

July 2004

In response to a legal challenge by a public interest group, the U.S. Court of Appeals for the D.C. Circuit overturned the April 2003 rules based on DOT’s oversight in performing one statutorily mandated analysis concerning driver health.

August 2005

DOT issued new HOS rules identical to the April 2003 rules, with one exception—a significant change in how drivers could use a truck’s sleeper berth to obtain rest.

July 2007

In response to another legal challenge by two public interest groups and the International Brotherhood of Teamsters, the U.S. Court of Appeals for the D.C. Circuit overturned the rules based on procedural errors made by DOT in the rulemaking process.

27

December 2007

DOT issued an Interim Final Rule (IFR) addressing the procedural issues identified by the Court and retaining the August 2005 HOS rules.

November 2008

What’s Happening This Time Around?

On March 9, 2009, the Public Citizen, International Brotherhood of Teamsters, Advocates for Highway and Auto Safety, and the Truck Safety Coalition all filed suite against the current Hours of Service rule.

DOT reissued the August 2005 HOS rules as a Final Rule.

In October of 2009, before Anne Ferro became administrator of the FMCSA, the Obama administration officials at the U.S. Department of Transportation signed a litigation agreement to review the current Hours of Service regulations.

March 2009

The first draft of the proposed HOS changes were sent to the White House on July 26, 2010 and many in the industry already suspected that the changes would show a decrease in driving time. The details of that release were not made public.

The same plaintiffs again filed suit against DOT.

October 2009

Prior to the confirmation of current FMCSA Administrator Anne Ferro, politically appointed DOT officials signed a litigation settlement agreement with the public interest groups and the Teamsters in which DOT agreed to ‘review and reconsider’ the HOS rules.

On December 29, the FMCSA published its proposed HOS changes in the Federal Register and in it, included a decrease in the allowed driving time and other restrictions that if passed without change, would seriously affect the In the summary of the December 2010 rule change, the FMCSA states that “To promote safety and to protect driver health, FMCSA proposes to revise the regulations for hours of service for drivers of property-carrying commercial motor vehicles (CMVs). To achieve these goals, the proposed rule would provide flexibility for drivers to take breaks when needed and would reduce safety and health risks associated with long hours.”

September 2010

Just this past year, the FMCSA reported that the trucking industry has seen a sixteen percent reduction in fatality accidents from 2004 to 2008, and a 26 percent decrease in large truck injury accidents.

In that same study, it was reported that “in fatal crashes involving large trucks, driver-related factors were recorded for 37% of the large truck drivers. In comparison, driver-related factors were recorded for 68% of passenger vehicle drivers involved in fatal crashes.” If the true cause of the change is to promote safety, then why change a system that has led to the lowest accident-rate in the history of the industry?

December 2010

It has been noted that driver fatigue is becoming a increasing concern in our industry. The ATA and others have agreed that fatiguerelated issue awareness should be targeted instead of a drastic change in the HOS. Education on sleep disorders, more accessible screening, promoting the use of Fatigue Risk Management Programs, increasing the availability of truck parking and making those locations known to drivers have all been issues that the FMCSA should focus on instead of a change at this time.

The number of truck-involved traffic fatalities dropped to the lowest level in recorded history reflecting a 33 percent decrease in fatalities since the improved hours-of-service regulations first became effective in January 2004.

DOT proposes changes to the hours of service rules.

The Bloomberg Government analysis has predicted that if the proposed changes are passed, driver productivity will decrease by as mush as five percent. That projected decrease in productivity, along with the industry’s driver shortage problem, doesn’t seem to bode well for shipping costs and in turn our already slow-torecover economy.

28

There have already been over a thousand formal comments filed with the FMCSA. On January 28, no doubt due to the overwhelming response they have received in regards to the proposed changes, the FMCSA announced a Public Listening Session on the proposed HOS changes on February 17, 2011 in Arlington, Virginia. The event will also be broadcast live online at www.fmcsa.dot.gov.

Truck Involved Fatali2es (2003 to 2008) 5,500

Did the FMCSA manipulate the HOS fatigue factor?

