Schneider Tries to Hide the Ball in Litigation

I have not been able to post recently as I am up to my eyeballs in litigation. I am shocked these days about how hard I have to fight to obtain information, even simple information, from trucking companies. This is information that just a few years ago was routinely provided to me without a fight.

Recently, in a pending case I have against Schneider National Carriers, I actually had to file a motion to compel discovery in order to obtain a user manual for a computer system. This is a computer system that is commercially sold. Everyone that gets the computer gets a manual. The manual is not a secret, and I shouldn't have to fight to get it. Schneider wont even provide me the INDEX of the commercial programs it uses without an order of protection. 

What are they trying to hide? Well, we believe lots, but that's for another day.

Frivolous Defenses v. Frivolous Lawsuits - Time to Re-examine the Problems with the Legal Sysytem

Frivolous Defenses and Frivolous Lawsuits

Legislators have been attacking frivolous lawsuits for clogging the courthouse and unfairly costing our society billions of dollars. As a result almost every state, including the federal government, has passed sever penalties for the filing of frivolous lawsuits. The number of lawsuits has decreased, but the amount of litigation has increased! How can this be? Simple, we now have a proliferation of frivolous defenses. 

 

 

Defense lawyers, in order to make up for the loss of the volume of cases, are now litigating everything in sight. It adds huge amounts of time to a case (waste a jury's time) and increases the costs and expenses of an injured party needlessly.

A simple fix would be to require frivolous defenses to be sanctioned in the same way frivolous cases are currently being sanctioned.

WRONGFUL DEATH PROCEEDS IN TENNESSEE

I have been asked by families (and defendants) where the money in a wrongful death case goes in Tennessee. In Tennessee the wrongful death proceeds are distributed under the laws of intestate succession. Kline v. Eyrich, 69 S.W.3d 197, 202 n.3 (Tenn. 2002).

The proceeds of a wrongful death case, unlike an injury case, pass free of creditors' claims. Tenn. Code Ann. sec. 20-5-108(b) and 20-5-106. Foster v. Jeffers, 813 S.W.2d 449 (Tenn. App. 1991).

Tennessee Code Section 31-2-104 sets out the rules for intestate (dies without a will) succession:


(a) The intestate share of the surviving spouse is:


(1) If there is no surviving issue of the decedent, the entire intestate estate; or


(2) If there are surviving issue of the decedent, either one-third ( 1/3 ) or a child's share of the entire intestate estate, whichever is greater.


(b) The part of the intestate estate not passing to the surviving spouse under subsection (a) or the entire intestate estate if there is no surviving spouse,
passes as follows:


(1) To the issue of the decedent; if they are all of the same degree of kinship to the decedent they take equally, but if of unequal degree, then those of more remote degree take by representation;


(2) If there is no surviving issue, to the decedent's parent or parents equally;


(3) If there is no surviving issue or parent, to the brothers and sisters and the issue of each deceased brother and sister by representation; if there is no surviving brother or sister, the issue of brothers and sisters take by representation; or


(4) If there is no surviving issue, parent, or issue of a parent, but the decedent is survived by one or more grandparents or issue of grandparents, half of the estate passes to the paternal grandparents if both survive, or to the surviving paternal grandparent or to the issue of the paternal grandparents if both are deceased, the issue taking equally if they are all of the same degree of kinship to the decedent, but if of unequal degree those of more remote degree take by representation; and the other half passes to the maternal relatives in the same manner; but if there is no surviving grandparent or issue of grandparent on either the paternal or maternal side, the entire estate passes to the relatives on the other side in the same manner as the half.

 

GOVERNOR HASLAM AND THE CHAMBER OF COMMERCE HELP TORT LAWYERS STAY IN BUSINESS

Yes, that’s right, GOVERNOR HASLAM AND THE CHAMBER OF COMMERCE HELP TORT LAWYERS STAY IN BUSINESS! I was too hasty with my earlier post and didn’t think things though. It is the law of unintended consequences. Republican Governor Haslam, the Chamber of Commerce, and the state legislature have insured that people like me, trial lawyers, will thrive under the new law they just passed. That is how bad the new tort law (pushed by the Chamber of Commerce, the Tennessee Legislature, and signed by the Governor) capping non-economic damages is for the citizens of Tennessee. 

