Change, Change, Change

2013 seems to have brought more questions than answers to the table of trucking companies, thanks in a large part to Moving Ahead for Progress in the 21st Century Act. USDOT’s progress on implementing the requirements of MAP-21 have been slow and tedious. The area of Map-21 that is of particular concern to trucking companies is the mandate for electronic on-board recorders. 2013 has been filled with missed final rule deadlines, court injunctions trying to block the mandate and senate subcommittee hearings questioning the validity of the studies used to pass the bill that mandates EOBR/ELDs.

It’s been more than seven months of waiting on the proposed Electronic Logging Device rule mandate, and it  is looking like the rule has cleared the White House’s office of Management and Budget. With this in motion it seems as though a Supplemental Notice of Proposed Rulemaking will be published by the end of the month.

This new rule has four parts, according to the DOT:

  1. Requiring drivers now required to keep records of duty status to use an Electronic Logging Device (aka Electronic Onboard Recorder)
  2. Detailing performance and design standards of the devices
  3. Noting supporting documents drivers will still need to carry
  4. Addressing driver harassment concerns

The Department of Transportation released its monthly report updating the progress of rulemakings March 11. The projected date to clear OMB is March 28 and will be published April 9.

While it is easy to take a negative approach when it comes to reviewing the bill, it is becoming more and more apparent that companies are embracing the EOBR/ELD technology for its efficiencies. The idea that companies can save time and money by embracing EOBR/ELDs seemed far-fetched a few years ago. The leaders in transportation are saving time and are able to streamline their operations using EOBR/ELD technologies that are leading to safer, productive and more efficient operations. Fleets need faster, more convenient access to reliable information to find efficiencies in order to survive or gain a competitive advantage. The initial resistance to EOBR/ELDs is giving way to more efficient and profitable companies in the industry.

ELD Aren’t Meant to be Big Brother

When approaching the idea of wanting an ELD system for your fleets, most drivers will comment on “Big Brother” and how he is watching you. We think Big Brother has gotten a bad rap ever since George Orwell’s publication 1984. It isn’t as if fleet managers and fleet owners are trying to be “Big Brother,” but if studied, most businesses have a “Big Brother” approach.

An ELD isn't about getting a driver in trouble or micro managing a fleet, it is a tool that can help increase productivity.

An ELD isn’t about getting a driver in trouble or micro managing a fleet, it is a tool that can help increase productivity.

  • Customer support agents have their calls recorded for quality control
  • Sales managers listen in or watch demos their team are providing to help improve sales approaches
  • Golfers video tape their swings to spot flaws and make adjustments to improve

If you’re a fleet owner who is afraid of the employee pushback on the purchase of an ELD, the truth is for decades there has been some kind of job performance reviews to help better the employee, company and industry. Sometimes it is as simple as a person being aware of their actions, because most don’t usually realize something is wrong until it’s pointed out.

An ELD isn’t about getting a driver in trouble or micro managing a fleet, it is a tool that can help increase productivity. Example, if your company is wanting to increase the delivery status statistics, the load tracking feature of an ELD would be able to handle that without a driver having to call in at every stop. With taking that off the plate of the driver and having it electronically, your company’s delivery rates will go up. Everyone wins when all the goals and accomplishments align with ALL parties who participate.

You don’t have to go all “Big Brother” on your fleets to ensure the best customer experience, use a tool that will help your company become more effective and efficient to ensure the bottom line is met by everyone on the forefront.

Vehicle Shipping: The Safer Option

The stresses associated with completing a long distance move can be numerous. Getting all of your possessions across the country successfully is no easy task and transporting your vehicle to the new location can be equally difficult. Driving your car to its new destination can not only be difficult, but even dangerous. Having your vehicle shipped can provide a much safer option that can ensure both you and your car get to your new home in one piece.

Safer for You

First and foremost, having your car shipped rather than driving it yourself is safer for you as an individual. There are a few different reasons for this.

By shipping your vehicle you can forego the dangers associated with driving for an extended period of time. If you have ever driven on a long road trip you are familiar with these dangers. You can quickly become fatigued after driving long distances and this poses the threat of falling asleep at the wheel, which can have deadly consequences. Also, any dangers associated with distracted driving are increased exponentially when driving long distances.