5,000 4,500

Modern Bulk Transporter

4,000

2009

2008

2007

2006

2005

2004

3,000

2003

3,500

Truck Involved Injuries (2003 to 2009) 120,000 110,000 100,000 90,000 80,000 70,000

2003 2004 2005 2006 2007 2008 2009

In an effort to rationalize a change in federal hours of service (HOS) requirements for professional truck drivers, the US DOT’s Federal Motor Carrier Safety Administration (FMCSA) misapplied its own crash numbers to elevate driver fatigue as a cause of truck crashes, the American Trucking Associations (ATA) said. Without this, and several other ill-considered revised assumptions, the proposed rule would fail the statutorily required cost/benefit analysis.

“Since the current HOS rules were introduced in 2003, the trucking industry has achieved a continually improving safety record, reaching the lowest fatality and injury rate levels in recorded history,” said ATA President Bill Graves. “It is troubling that this complex, restrictive set of proposed rules is founded on what appears to be incorrect analysis and inflated math.”

In the HOS proposal’s Regulatory Impact Analysis (RIA, the cost/benefit justification), FMCSA inflated its estimation of the percentage of fatigue-related crashes in two ways. First, it overstated the percentage of single-vehicle truck crashes (which are more likely to be fatigue-related) compared with multi-vehicle crashes. More specifically, FMCSA approximately doubled the weight given to single-vehicle truck crashes in its large truck crash causation study.

Second, FMCSA appears to be treating any crash in which fatigue is listed as an “associated factor” as a fatigue-caused Truck Vehicle Miles Traveled crash. That approach is not just contrary to prior research (2003 to 2008) methods, it is also at odds with the agency’s own report to Congress, in which it stated that for associated factors: “No 229,000 judgment is made as to whether any factor is related to the particular crash, just whether it was present.”

VMT (Millions)

227,000 225,000 223,000 221,000 219,000 217,000

2003 2004 2005 2006 2007 2008

Using these data manipulations, FMCSA has nearly doubled in its analysis of the number of truck-involved crashes that are likely caused by fatigue. Consistently in past rulemakings, the agency has found fatigue to be a causal factor in just 7% of crashes. In fact, in just 2008, the FMCSA noted that while the best data on fatigue as a factor in fatal truck accidents showed only a 2.2% relationship, it remained confident that its “7% figure is accurate.” Now, apparently to assist it in reaching a desired result the agency has ignored the real world data and its past pronouncements and adopted a 13% fatigue factor.

29

Driving Time Viola/ons (2006 to2009) 75,000 70,000 65,000 60,000 55,000 50,000 45,000

2006

2007

2008

2009

In addition to manipulating the fatigue factor (which inflates benefit estimations), the FMCSA has engaged in “creative” accounting in other areas of the new proposed HOS rules to try and justify its position.

The ATA’s Position: The trucking industry has operated safely and efficiently for 7 years (since January 2004) under the current HOS rules.

ATA strongly supports retention of the current and safe rules with one exception—more rest options through greater flexibility in the sleeper berth rule. The industry’s safety performance while operating under the current HOS rules since January 2004 is remarkable. Truck-involved highway crash fatalities in 2009 were down 33% from the 2003 level and are at their lowest level since USDOT began keeping records in 1975. Crash-related injuries have also dropped dramatically since 2003, and the fatality, injury and property-damage-only crash rates for large trucks (crashes per 100 million miles traveled) are at their lowest point since the USDOT began keeping records three decades ago. From this data, it is clear the industry is operating more safely than ever under the new HOS rules.

The December 2010 Proposed Changes: 1. Maximum Driving Hours – the agency is accepting comments on whether to retain the current 11 hour driving time limit or, as the agency would prefer, to reduce maximum driving time to 10 hours.

2. 14 Hour Day (now called Driving Window) – FMCSA proposes to retain the current 14 hour window, but allow drivers to extend the window to 16 hours (subject to rest break requirements discussed below) twice in any seven calendar days. Unlike the current 16 hour exemption, use of this provision would not be limited to those drivers who return to their normal work reporting locations daily. The current 16 hour exemption would be removed.