You see in the old days in Tennessee when a company was really bad, and had killed and maimed people all across the state, a jury of 12 citizens could kill the bad corporation by compensating a victim with a sum of money that was over and above the defendant's insurance policy. This made sure that the bad company never had the opportunity to kill and maim Tennessean’s again. That might have resulted in one large verdict, but only once, and then the company went out of the business of killing the people of Tennessee.

For people the rules are different. In criminal cases we have a "three strikes" rule. Hurt three people and you go away for a long, long, time. If it is bad enough, a person can get the death penalty and to heck with the three strikes rule. Thanks to the Chamber of Commerce's new tort liability law the bad companies get to stay in business. There is no three strikes rule, heck there isn’t even a twenty strikes rule. There is no death penalty. Bad companies in Tennessee get to live (and hurt and maim) forever.

Under the new law the amount that can be awarded by a jury is limited, or capped, and is so low it is easily covered by a corporation’s insurance. Thus a really bad company gets to stay in business and will continue to kill and maim as long as the business is profitable. It can take risks now that it never could before.

Every bad act of the company that results in another victim will likely result in yet another law suit, a process that can no longer be stopped in Tennessee by killing the company. In fact, thanks to the Chamber of the Commerce we no longer have a way of driving unsafe companies out of our state.  Mind you this is a law I fought against (having spent 22 years in the Marine Corps I have this thing about trying to protect Americans and keep them alive) as it is terrible for Tennessee.

Some corporations, and some people, need to be put somewhere their actions can’t hurt anyone else. Sometimes, if the act is bad enough, that means killing them. In Tennessee corporations can now kill at will without fear of ever being placed out of business by a lawsuit.

The next time you pass a graveyard thank the Governor, your Tennessee legislator, and the Chamber of Commerce. With the new law they passed protecting those companies that habitually maim and kill, the death and injury rate for the common person in Tennessee is going to go up, and our graveyards are going to fill.

 

Governor HaslamTells Brain Injured Tennesseans Their Injuries are not Catastrophic and Tells Tennessee Voters They are Stupid and Must be Controlled from Nashville

Governor Haslam has signed a law that states that non-economic damages should be capped in injury (tort) cases In Tennessee at $750,000 in most cases. Now in Tennessee juries are trusted to sentence a man to death, but apparently they are not trusted by the Governor to determine the proper amount of compensation for victims of someone else's wrongdoing in an injury case. There is not even a "three strikes and you're out" rule for really bad people and corporations that are repeat offenders!

Whether you agree or disagree with jury limits doesn't really matter, as the Tennessee Legislature and Governor Haslam can pass whatever legislation they want, and apparently they wanted to limit the amount of non-economic damages that can be received from someone injured by a wrongdoer. The new law is flawed in several aspects in my opinion.

First there is the hypocrisy in allowing "unlimited" damages against those that commit intentional acts. That sounds great but the Governor and legislators know that  NO INSURANCE POLICY IN TENNESSEE WILL PAY FOR AN INTENTIONAL ACT. It is EXCLUDED from the policy. Thus an an injured victim will likely get less money, not more, if you prove the defendant acted intentionally. It sounds good on a stump speech, but in reality this section of the law gives nothing and takes away everything form the injured. The Governor could have easily required insurance companies to cover these acts, but chose not to do so.

The second level of the legislature's and Governor's hypocrisy is that juror's WONT BE TOLD that there are limits in place. They believe that they helped someone, when in reality the government took it away and made them sweat out determining the amount of non-economic damages above $750,000 in the jury room for NO PURPOSE.

The final part of this tragedy is that the Governor will allow some catastrophically injured  Tennesseans to receive more than others. There is a special category for "catastrophic loss," which would raise the cap for non-economic damages in cases involving serious spinal cord injuries, severe burns, some severe multiple amputations, or the death of a parent of minor children. Now this new law excludes parents of adult special needs children, children taking care of the elderly (don't worry, they can go to a state run nursing home), victims with brain injuries, twenty year olds who have to wear diapers, or a bag, to catch excrement and waste fluids, chronic pain, etc...

Shouldn't we let a jury, on a case by case basis, decide if these cases are catastrophic after hearing the all facts? Shouldn't we let a jury decide that if you kill enough Tennesseans, you are going to get put out of business? Do parents taking care of special needs adult children, really deserve less than parents taking care of minor children? The Governor and legislature chose to take away these choices from the jury. Some Tennesseans are now more different than others and none of us are as special as corporations.