Along with these physical dangers, driving your vehicle yourself could also have legal ramifications. When crossing multiple state lines it can become easy to lose track of what the posted speed limit is, as it is often different in different states. This can quickly get you into trouble with the local law enforcement and result in expensive speeding tickets.

Having your vehicle shipped by a car transport service will protect you from these dangers. Instead of driving the car yourself and running the risk of getting into an accident, you can sit back and relax while a team of professional drivers ship your car safely to its intended destination.

Safer for Your Car

Shipping your car through a professional company is also safer for the car itself.

As mentioned before, the risks associated with getting into a wreck can be mitigated through shipping. By selecting an enclosed shipping service, your car can also be protected against the elements and avoid the extra weathering that would occur should you drive it yourself.

Also, shipping can save on general wear and tear of your car. Rather than driving the car yourself and adding unwanted mileage to the vehicle, you can ship it and potentially extend the car’s life a bit.

Safer for Everyone

Finally, transporting your car through an auto shipping company is a safer option for everyone involved.

While your own personal safety should be your primary concern, the safety of other people should be considered as well. After all, the dangers associated with driving yourself can affect others too. By shipping your car rather than driving it yourself, you can avoid these dangers and increase the safety for everyone involved as it means one less car on the road to worry about.

There are many dangers linked to driving your car across the country during a long distance move. Doing so can be dangerous for yourself, your car, and those on the road around you. By utilizing a professional auto transport service, you can circumvent these risks and get your car to its new location safely and securely.

 

About the Author:

Jeanne Longhorne is a freelance writer and self-proclaimed car fanatic. She currently writes about the vehicle shipping industry and attends as many car shows as humanly possible.

 

Remarks to MAP-21 from Internet Truckstop

September 24, 2013

Much discussion and controversy has accompanied the signing of the Highway Bill referred to as “Moving Ahead for Progress in the 21st Century” Act, or MAP-21. While it covers highway construction and maintenance, the bill includes a number of provisions that will have direct impact on brokerage and trucking companies.

Requiring brokers to post a bond of at least $75,000 will go into effect October 1, 2013. While there is pending litigation, there is no indication that this will change. With the deadline now upon us all, we encourage all of our users to closely monitor the situation and be informed and up to date of all requirements. It is reasonable to assume there will be challenges presented in this season of change and we advise all to be careful in their dealings.

At Internet Truckstop®, we have always worked hard to provide a platform where our trucking and broker customers could come do their business with a feeling of security. Our Assurance Services department will continue to be dedicated to monitoring usage of our services to provide as much safety as possible to all of our users. We will continue to uphold those high standards as we work through this time of change so that you can continue to receive the service you expect from Internet Truckstop®.

For additional information please click here for the FMCSA website.

Can a 3-day strike change government?

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“Truckers To Shut Down America” is calling for a general trucking and consumer strike for the weekend of Oct. 11-13, asking truck drivers to refuse to haul freight and consumers to avoid purchasing goods and fuel that weekend.

The movement is also calling for truckers to make their way to Washington, D.C., the same weekend, in a massive convoy to call attention to corruption in the U.S. government.

Let me emphasize that I am a huge proponent of the Constitutional right to assemble and to peaceably demonstrate for or against what we believe is affecting our given rights of life, liberty and pursuit of happiness.  However, let me say, too, that while the strike and convoy are well-intended, the event is poorly planned.  Here is why I believe what I believe:

Planning the event on a weekend will have less impact than if it took place during the work week.  Many truckers already do not work on the weekend (and I realize that many do work), which will lessen the severity.  Taking part in a protest such as this — designed to have an impact on the economy — by not driving or hauling on a day or days when you would not be on the road anyway has virtually no impact.  Asking drivers who are not independent owner-operators to take part in this type of strike, which may be against the will of an employer, can also put their means of employment at risk.