30

3. 13 Hour On-Duty Time Limit – Drivers would be limited to 13 hours of on-duty time within the 14 or 16 hour window. Hence, drivers exercising the option to use the 16 hour window would be required to take a three hour rest break. Further, drivers must be released from duty following the 14th (or 16th) hour.

4. Rest Breaks – Drivers would be required to take a rest break of at least 30 minutes within 7 hours of first coming on-duty (after being off-duty or returning from a period in the sleeper berth). Also, since drivers would be limited to 13 hours of on-duty time in a driving window (either 14 or 16 hours), a second break (or breaks) may be needed, depending on the duration of the first break.

5. Restart –Though FMCSA proposes to maintain a minimum 34-hour restart provision, they also propose additional restrictions which, for most drivers, will make the use of the minimum period impossible.

a. First, the restart period would need to include two nighttime periods (midnight to 6 a.m.). To meet this requirement, most drivers will need to extend their restarts to 48 hours or longer.

b. Drivers would only be permitted to use the restart provision once in any seven calendar days (not a new seven day period beginning with a restart, as the current rule allows).

6. Off-Duty in A Parked CMV or In Passenger Seat – FMCSA proposes to allow drivers to record time spent in a parked CMV as off-duty time. Also, team drivers would be permitted to record up to 2 hours of time spent in the passenger seat of a CMV in operation as off-duty time, if it is just before or after an 8 hour sleeper berth period.

7. Oilfield Exemption – Under the proposed rule, waiting time at an oil well or natural gas site would not count toward calculation of the 14 (or 16) hour window.

8. Egregious Violations – FMCSA proposes that a driver who exceeds, and/or a motor carrier that allows a driver to exceed, the driving time limit by 3 hours or more be considered to have committed an egregious violation and be subject to the maximum civil penalties of $2,700 for drivers and $11,000 for motor carriers – for each offense.

Minimum Off-­‐Duty Hours Between Shifts

Total On-­‐Duty Window in Each Shift

Current Rule

December 2010 Proposed HOS Rule

10 consecutive hours

Same as current rule

14 Consecutive hours

Significant Changes -­‐ 14 consecutive hours with release from duty required at end of driving window; Only 13 hours of the 14 hour window are productive work due to new “rest break” requirements described below; 14 hours window is extendable to 16 hours twice a week to accommodate for issues such as loading and unloading at terminals or ports, however, drivers are still limited to 13 hours on-­‐duty.

Total Hours (On-­‐Duty+Off-­‐ Duty+Rest)

24 hours

24-­‐26 hours

Maximum Driving Hours

11

10 hours of maximum driving time and 11 hours of maximum driving time are proposed for comment; FMCSA’s “currently preferred option” is 10 hours.

Limit on Consecutive Hours Driving

None

May drive only if it has been 7 hours or less since last off-­‐duty or sleeper berth period of at least 30 minutes

Mandatory Rest Break During Shift

None

At least 60 minutes of rest break time during each On-­‐Duty Window; may be taken in one block or broken up into two 30 minute rest breaks

Maximum Cumulative On-­‐ Duty

60 hours in 7 days 70 hours in 8 days* (*for carriers that operate 7 days a week)

Same as current rule.

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statistics

Oklahoma by200 the numbers 07 Traffi ic Crash h Data linkage Results: R : Wo ork-Rela ated Roa adway Crash C Fa atalities

Number of Deaths

AccoordingTraffic to the Census C Crash of Fataal Data Occupation nal Injuries 2007 Linkage Figure 1. Work-Related Roadwayy Crash Deaths by b A Age, Oklahoma, 2 2007 (CFO OI), a total of 5,657 5 work-re elated deaths he occurred in th 200 07 TraffiRoadway ic Crash h Data linkage Results: R : Results: Work-Related Uniteed States in 20007. Of thesee, 1,414 (25% ) were highwaay 10 8 Wo ork-Rela ated Roa adway Crash C Fa atalities 7 7 incideents. Fatalities In Oklahhoma, there were w 36 work-related motorr 8 Crash 5

Number of Deaths

5 6 vehiccle crash fatal ities on public c roads in 20007 (5% of all Oklahoma Health 4 Acco ording to State the Census C Department of FataalofOccupation nal Injuries Figure 1.