Many of my clients are brain injured, and catastrophically so, even if they are able to walk and talk. Their lives, as they knew them prior to the wreck, are over. In many case their personalities have changed. They died, but their life goes on. I find it arbitrary, and frankly an abuse of power, that the Governor has decided who can be catastrophically injured in advance of knowing all the facts. That Nashville knows better than a jury of 12 Tennesseans. I guess I trust the people of Tennessee more than those in office now. Voter's of Tennessee, your governor and your legislature just called you too stupid to do what is right in a jury box. (they also called the Judge, lawyers in the case, the Courts of Appeal and the Tennessee Supreme Court too stupid to get it as well, but hey, they were on a roll.) Voters you need to remember this come November.  

Mexican Trucks Still Not Safe For US!

The DOT is again proposing to allow Mexican trucks full access to the US under NAFTA. The proposed Pilot Program can be found here. This was a bad idea in 2007 when I originally blogged on the subject here, and remains a bad idea today for the reasons set forth below: 

  1. Mexican companies have a proposed 3 month trial period in the first phase, requiring only three inspections per month during that period. In the second phase, the inspections drop off and the company can now run more, and unsafe trucks if they want. After 18 months the third phase goes into effect and, after a compliance review, the carrier is then given full operational authority. Nothing prevents the mexican company from running 1-2 trucks for the first periods, and then running hundreds of unsafe trucks once full authority has been given. This is only one of many possible scams can be run under this flawed program.
  2. The DOT Inspector General, in 2009, found that the Mexican CDL database had problems with information, and lack of information, contained within the system.
  3. Mexican drivers may have more than one CDL, making it harder to track dangerous  truckers with these licenses. This is illegal for US CDL drivers.
  4. There is still a problem performing adequate safe and effecient bus and truck inspections on the border. The facilities and equipment are still laking for a full inspection program.
  5. Trained DOT inspection personnel are insufficient to inspect a large number of trucks and buses. Today, only 1-2% of trucks are inspected in the US. Over the last ten years how many more trained DOT inspectors have been placed on the border? Anyone looking at the DOT's budget can quickly tell that the number of inspectors has not risen over the years.
  6. In 1998 50% of Mexican trucks were found to be out of service at the border.
  7. One border location had 1,300 trucks daily with only one inspector (an inspector can do 10-14 trucks in a day per IG’s office) and some locations had no inspectors. 
  8.  US trucks have brakes maintained by US certified brake inspectors, Mexican trucking companies do not.
  9.  US drivers are enrolled in the Pre-employment Screening Program (PSP), with their entire driving history available to employers, Mexican truckers do not.
  10.  US carriers are inspected by the DOT at their place of business, are we really going to have DOT inspectors in Mexico inspecting Mexican companies at their HQ? 
  11.   Mexican Companies are required to be safe, but how safe? US companies have inspections, and are rated by size, on:

a.       Unsafe driving

b.      Fatigued Driving

c.       Driver Fitness

d.      Drugs and Alcohol

e.       Vehicle Maintenance

f.       Cargo Securement and Loading

g.      Crash History

In short this is a bad idea. Good luck finding the Mexican driver after a wreck. Best of luck taking the deposition of a records custodian somewhere in Mexico! Injured Americans will have to pay far more to get far less justice and it could all be prevented.

Currently almost 4,000 people a year die from crashes involving safer US inspected tractor trailers. Do we really want to find out how much worse it will be under this NAFTA program? I predict the death toll on our highways will rise under this program, about two years after it goes into effect. I hope I am wrong, and even more that this never goes into effect!

Call your Senators and Congressman now and ask them to vote against this!

This Blog Selected as one of the "Top 75 Truck Sites!"

I am pleased to report that my blog on trucking litigation has been selected as one of the Top 75 Truck Sites on the internet! The selection criteria states: 

Truck Injury Lawyer Blog It’s all fun and games until you or your truck gets hurt, and if that’s the case then this is the guy you want to talk to.

I am pleased that my hard work over the years to inform the public of trucking issues has been recognized. For a full list of the Top 75 Truck Sites see the original posting here.