The reasons behind the strike have little to do with the trucking industry.  Those who are calling for the strike are using an agenda that calls for the removal of President Barack Obama from office, citing crimes of treason and misdemeanors; the call for Congressional hearings on Benghazi and the recent attack which killed 25 members of Seal Team 6; a belief that Lois Lerner of the IRS should be imprisoned with no amnesty; the removal of all Muslims in U.S. government who do not uphold the Constitution; the removal of U.S. Attorney General Eric Holder from office for crimes against the people and the U.S. Constitution and, finally, escalating fuel prices.

Obviously, the only item on the agenda that directly affects the trucking industry is the continued rise in fuel prices.  The remaining items are a matter of personal opinion and whether a person agrees or disagrees with those statements is, again, their given right in the U.S. Constitution.

Yet, organizers of the event estimate if just 10 percent of America takes part in this general strike, it will have a major impact on the government and the U.S. economy.  That would equate to somewhere around 31.6 million Americans refusing to purchase commodities during that weekend and approximately 350,000 truckers refusing to haul goods that weekend.

On a Facebook page started by Truckers To Shut Down America, it states, “The American people are sick and tired of the corruption that is destroying America! We therefore declare a GENERAL STRIKE on the weekend of October 11-13, 2013! Truck drivers will not haul freight! Americans can strike in solidarity with truck drivers!”  As of the afternoon of Sept. 19, 2013, the Facebook page had slightly more than 54,000 likes.  Likes doesn’t necessarily mean they will take part in the event and it is still far short of the estimated 10 percent needed to make an impact.

That type of participation may well capture of the attention of many politicians in Washington, D.C.  It would also have a strong impact on the U.S. economy which, ultimately, would affect mostly middle class Americans.  That would be because politicians would not take any action concerning the protest until after the fact, at which point the damage would already have been done.  The blame for the impact on the economy would lie solely with those who created the action and not those who make the final decisions concerning the demands of those behind the protest.

That being said, I do not expect a three-day trucking strike on a weekend to have that type of effect on the economy, not do I feel it will plunge the United States back into a recession.  I also do not believe that our politicians will pay any attention to the protest as far as the demands put forth by Truckers To Shut Down America.  Protests take place every day in Washington, D.C.  The majority of them receive little attention by the government or by the media.

In my gut, I like the idea and support the protest, but I have to logically believe that it will do little to change the circumstances within our government as they remain currently.

About the Author
Larry Hurrle is the editor of IT Magazine. He has been a professional journalist for more than 30 years at both daily and weekly newspapers in the Northwest.

Truck Driving is a Deadly Job (and it’s not why you think)

When you hear that truck driving is a deadly job, your mind inevitably travels towards visions of horrible accidents. You may be surprised, then, to find out that accidents aren’t the first cause of trucker death. The truth is this: Because of the lifestyle of truckers, ill-health is the leading cause of death in the profession. Here are the facts:

1. Accidents

There is no doubt that accidents are a concern in the trucking industry. Of all occupational deaths, deaths of truckers resulting from accidents account for 12 percent of work-related deaths in the nation. Consider that truckers drive an average of 14 hours per day, and take one day off each week. Though there are laws that dictate how many hours a trucker can work, these laws are routinely broken. So much time spent on the road puts truckers at a higher risk for accidents than the average driver.

2. Obesity

Obesity leads to heart disease; it’s a truth that we are all aware of. Not only do truckers spend long hours on the road, but they rarely eat healthy meals. Even more rarely do truckers eat three meals a day. Instead, these men and women live off of interstate food and high-calorie snacks. Eighty-six percent of the three million truckers in America are overweight or obese. Ninety-two percent of these men and women report not exercising regularly. It should be no surprise that heart disease is a leading culprit in the death of these professionals.

3. No Health Care

It is not that truckers do not have access to the same health care as the rest of us; it’s that they don’t have time to stop driving to keep an appointment. It is not unusual for truck drivers to simply ignore symptoms of poor health, no matter how serious.

Depression is also a very real problem for truckers. Turnover in the trucking industry sits at a staggering 100 percent. Part of this turnover can be attributed to depression caused by long hours spent away from home, loneliness and the inability to establish work relationships.

4. Inability to Sleep

All truck drivers are not insomniacs, nor do all truckers have the desire to push it through the night. Unfortunately, with the number of truckers on America’s highways, there are only so many spots at rest areas. Think about how difficult it can be to find a parking spot in your small car. Now imagine trying to find a parking spot with 60 extra feet traveling behind you.