WorkRelated Roadway y Crash Deaths by b 4 trafficc crash deaths; 34% of all work-related w d deaths).

A Oklahoma, 22007 Age, (CFO OI), a total 5 Census 5,657 work-re occurred Injuries in thhe According to ofthe ofelated Fataldeaths Occupational 2 The IStates Prevent tionOfService of o the (25% Oklahom ma State Unite ed Injury in of 20007. thesee, 1,414 ) were highwa 10 0 (CFOI), a total 5,657 work-related deaths occurred inaythe 8 7 7 Depa artment of Hea alth monitors work-related deaths injury incide ents.

In Oklah homa, there were w 36 workrelated motor r United States in 2007. Of these, 1,414 (25%) were highway 8 18-24 2 25-29 30-39 40-49 50-59 60-69 5 5 incidents.

In fatal Oklahoma, therec were 36 work-related incle Okklahoma.

Data a are d from sources 6 vehic crash ities on collected public roads inmultipl 200 07 le (5% of allmotor 4 Age Grooup vehicle crash fatalities public in deaths).

(5% of all 4 includ ding death ceertificates, med reports, and reports traffic c crash death s; 34%on of all work-related w diaroads d2007 traffic deaths; 34% of all work-related deaths).

2 from crash the Office of the Chief Med dical Examine er, the • Overall, The Injury I Preventtion Service of o the Oklahom ma State 0 truck/delivery driving was the occupation resultOccuupational Safeety and Healthh Administration, the Publicc ing•inOve er greatest half (58%) o theofworkers of s who died weere white,with the number work-related crash deaths Depa Heaalth monitors injury deaths Theartment Injury of Prevention Servicework-related of the Oklahoma State De18-24 2 25-29 30-39 40-49 50-59 60-69 Empl loyees Occup pational Safety y and Health Program, and d 26 deaths (69%).

Road construction (or maintenance) work19% % were Native American, 14 4% were blac ck, and 8% of Health deaths in inpartment Okklahoma.

Dataa aremonitors collecteddwork-related from multiplleinjury sources the D Department of f Public Safety y. ers (11%) were all pedestrians working on public roadways Age Gro oup weree other races.

Oklahoma.

Data are collected from multiple includ ding death ceertificates, meddia reports, andsources reportsinclud(Figure 2); information on personal protective equipment ing death certificates, media reports, and reports from the This work-relat tedExamine roadway cthe fatalitiess from thereport Officedescrib of thebes Chief Meddical er, crash Oveerall, truck/deli ivery four driving w the occuppation was available on these workers.

Office of the Chief Medical Examiner, the Occupational was• not using g linked traffic c crash and wo ork-related inj jury death dat ta.

Occu upational Safe ety and Health h Administrati on, the Public c resu ulting in the gr reatest numbe er ofdied work-rela crash • Ove er half (58%) o of the workers s who weereated white, Safety and Health Administration, the Public Employees Empl loyees Occup pational Safety y and Health Program, and d • Eighty-one percent (N=26) of the 33 crashes involved deat ths with 26 de eaths (69%).

R Road constru ction (orlarge 19% % were Native American, 14 4% were blac ck, and 8% Occupational Safety and Health Program, and the DepartInclu usion of Case es trucks (Table 1), which included the following: single the D Department of f Public Safety y. ment of Public Safety. main ntenance) w all pedesstrians unit were e other raceswo . orkers (11%) were truckwork with 2-axles (N=3), single unit truck with 3 or more king on publicc roadways (F Figure 2); infor rmation on Work k-related crash hes were iden ntified fromcrash the occupationa al axles This report describ bes work-relat ted roadway c fatalities s • Ove erall, truck/deli ivery driving w was the occup pation (N=5), truck/trailer (N=1), trucktractor/semi-trailer This report describes work-related roadway crash fatalities perssonal protectiv ve equipment t wasthan not avai ilablepounds on fatalit ty database acrash as alland transpor rtation inciden ntsdeath that using g linked c crash ork-related injinjury jury datdata. ta.