Governor Haslam Tells Brain Injured Tennesseans, and Parents of Special Needs Children, Their Injuries are not Catastrophic

Governor Haslam has proposed that non-economic damages should be capped in injury (tort) cases. In Tennessee juries are trusted to sentence a man to death, but apparently the Governor does not trust a jury, in injury cases, to determine the proper amount of compensation for victims of someone else’s wrongdoing. Did you get that? Governor Haslam is protecting the wrongdoers at the expense of their victims. This law does not apply to corporations, only to people like you and me. Corporations, who can only be injured economically, get every penny a jury finds owed to them, even if it is a lot.

Whether you agree or disagree with that doesn't really matter, as the Tennessee Legislature is controlled by Governor Haslam's party and they can pass whatever legislation they want. Apparently they want to limit the amount of non-economic damages that can be received from someone injured by a wrongdoer. 

So what does this mean? First, let’s talk about the wrongdoers. 

If you intentionally injure someone in the process of committing a crime (that doesn't constitute a felony) you don't have to pay as much. The Governor is going to protect you from a runaway Tennessee Jury!  The Governor is looking out for the rights of Mr. Wrongdoer and the victims' damages are going to be capped. (Lets be fair, the money coming to you as compensation for your actual damages will be limited or capped, there is still a chance to get punitive damages, but these are rarely awarded and, if they are awarded, are taxable. So the only full damages you get in these case are the ones in which the government gets a part.). A sexual abuse victim has personal problems? "Suck it up" says the Governor. The wrongdoer causes your child or spouse to be brain injured so that they can never interact socially with their class or peers? Move on says the Governor, “I need to protect these wrongdoers.” So that is the first part of the reform Governor Haslam feels compelled to pass on behalf of the wrongdoers in the state of Tennessee.

The second part of this tragedy is that the Governor will allow some catastrophically injured  Tennesseans to receive more than others. According to KnoxNews.com The administration late last week released changes to the bill that would create a special category for "catastrophic loss," which would raise the cap for non-economic damages in cases involving serious spinal cord injuries, severe burns or the death of a parent of minor children. Now these few categories excludes all brain injuries, apparently they are not catastrophic. Having to wear a urine drainage bag or diapers to catch your excrement and fluids as a twenty year old, chronic pain, etc... not catastrophic. Unable to ever have children because of someones wrongdoing? Not catastrophic. Does the Governor really believe he is all seeing and all knowing? Shouldn't we let a jury, on a case by case basis, decide this after hearing all the facts? I guess if you don’t trust the people of the state of Tennessee to do the right thing…

Now I have to admit many of my clients are brain injured, and catastrophically so even if they are able to walk and talk. Their lives, as they knew them prior to the wreck, are over. In many cases their personalities have changed and they are not the same spouse or parent they used to be. They get divorced and estranged from their kids. They have to move in with their children and need to be monitored. They essentially died, but their life goes on. 

This bill will impact many of my clients with brain injuries, and they will get less, and their families will get less. I find it arbitrary, and frankly an abuse of power, that the Governor has decided who can be classed as catastrophically injured in advance of knowing all the facts. I believe he should leave it up to a jury of 12 Tennesseans, hearing the facts of a case, to decide the issue.

Then their are the parents of special needs children. If you die it is not a catastrophic loss according to the Governor. Only if the children are minors can you get more, but still not the full amount of your damages. If you have adult special needs children? So sorry, you are out of luck. That is not catastrophic says the Governor. Take care of a parent that now needs to go into a nursing home? Not catastrophic says the Governor. It seems to me that if the legislature allowed catastrophic damages to any Tennessean that dies with a dependent it would be fairer (still limited in recovery, but at least not pitting one group against another and saying you don't deserve as much as others with dependents.).

Finally, no one, not even the judge, can tell members of the jury this travesty is happening. After the jury renders a fair verdict, the judge is required to cut it down and make it unfair to the victim. Note that if the original verdict was against the evidence, and unfair to the defendant, the law already requires the verdict to be reduced. This new law only impacts victims.

A copy of the Governor's shameful bill may be found here. You don’t think this is fair? Call your state representatives now (you can find your representatives here), but don’t expect them to change their minds, because you are just the sort of whacked out Tennessee citizen that might one day be on a jury... and the Governor doesn't trust you.

The Governor's proposed law, relevant sections in bold:

29-39-102.

