Posts Tagged “Safety”
When it comes to being proactive in working for improvements in the trucking industry, by speaking out and pushing for improved, if not fewer regulations, Jimmy DeMatteis certainly seems to do his share.
You might say he’s takin’ it to the streets fighting the bureaucracy in an effort to improve the trucking industy for everyone.
As the president of Des Moines Truck Brokers in Norwalk, IA, his company was named in 2009 as the National Broker of the Year by the National
Jimmy DeMatteis Association of Small Trucking Companies (NASTC). DeMatteis serves on the executive committee of ASECTT (Alliance for Safe Efficient and Competitive Truck Transportation) and is chair of the Transportation Intermediaries Association (TIA) Political Action Committee.
While involved in these groups, not to mention others, he recently led a $12 million building project that now is the new headquarters for Capital City Fruit and Des Moines Truck Brokers.
A lot of DeMatteis’ efforts have been through the ASECTT trying to get some sanity put into the CSA-210, which is administered by the Federal Motor Carrier Safety Administration (FMCSA). In the past he has blasted federal bureaucrats over the program which rates the safety of motor carriers. It also ends up rating many safe carriers as being unsafe, he states.
“The CSA scores are unproven, unreliable and based on factors the FMCSA doesn’t even understand,” DeMatteis states. “There has been massive amounts of costly research conducted and proven to be faulty. Yet every motor carrier on the road is subject to the CSA score at any given time. This could result in them being black balled from hauling freight.”
DeMatteis accuses the FMCSA of refusing to recognize their responsibility in this whole equation. His problem with this federal agency is it wants to “deputize” the trucking industry to police and do the job the bureaucrats should be doing. Instead, the FMCSA expects shippers and brokers to judge carrier fitness.
He points out FMCSA bases its safety program on percentages and no matter how many bad carriers are removed from the industry, there are always going to be 35 percent that are going have “alerts.” This is because the system only allows 65 percent of carriers to be considered safe operations at any one time.
As a result, DeMatteis contends some shippers are including requirements in contracts based on CSA scores that blacklist many good, small trucking companies. This results in many of these good small fleets going out of business because shippers and brokers refuse to work with them, due to so-called unsafe scores.
In the April issue of Dashboard, DTMB’s online newsletter, it lists goals of the ASECTT regarding CSA-210. They are:
Short Term Goal:
To require the FMCSA to redact publication of CSA 2010 methodology pending rulemaking or to otherwise affirm that data cannot be used in a court of law to establish vicarious liability and that shippers and brokers may rely upon the Agency’s current fitness determination of satisfactory, unsatisfactory or unrated (which is equivalent to satisfactory).
Long Term Goal:
To reestablish primacy of FMCSA for certifying safety, including preemption of state law.
For more details, visit www.asectt.blogspot.com
Within the next month USA transportation officials anticipate an audit report 
on the trucking pilot program with Mexico. While U.S. produce industry shippers may be anxious because thereport could be negative, they fear it could lead to another round of retaliatory tariffs by Mexico.
At the same time some trucking groups in the USA hope this is exactly what happens. Not necessarily retailitory tariffs by the Mexicans, but they are strongly opposed to Mexican truckers having free access to USA markets with poorly trained drivers and subpar equipment, compared to American standards — not to mentions concerns freights were plummet.
The apple, pear and cherry industries in the Northwest has paid tens of millions of dollars during the three years that Mexico imposed 20% tariffs.
The North American Free Trade Act requires the U.S. to allow cross-border trucking. However, opposition by U.S. trucking unions – including the Teamsters and trade organizations – such as the Owner-Operator Independent Drivers Association, OOIDA, has kept the Mexican trucks out for more than a decade after the act went into effect in 1994. The trucking interests cited safety concerns with Mexican trucking equipment and drivers.
Despite lobbying efforts and some congressional roadblocks, the pilot program finally gained approval from President Obama and his Mexican counterpart Felipe Calderon in July 2011. The first Mexican truck came into the U.S. in October 2011.
However, only six Mexican carriers — each with one truck approved for the program — are participating in the pilot program.
One requirement built into the pilot program is that the DOT be able to document the safety of the Mexican trucks and drivers with “statistically valid” data. Powers said that could be a difficult task because of the low participation numbers.
By MindShare Strategies
Wilder, Ky.– RWI Transportation, an asset-based logistics 
company providing regional and national truckload, LTL, expedited, and refrigerated warehousing services, announces a driver pay increase of two cents per loaded mile, with one cent linked to a new safety bonus program. The increase is effective April 1, 2012.
“Throughout our 56-year history, RWI has been committed to driver safety while serving our customers. The driver safety bonus program, along with our other behavior-based safety programs, is an extension of that safety focus,” said Richard Bauer, executive vice president and general manager of RWI Transportation. “Innovative programs like these ensure we are able to remain focused on safe, efficient operations while offering our customers the truck capacity they need.”
RWI’s Safety Bonus Program is based on a driver qualifying the last day of each calendar month. Qualified drivers receive the one-cent safety payment on all dispatched loaded miles for completed trips. Disqualifying events include roadside inspections resulting in a point assessment under CSA guidelines, not having company-required paperwork current and certain types of vehicular collisions. Drivers not qualifying in one month are eligible to qualify the next month.
Managing in excess of 100,000 shipments annually, RWI handles temperature-controlled and dry freight, and also has specialized expertise in handling fresh produce and other perishable food commodities. RWI is an affiliate of the Castellini Group of Companies, which combines to form one of the largest distributors of fresh produce in the United States. For further information on RWI, visit www.RWItrans.com.
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