(N=15), andin truck with weight 10,000 resuulting the grreatest numbeermore of work-rela ated crash using linkedtraffic traffic andwo work-related death thes se four worker rs. occurred on publicc roadways. Inncidents that happened h whhile (N=2). deatths with 26 deeaths (69%). Road R construction (or worke ers commuted d to or from work w or occurr red in parking Inclu usion of Case es Inclusion of Cases • Eigh hty-one perce nt (N=26) of the t all 33pedes crashe s involved main ntenance) woorkers (11%) were w strians • Half of the commercial motor vehicles (CMV) were idenlots or o at industria l sites, /ranches, private Work-related crashes werefarms/ identified fromand theother occupational large e trucks (Tab le 1), which inncluded thermation foollowing: work king on public c roadways (F Figure 2); infor on Workk-related crashhes were idenntified from the occupationaal as interstate, 32% were intrastate CMVs, and 18% fatality database ascluded, all transportation incidents occurred locations were exc so thaat deaths couldthat be matched d tified sing gle unit truck w with 2-axles (N N=3), single u unit truck with pers sonal protectiv ve equipment t was not avai ilable on fatalit ty database a as all transpor rtation inciden nts that not specified. onwith public happened while workers t roadways. traffic crash data. d Incidents Cases that inncluded driverrs, passengers s, were 3 or r more axles ( N=5), truck/tr ailer (N=1), tr ruckthes se four worker rs. occu rred on to public roadways.

In ncidents thatinhappened h parking lots whhile commuted orcfrom work invo or occurred and pedestrians p w were who lved in crashe es with movinorg • Thetract tor/semi-traile er (N=15), d truck with waeight median age among driversand largemore truck worke ers commuted d to or from work w or occurr red in parking at industrial sites, farms/ranches, and other private locations • Eighhty-one perce nt (N=26) of the t (41 33years) crasheofs involved moto or vehicles wh n work activiti ies. ile engaged in was less than drivers (59 years) of other type vehicles. than n 10,000 poun nds (N=2). were that farms/ deaths/ranches, could beand matched with traflots o excluded, or at industriaso l sites, other private largee trucks (Table 1), which inncluded the foollowing: fic crash data.exc Cases included drivers, passengers, anddpelocat cluded, so tha at deaths coul ions were d be matched singgle unit truck w use2-axles N=3),known single for u 20 unit truck with Workk-Related Rooadway Crash Fatalities • Overall, seat beltwith status (N was workers. destrians who in hcrashes with moving motor with t traffic crashwere d involved data.

Cases inncluded driver rs, passengers s, Figure rk-Related Roa dway Crash Deeaths 3 orr more axles (Wor N=5), truck/tr ailer trruckThree-fourths of 2.the workers were not(N=1), wearing a seatbybelt at vehicles while engaged in work activities. who died, 75% 7 in crashe were es drivvers, 14% g and• pedestrians pOf the 36 worke w rswere who invo lved with movin ccupation, Okla ahoma, 2007 thetract time of injury. erOc(N=15), tor/semi-traile and d truck with weight more passenger and 11% w pedestria moto orweere vehicles wh work activitiies.ans. ilers, engaged inn were Work-Related Roadway Crash Fatalities thann 10,000 pounnds (N=2).

Other* • Sixxty-nine perceent of the 36 workers w were residents of 14% Work Ro oadway Fatalities • Ofk-Related the 36 workers who Crash died,hwe 75% were 14% were Ok klahoma; whe reas, 31% ere out of drivers, statee residents w who Figure 2. Worrk-Related Roadway Crash Deeaths by and 11% were pedestrians.

R Road ere36mostly larg truck driver thrrough Oklahoma.