Truckers simply may not have the time to travel dozens of miles off of their chosen route to locate a place to park their rig. This often forces drivers to choose between sleeping in unsafe areas or driving through the night.

People outside of the profession have a romantic notion about driving over the open road with the freedom that it entails. People within the profession know how dangerous truck driving can really be. From accidents to deadly health problems, trucking is one of the most deadly occupations out there.

Article submitted by Dan Nielson

3 Gadgets Every Trucker Needs to Stay Connected

Every trucker knows the annoyance of seeing the bars on their gadgets dwindle as they cross into a stretch lasting hundreds of miles in the middle of nowhere, and having to hunt down hotspots at diners and coffee shops can be burdensome.

Every trucker knows the annoyance of seeing the bars on their gadgets dwindle as they cross into a stretch lasting hundreds of miles in the middle of nowhere, and having to hunt down hotspots at diners and coffee shops can be burdensome.

It can be easy to forget how much life has already changed for truckers on the road. There are those of us who still remember the days when CB radio ruled supreme, yet find ourselves today with internet-enabled mobile phones and tablets. Many have been upset with the impending necessity of EOBRs, which feels a little too “big brother” for some truckers’ comfort. Given that a mere six percent of truckers are estimated to be below the age of 35, it’s not surprising that there are those in the industry who are more resistant to change than those in other industries. But passing a CDL test is no longer enough in qualifying to be a good trucker in the 21st century, and modernizing in our tech-savvy new mobile economy isn’t an option; it’s a necessity.

Despite the resistance some might feel in adapting when something already feels tried and true, there are conveniences that make keeping with the times accessible and comforting. Some of the perks of these devices are obvious, such as voiced step-by-step directions, being able to communicate at all times via mobile phone / internet communications, and instantly logging hours with the click of a button. But for when these gadgets are inaccessible, there are other accessories that every driver should consider to smooth out the bumps of using technology on the road. Here are 3 affordable gadgets for truckers to stay connected through technology no matter what happens.

Electric Power Inverter

If you aren’t already an owner of an electric power inverter, they are one of the least costly ways to make sure that you are never away from your gadgets. It’s essential to be able to access your GPS and phone at all times, and having a backup power supply such as an electric power inverter gives you some leniency so that video chatting with family or watching television shows on your phone now and then won’t become an unreasonable use of your power.

Portable Solar Panel

For those with a green thumb, portable solar panels can be a reasonably priced alternative for charging your gadgets while on the road. While they don’t carry as great of a charge as an electric power inverter typically does and take a bit longer to charge, they can keep your essentials ready to access whenever you need them. For the truly budget-friendly or DIY obsessed, there are even directions online for creating your own portable solar panel.

Mobile Wireless Internet

Every trucker knows the annoyance of seeing the bars on their gadgets dwindle as they cross into a stretch lasting hundreds of miles in the middle of nowhere, and having to hunt down hotspots at diners and coffee shops can be burdensome. But with the availability of mobile wireless internet packages, these inconveniences are only optional. As connectivity becomes a greater concern for an increasingly connected industry, it’s crucial for drivers to have a contingency for when they lose availability for an extended period of time.

In addition to these three accessories, consider improving your mobile availability with longer lasting batteries on your equipment, protective shells and cases for each piece of tech, and phone / tablet / GPS holsters for your cab to ensure that you can easily reach any of your devices whenever you need them. With the safety and longevity of gadgets no longer a concern, truckers can experience technology as a convenience rather than a complication.

About the author:

Mike Curts is a marketing director of Driver Solutions and a cofounder ofeGears, a CDL practice test authority.

Image source: http://www.flickr.com/photos/recompose/2303691635/

You don’t know about the new HOS rule? Really?

It never ceases to amaze me just how many people do not know about the Federal Motor Carriers Safety Administrations Hours of Service rule that began mandatory compliance on July 1.

I’m not talking your everyday person off the street, mind you.  I’m talking about professionals in the trucking industry.  It seems like every day we are fielding questions and comments at Internet Truckstop from people who did not know the FMCSA was putting in this new rule.  “When did they decide to do this?”  “I didn’t know anything about it.”  “What will I have to do?”