(a) In any personal injury or wrongful death action, the prevailing

plaintiff may be awarded:

(1) Compensation for economic damages suffered by the

injured plaintiff; and

(2) Compensation for any noneconomic damages suffered

by each injured plaintiff not to exceed seven hundred fifty

thousand dollars ($750,000).

(b) If multiple defendants are found liable under the principle of

comparative fault, the amount of all noneconomic damages, not to

exceed seven hundred fifty thousand dollars ($750,000) for each injured

plaintiff, shall be apportioned among the defendants based upon the

percentage of fault for each defendant, so long as the plaintiff's

comparative fault is not equal to or greater than fifty percent (50%).

(c) All noneconomic damages awarded to each injured plaintiff,

including damages for pain and suffering, as well as any claims of a

spouse or children for loss of consortium or any derivative claim for

noneconomic damages, shall not exceed in the aggregate a total of seven

hundred fifty thousand dollars ($750,000).

(d) If an injury or loss is catastrophic in nature, as defined below,

the seven hundred fifty thousand dollar ($750,000) amount for

noneconomic damages, as set forth in subsections (a)(2) through (c) may

be increased to, but shall not exceed, one million two hundred fifty

thousand dollars ($1,250,000).

(e) "Catastrophic loss or injury" means one or more of the

following:

(1) Spinal cord injury resulting in paraplegia, hemiplegia or

quadriplegia;

(2) Amputation of two hands, two feet or one of each;

(3) Second or third degree burns over forty percent (40%)

or more of the body as a whole or third degree bums up to forty

percent (40%) percent or more of the face; or

(4) Death of a parent who is survived by one or more

minor children.

(f) The limitation on the amount of noneconomic damages

imposed by subsections (a)(2) through (e) shall not apply to actions

brought for damages or an injury resulting from an act or omission by a

defendant:

(1) If the defendant committed an act or omission that

would constitute a felony under the laws of this state or under

federal law and that act or omission caused the damages or

injuries; or

(2) If the defendant was under the influence of alcohol or

under the influence of drugs other than lawfully prescribed drugs

            administered in accordance with a prescription.

Underride Collsions Preventible Tragedies

A new study, discussed below, by the Insurance Institute for Highway Safety shows that rear truck underride guards are inadequate, and collisions like the one shown above should never have the catastrophic damages that they so often do in the US.

Now there are many reasons that cars hit tractor trailers in the rear, sometimes it is the cars fault, sometimes it is the trucks fault. I have handled many of these cases when it has been determined that it has been the trucks fault. However the third party involved in these collisions, the 800 pound gorilla that is often overlooked by lawyers not familiar with trucking cases, is the trailer manufacturer. Why should they be involved? Because trailer manufacturer's have know since at least the 1970's (that I personally know of) how to decrease the severity of these collisions by making solid underride guards, at minimal cost and expense, and have done nothing about it.

So what did the IIHS report of March 1, 2011 (link to the study here), find? At a 35 MPH collision the guards would "buckle or break away from their trailers - with deadly consequences [for the occupants of cars]." Europe and Canada have stronger standards that protect the occupants of the car from passenger compartment intrusion.

 

Thus a car in a 35mph impact with a trailer with a weak underride guard looks like this: 

 

A car in a 35mph impact with a strong underride guard looks like this: 

Since industry steadfastly refuses to act I can only hope that the government will respond favorably to IIHS' s Petition for stronger underride guards.

Inter v. Intrastate Transportation under the FMCSR - Does Your Lawyer Know the Difference?

I frequently see cases that make it clear the lawyers do not understand the term "intrastate" and "interstate" as used in the trucking industry. Probably because the terms are used in everyday conversation, the lawyers fail to check on the whether the load in question is actually inter or intrastate. Also many lawyers handling trucking cases are actually car wreck lawyers, and not truck wreck lawyers, a critical difference with huge implications for anyone hiring a trucking lawyer (You can test your lawyer by asking him the difference!)

So do you think you know the difference between intra and interstate as used in the trucking industry? The difference is actually very important and impacts, amongst other things, insurance coverage. So how are these terms used in the trucking industry? 