•passengers, Of we the worke rsge who died, 75% 7 rs passing were drivvers, 14% Occcupation, Oklaahoma, 2007 consstruction/ ere passenger rs, and 11% were w pedestria ans. we Truck/ • •Sixty-nine of theroadw 36way workers were mainntenance e Off the 33percent work--related crashes, 16 residents were singlof

delivery

Other* w worker whereas, 31% of state vehhicle crashes, were multi-vehicle eresidents incidents.

•Oklahoma; Sixxty-nine perce ent,ofand the1736were workers w e out were residents of who driver 14% 11% were mostly whe largereas, truck31% drivers passing through Oklahoma.

69% Ok klahoma; we ere out of state e residents w who ersons who died was 42 yeears • Ovverall, the meddian age of pe R Road ma. weerethe mostly larggeyeears). truck driver rs passing thrrough Oklaho • Of(ra 3318-66 work-related roadway crashes,(61 16 single nge: Almost 1%)were of deaths s two-thirds consstruction/Oil/gas Truck/ crashes, and were multi-vehicle incidents. mainntenanceworker curred among g 17 workers betw ween the age swere of 30-59 •vehicle Offocc the 33 work-related roadw way crashes, 16 singleyears delivery 6% w worker vehhicle oldd (Figure 1)., and N 17 all Nearly dece edents were m (94%). male crashes, were e multi-vehicle e incidents. driver 11% • Overall, the median age of persons who died was 42 years *O Other occupations inncluded a sales workker, an emergency medical m service 69% 42 yeears •(range: Ovverall, the med dian Almost age of pe ersons who(61%) died was 18-66 years). two-thirds of deaths ocw worker, a farmer, a welder, w and a public employee. e curred among between the ages(61 of1%) 30-59 yearss old Oil/gas (range: 18-66workers yeears). Almost of deaths two-thirds worker (Figure Nearly all decedents were Injury P 1). among Prevention Service e, Oklahoma State e Department H Health, 1000ye NE 10th Street, Oklahooma City, OK 73117, (405) 271-34330. The Oklahomaa Traffic Data occ ars curred g workers betw ween themale ageofs(94%). of 30-59 Linkagge Project (TDLP) is a joint effort bettween the Oklahoma State Departm ment of Health andd the6% Oklahoma Highway Safety Offfice to link statewidde traffic crash old d he (Figure 1). Nearly Ndataabases. all http://www deceedents were male m isease,_Preventio (94%). on,_Preparednesss/Injury_Preventionn_Service/Oklahoma_Traffic_Data__Linkage_Project. and ealth outcome w.ok.gov/health/D • Over half (58%) of the workers who died were white, 19% *O Other occupations inncluded a sales workker, an emergency medical m service were Native American, 14% were black, and 8% were other w worker, a farmer, a welder, w and a public employee. e races.

32 Injury Prevention P Servicee, Oklahoma Statee Department of Health, H 1000 NE 10th Street, Oklahooma City, OK

73117, (405) 271-34330. The Oklahomaa Traffic Data Linkagge Project (TDLP) is a joint effort bettween the Oklahoma State Departm ment of Health andd the Oklahoma Highway Safety Offfice to link statewidde traffic crash and heealth outcome dataabases. http://www w.ok.gov/health/Disease,_Preventioon,_Preparednesss/Injury_Preventionn_Service/Oklahoma_Traffic_Data__Linkage_Project.

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34 | OMC • Fall 2010

Winter 2010 • OMC | 34

and

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es

hest

was

statistics

Oklahoma by the numbers Table 1. Work-Related Roadway Crash Deaths,* by Vehicle Type, Oklahoma, 2007 Description Median age Occupancy Status Seat belt use

Driver Passenger Belted Non-belted

Large Truck (N=26) 41 years Range: 21-61 yrs

Other Type Vehicles (N=6)** 59 years Range: 22-66 yrs

22 (85%) 4 (15%) (N=15) 4 (27%) 11 (73%)

5 (83%) 1 (17%) (N=5) 1 (20%) 4 (80%)