I must admit that my first feeling when I hear this is that the person must have been hiding under a rock.  I can understand when something slips by, but this has been a big issue for several months.  It has a huge impact on drivers in the industry and especially on long haul drivers.

In all actuality, the Hours of Service rule took affect when it was published in the Federal Register on Dec. 27, 2011.  The industry was given 18 months to become compliant with the new rules.  Mandatory compliance took effect July 1.

Most of the rules put in place by the FMCSA concerning hours of service are relatively easy to understand and simple to follow.  Let’s take a quick recap of those rules and they affect drivers each week:

Property-carrying drivers

  • 11-hour driving limit:  Drivers may drive a maximum of 11 hours each day, after 10 consecutive hours of off duty time.
  • 14-hour limit:  Drivers may not drive beyond the 14th consecutive hour after coming on duty each day, following 10 consecutive hours of off-duty time.  Off duty time during the 14 hours does not extend the 14-hour period.
  • Rest breaks:  A driver may not drive more than eight hours without taking a 30 minute break, either off-duty or in the sleeper berth.  Drivers need to be aware that this does not mean they have to take only one 30 minute break in the 11-hour driving limit.  For example, if a driver begins his or her shift and takes a 30 minute break after two hours of driving, he or she would have to take another 30 minute break before reaching the 11-hour maximum of driving time that day.  Plan your break carefully.
  • Sleeper berth provision:  Drivers using the sleeper berth provision must take at least eight consecutive hours in the sleeper berth, plus a separate two consecutive hours either in the sleeper berth, off duty or any combination of the two.
  • 34-hour restart: (This is possibly generated the most questions and confusion concerning the HOS rules.)  A driver may not drive after 60/70 hours on duty in 7/8 consecutive days.  At that point, a driver may restart the 7/8 consecutive day period after taking 34 or more consecutive hours off duty which includes two periods from 1 a.m. to 5 a.m. home terminal time.  The 34-hour restart may be used only once each week and the restart period begins 168 hours from the beginning of the previous restart.  (I will talk more about this below.)

Passenger-carrying drivers

  • 10-hour driving limit:  Drivers may drive a maximum of 10 hours after eight consecutive hours of off-duty time.
  • 15-hour limit:  Drivers may not driver after having been on duty for 15 hours, following eight consecutive hours of off-duty time.  Off-duty time is not included in the 15-hour period.
  • 60/70 hour limit:  A driver may not drive after reaching the 60/70-hour limit on duty in a 7/8 consecutive day period.
  • Sleeper berth provision:  Drivers using a sleeper berth must take at least eight hours in the sleeper berth and may split the sleeper berth time into two period, provided neither time is less than two hours.

As I said before, the 34-hour restart seems to be the area with the largest point of contention.  Because a driver must be off duty for 34 consecutive hours and that period must include two consecutive periods of between 1 a.m. and 5 a.m. home terminal time, some are confused about the best way to handle the requirement.

Planning, once again, is the best way to use the 34-hour restart.  For example, if you complete your 60/70 hour limit and begin your 34-hour off duty requirement on a Friday at 7 p.m., your second two consecutive 1 a.m. to 5 a.m. periods will end on Sunday at 5 a.m., allowing your new work week to begin at that point.

One of the questions that we fielded recently was from a driver who was concerned he could not get back to his home base by the end of his 60/70 hour maximum to begin his 34-hour restart.  The phrase “home base time” does not mean the 34-hour restart period has to take place at your home base.  It simply means the time with which the driver is working is the time from his or her home base.  For instance, using the example I stated above for the restart, if a driver is based in South Carolina, but is in California and reaches the end of his or her 60/70 hour maximum at 7 p.m. Eastern Time, it is only 4 p.m. Pacific Time.  The official time for the restart is based on Eastern Time.  Therefore, the driver could legitimately begin the next week of hours at 2:00:01 a.m. Pacific Time Sunday, because the home base is situated in the Eastern Time Zone.