Month of injury March-May (Spring) 7 (27%) 2 (33%) June-Aug (Summer) 6 (23%) 3 (50%) Sep-Nov (Autumn) 9 (35%) 0 Dec-Feb (Winter) 4 (15%) 1 (17%) Day of week Monday-Thursday 17 (65%) 5 (83%) Friday-Sunday 9 (35%) 1 (17%) Time of crash Midnight-3:59 AM 1 ( 4%) 0 4:00 AM-7:59 AM 8 (31%) 1 (17%) 8:00 AM-11:59 AM 3 (12%) 2 (33%) Noon-3:59 PM 7 (27%) 2 (33%) 4:00 PM-7:59 PM 3 (12%) 0 8:00 PM-11:59 PM 4 (15%) 1 (17%) Total crashes (N=24) Single vehicle crashes 12 (50%) 2 (33%) Multiple vehicle crashes 12 (50%) 4 (67%) Type of roadway State or U.S. highway 9 (35%) 4 (67%) Interstate highway 6 (23%) 0 Interstate turnpike 6 (23%) 1 (17%) County road 5 (19%) 1 (17%) Primary crash factors Unsafe or excessive speed for 1 (20%) 8 (36%) traffic/road conditions Improper overtaking, following 3 (60%) 6 (27%) too closely, failing to stop 1 (20%) Inattention/sleepiness 3 (14%) Avoiding other vehicle, or 0 2 ( 9%) object/debris in roadway 0 3 (14%) Others*** *Information on the four pedestrians was not included on Table 1 **Includes a passenger vehicle, a van, three pickup trucks, and a farm tractor on a public roadway ***Includes an unsafe vehicle, driver impaired by drugs, and an unspecified action

• Regardless of vehicle type, fatal work-related roadway crash injuries occurred most frequently from Monday through Thursday.

• Among occupants of a large truck, the greatest number of injury deaths occurred between September and November (35%), and between 4:00 am and 7:59 am (31%). For other vehicle types, fatalities occurred mostly from June through August (50%), and between 8:00 am and 3:59 pm (66%).

• Multiple vehicle crashes accounted for 67% of fatalities among other vehicle type occupants.

• Work-related roadway fatalities most commonly occurred on State or U.S. highways.

• Information on leading contributing factors to crashes was known for 27 crashes; these factors were often associated with driver-related errors. Unsafe or excessive speed for traffic/road conditions was highest among drivers of large trucks; whereas, improper overtaking, following too closely, and failing to stop was most common for drivers of the other vehicle types.

Resources: • Oklahoma Highway Safety Office: http://www.ok.gov/ ohso/Crash_Data_and_Statistics/index.html • Centers for Disease Control and Prevention: http://www. cdc.gov/motorvehiclesafety/index.html • National Highway Traffic Safety Administration: http:// www.nhtsa.dot.gov • Fatality Analysis Reporting System: http://www.nhtsa.dot. gov/people/ncsa/fars.html

• Alcohol involvement was known for 32 workers; no workers were identified as impaired by alcohol at the time of injuv/ohso/Crash_Data_and_Statistics/index.html ry. However, one truck driver of a large truck was identified www.cdc.gov/motorvehiclesafety/index.html as under the influence of drugs.

://www.nhtsa.dot.gov a.dot.gov/people/ncsa/fars.html • Nearly all deaths (94%) occurred on the day of the incident; one person (3%) died the next day and one person (3%) was hospitalized for 83 days before he died.

35

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KLAHOMA OKLAHOMA OKLAHOMA

T O R

C A R R I E R

M A G A Z I N E

M O T O R

C A R R I E R

M A G A Z I N E

Winter 2009| Volume 16 | Issue 1| www.oktrucking.org

M O T O R

C A R R I E R

M A G A Z I N E

Summer 2009| Volume 16 | Issue 3| www.oktrucking.org

OKLAHOMA BRIDGES DOIN’ FINE?

t h Anniversary Edit ion

Volume 14 Issue 3 Summer 2007

38

Find out OTA and the T.R.U.S.T Coalition’s plans to improve Oklahoma’s roads and bridges

2009 LEGISLATIVE SESSION ISSUE 2008 FALL SEMINAR & BIG RIG EXPO

Truck Driving Championships At Risk: Truck Driver Health

For over 10 years, Rachel Meinke served as Editor of the Oklahoma Motor Carrier magazine. Her fantastic publishing skills along with her presence at OTA events throughout the years has made her an important part of the OTA. We will all miss her football talks and karaoke singing at the Annual Conventions, wrecking golf carts during the Summer Shoot-Out, calming down camera-shy winners at Midwinter and of course, her “babies”, the Oklahoma Motor Carrier magazine. The OTA wishes her the best of luck in her new position at the Oklahoma Community Institute and years to come. As for myself, I am grateful to have worked with such a wonderful person who has become one of my best friends. All I can say is, “Good luck and Shoji on!”

75th Anniversary Edition

DRIVEN DISTRACT

FLEET SAFETY AWARDS TEXT BAN UPDATE | DRIVER SHORTAGE

Volume 14 Issue 3 Summer 2007

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OKLAHOMA OKLAHOMA OKLAHOM M O T O R

C A R R I E R

M A G A Z I N E

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Winter 2010| Volume 17 | Issue 1| www.oktrucking.org Win

2010 INDUSTRY OUTLOOK

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s & To * Dan C pics I ase, OTA Up nclude date d: * Rob Ab bott, VP - S afety Policy * Joyce , ATA R y el Comple te Pr , HSE Dire oducti update c on Se tor, West rvices Divisi on with an OS / A * ndy B MC e c k , Center S with a afety Manag er Mobile Drivin - Autry Tech * Captai g Simu lator nology on agg n Craig Me dcalf, ressiv e driv ing be OHP Troop S havior Comman * Stan Og s der elsby, Servic Midwes es wit t Accide h pres Invest nt e i Diagra gation, Fun ntations on Reconstruct dament mming ion Vehicu a and Sp eed & l of Basic C lar Scene r Distan * Casey ce Cal ash Scene Blackf c State ulatio o r d - CD of Okl ns L Prog ahoma r a m Admi - CD ni L Prog * Larry ram Up strator/ Ramsey FMCSA dates , Saf with a CSA Up ety Progra m Mana date ger fr * Jason om K och AllTra ns Med , VP of B ical S

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Glass Operating Group Owner: Ike Glass Founded: 1934 Location: Newkirk, Oklahoma

How did it all begin?

Glass Operating Group got its start in 1934, when Marlin Glass Sr., moved with one truck from Winfield, Kansas to Newkirk, Oklahoma to operate a feed store.

Here he sold and delivered feed, chickens and eggs.

When WWII began, Glass removed himself from the business, but after peace was declared, he and his family, including son Marlin “Ike” Glass Jr., returned to Newkirk and started up the business again. Newkirk’s location was vital to Glass’s trucking needs-most of the feed that he delivered came from t wo mills in Arkansas City, Kansas, which was 13 miles away from his headquarters.

After garnering some success by delivering feed, Glass soon branched out into hauling flour. At the time, bakeries received flour by the bag. Glass helped Fruehauf trailer company design the first ever trailer that could transport bulk flour. “We’ve been (transporting flour) ever since,” Ike Glass, Owner or Glass Operating Group said. Now they deliver flour daily to bakeries in Oklahoma, Texas, Louisiana, Kansas, Arkansas and Missouri.

What is unique about your company?

The personal service service that we give. We’ve been working with our shippers for a long time and we have very dedicated people.

What issue is most important to your company right now?

All of the mandates coming out of Washington: EPA mandates, FMCSA’s mandates, Hours of Service, EOBRs. There are so many things that all of us are facing now that could take a lot of people out of business.

What do you think the greatest benefit from being an OTA member is?

The OTA is our voice in the legislature, from an Oklahoma standopint and a national one. That means a lot to us because through the Association we’re able to accomplish things that we couldn’t do by ourselves. The OTA brings carriers together to work towards a common cause.

42

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