Likewise, a driver from the West Coast who finds himself or herself on the Eastern seaboard when their hours expire at 7 p.m. Pacific Time (10 p.m. Eastern), would have to wait until 8 a.m. Eastern on Sunday to begin their new week of hours.

Time, ultimately, will tell whether FMCSA’s prediction of cost savings and a reduction in fatalities and injuries will take place with the new rules that are designed to strengthen safety.  There have been many arguments back and forth on those topics.

For now, drivers must concentrate on complying with the new rules and finding out what works best for them.  I wish each and every one of you good luck and prosperity.  Use a little bit of planning and make the new rules work for you.

 

About the Author
Larry Hurrle is the editor of IT Magazine. He has been a professional journalist for more than 30 years at both daily and weekly newspapers in the Northwest.

Towns and truck parking: Problems continue

Well, I finally caught up on my Facebook page, only to find out that while I was away, big things happened in the Midwest. In fact, a note left on a trucker’s window in Coon Rapids, Minn., has truckers spewing anger that I haven’t seen since the Warner Robins, Ga., parking restrictions incident early in the year.

This is the third such incident I have seen since I made my way into the trucking industry about six months ago. First was the parking restrictions, and eventual rescinding of the ordinance in Warner Robins. Then there was the Wal-Mart incident in Texas as blogged about by Overdrive’s online magazine blogger Wendy Parker and now the Coon Rapids conundrum.

CoonRapidsTrucking

“Attn: Trucker! Find a new city to park your rig. We do not like these eyesores in our city” -Coon Rapids, Minnesota

Anyway, I couldn’t believe my eyes when I saw the post on Facebook concerning the note, and a picture of the note taped to the trucker’s window. I know the picture of the note is small and if you haven’t already seen the contents, here is what the note said:

“Attn: Trucker! FYI! Read sign posted no overnight parking in this shopping center lot. FYI! The Coon Rapids City Council passed a(n) ordinance this spring to crack down on all semi trucks etc. parking in any of our shopping districts. The police dept. will (now) issue expensive tickets. Just a friendly reminder for you. Find a new city to park your rig. We do not like these eyesores in our city. FYI: I have called the police.”

At first, my knee-jerk reaction was to think how woefully sorry this town of about 62,000 residents in southeastern Minnesota was going to be when truckers started boycotting the city because of parking restrictions at shopping centers and when the residents began discovering how difficult it was to find items in their locals stores because truckers would no longer deliver. Then I thought, “There’s got to be more to it than this.”

There was. The Coon Rapids city code reads as follows:

9-204 Parking and Storage of Recreational Vehicles, Trucks, Semi Tractors and Trailers in Commercial and Office Districts (1) Purpose. The maintenance of certain vehicles in areas outside of designated loading bays and loading zones is unsightly, causes public safety concerns, impacts site parking and traffic circulation, and degrades surrounding property values. Regulation is necessary to alleviate these impacts, and to provide land use uniformity for businesses to operate competitively.
 
(2) Violation. It is a misdemeanor to stand, park, store, or allow to stand, be parked, or be stored, in a place affected with a public interest, a recreational vehicle, a truck whose gross vehicle weight is 26,000 pounds or more, a semi tractor, or a trailer, between the hours of 9:00 p.m. and 6:00 a.m., except when the vehicle: a) is in a queue approved on a site plan or by the Community Development Director, for a loading dock or loading area, for not more than eight hours; or b) is being actively loaded or unloaded.
 
(3) Enforcement.
a) Community Service Officers may issue citations for violations of Section 9-204(2) and may be processed in a Citizen Awareness Project diversion program.
b) Violations may also be subject to civil process and abatement under Chapter 8-1100. [Adopted 12/18/12, Ordinance 2100]

 

My next thought was, “Well, I wonder if Wendy Parker had anything to say about this?” Acutally, I knew the answer to my question even before I called up Overdrive online to check out her blog. Sure enough, there it was. So, I set off reading to see what she had to say about the situation. I often read Parker’s blog because she makes me think. I find, more often than not, that I don’t agree with her or even like her writing, but I always find that she makes me step back and assess the situation before jumping in.

If anything, I knew she would fly off the handle and go in with guns blazing, like she did with the Wal-Mart fiasco. This time, I was wrong. She took the time to write to a city council member and even got a response on the situation. This time, I actually agreed with most of what she had to say.

But I digress. The thing that really bothered me about the whole parking situation was the fact that one resident of the city decided to take it into their own hands to chastise this trucker with an anonymous note and inform the trucker they don’t like these “eyesores” in their city, even going so far as to tell the trucker to “Find a new city to park your rig.”

It was later explained that the city is trying to crack down on idle semi trailers or tractors being parked for extended periods of time in areas such as shopping center parking lots. The city ordinance does allow for vehicles in service to have a certain amount of time to be parked, while waiting to be loaded or unloaded.

My biggest concern is that the citizen that left this message has no idea how much the trucking industry means to the retail industry in the United States. The two go hand-in-hand. The retail industry needs product to be delivered. Whether it is by air, by sea or by land, that product must be delivered. If it is delivered to a port, that product still needs to make its way to the retailer — and that is done by truck. Trucks also transport goods across this nation daily, whether short haul or long haul. With new regulations hitting the trucking industry hard, truckers will need places to park their trucks. At times, those stays may have to be more than 24 hours to comply with the new regulations.

I agree that unattended tractors or trailers should not be left in public or semipublic areas for days or weeks on end. I also agree with provisions put in place by the Coon Rapids City Council to make sure overnight or extended parking for trucks loading and unloading can take place.

Unfortunately, those who do not understand the importance of the trucking industry to this nation have their proverbial head stuck in the sand and have no clue how items get to their supermarket, department store or any other retail outlet. Without those trucks loading and unloading and possibly parking in a parking lot for a night, we would all be up that well-known creek without a paddle because the truck wasn’t able to deliver it to our local retail outlet.

About the Author
Larry Hurrle is the editor of IT Magazine. He has been a professional journalist for more than 30 years at both daily and weekly newspapers in the Northwest.

Nevada is newest state to outlaw indemnification clauses

Nevada is newest state to outlaw indemnification clauses

Nevada has become the latest state to stand up for trucker rights.

Nevada Gov. Brian Sandoval has signed a bill that will eliminate indemnification clauses in trucking contracts. In essence, shippers will no longer be able to force truck drivers or trucking companies to agree to contracts which hold the shipper harmless for anything that happens with a shipment.

The new rule will take effect on Oct. 1, 2013. Arkansas (Aug. 1, 2013) and Idaho (July 1, 2013) also approved bills that were signed into law that will make indemnification clauses illegal and take effect this year, as did Montana and Utah. Those laws in those two states were enacted earlier this year.

With the five states enacting legislation that became law this year, it brings the total number of states with similar legislation to 39.

Truck drivers have long called indemnification clauses in contracts wholly unfair, but had little room to argue the case. States including Colorado, Delaware, Kentucky, Maine, Mississippi, New Hampshire, New Jersey, New York, Ohio, Rhode Island and Vermont still do not have laws against the unfair practice on their books.

In Nevada, the new law states that contracts are an agreement or understanding between a motor carrier and a shipper covering the transportation of property for hire by the motor carrier, entry on property to load, unload or transport property including the story of that property.

It excludes intermodal chassis, containers or other intermodal equipment.

States that join Arkansas, Idaho, Montana, Nevada and Utah by having some sort of law banning indemnification clauses include Alaska, Alabama, Arizona, California, Connecticut, Florida, Georgia, Hawaii, Iowa, Illinois, Indiana, Kansas, Louisiana, Massachusetts, Maryland, Michigan, Minnesota, Missouri, Montana, Nebraska, New Mexico, North Carolina, North Dakota, Oklahoma, Oregon, Pennsylvania, South Carolina, South Dakota, Tennessee, Texas, Washington, Wisconsin, West Virginia and Wyoming.

About the Author
Larry Hurrle is the editor of IT Magazine. Hurrle, 51, has been a professional journalist for more than 30 years at both daily and weekly newspapers in the Northwest. He attended Boise State University and has served as editor of the Kellogg Evening News in Kellogg, ID; the Argus Observer in Ontario, OR; and the Independent-Enterprise in Payette, ID.