The following material from some recent decisions make it clear that: 

It is well settled in the trucking industry that the movement of goods and the intent of the shipper determines whether the goods are shipped in interstate commerce. See In the Matter of American Truck and Trailer Repair, Docket RI-92-001, 58 Fed. Reg. 16916 at 16921, March 31 1993 (Order, August 6,1992). In United States v. Yellow Cab Co., 332 U.S. 218, 228-229 (1974) the United States Supreme Court held "when persons or goods move from a point of origin in one state to a point of destination in another, the fact that part of the journey consists of transportation by an independent agency solely within the boundaries of one state does not make that portion of the trip any less interstate in character. That portion must be viewed in its relation to the entire journey rather than in isolation. So viewed, it is an integral step in the interstate movement". The term "interstate commerce" within the meaning of the FMCSRs and underlying statutes is not synonymous with transport across state lines, and can include operations conducted wholly within a single state. Whether transportation between two points in one state is considered to be part of an interstate movement is determined by the essential character of the commerce, manifested by the shipper's fixed and persisting intent at the time of the shipment, and is ascertained from all the facts and circumstances surrounding the transportation. See In the Matter of Solomon Trucker, Jr., Docket No. FHWA-1997-2417 (Final Order, June 2,1998) citing to Baltimore & o.s. WR. Co. V. Settle, 260 U.S. 166 (1922) and Texas v. u.s., 866 F.2d 1546 (5 th Cir.), reh'g denied, 874 F.2d 812 (1989). When the intent of the transportation being performed is interstate in nature, even when the route is within the boundaries of a single State, the driver and commercial motor vehicle are subject to the FMCSRs. See In the Matter of Gunther's Leasing Transport, Inc., Docket No. FHWA-1997-2400 (Decision of Chief Administrative Law Judge Mathias, January 17, 1996). So long as the cargo transported originates and terminates in different states, an interstate portion of the transportation must still be viewed as interstate. See Id. citing to In the Matter of National Transportation Service, Inc., Docket No. 92-FL-028-FR (Final Order, October 21,1994).

See also: Texas & No.R.R. v. Sabine Tram Co., 227 U.S. 111, 123 (1923); and Central Freight v. l.e.e., 899 F.2d 413, 419 (5th Cir. 1990)(the crucial factor in determining whether a shipment is interstate in nature is the shipper's fixed and persistent intent at the time of shipment). See also In the Matter of Gunther's Leasing Transport, Inc., Docket No. FHWA-1997-2400 (Decision of Administrative Law Judge, January 17, 1996, at 45)

 

Idaho Trucking Seminar - How to Hire an Idaho or Utah Trucking Lawyer

Last week I was in Boise, Idaho speaking at the Idaho Trial Lawyers Association seminar with some great trucking lawyers.

If you need a lawyer for a case involving a truck wreck (see the Guide below)  you want to hire a lawyer that other lawyers are willing to pay money to go and learn from. You should also consider hiring a  lawyer who is willing to learn the subject by attending a trucking seminar. (All lawyers should be able to show you a transcript of the continuing legal education courses they have attended, ask to see the transcript! Read here as to why this is important.)  If they have not either attended, or taught, a trucking program RUN, don't walk, from the office. So who was at this seminar?  

First there was my long time friend and mentor Andy Chasan (Andy was named Idaho Trial Lawyer of the year for 2003, a former President of the Idaho Trial Lawyers, and a past Chair of the AAJ Trucking Litigation Group). Andy did a great job and went deep into the damage aspects of a number of the significant trucking cases he has handled.

Also speaking was a lawyer from from Utah, Jeffery Eisenberg, who represented a catastrophically injured family with great results, and explained how he did it. Jeff is also an extremely accomplished lawyer in that he has been:

  • Named one of the 5 state Intermountain Region's 75 top lawyers (across all practice areas), in a survey of attorneys conducted by Mountain States Super Lawyers, 2008
  • Named one of the Super Lawyers (honoring Utah's top attorneys in each field of practice as named by a survey of Utah Lawyers) each year for the past 5 years.
  • Nominated to the Inner Circle of Advocates

By my estimation there were 50 lawyers in attendance from both Idaho and Utah. Hiring the right lawyer for your trucking case is important. Make sure you hire someone that makes an effort to learn about these complicated cases, not someone that has a good ad and no experience. A great car wreck lawyer IS NOT necessarily a great truck wreck lawyer. For more see:  Guide to Hiring A Great Truck or Bus Accident Attorney

Web Sites for Veterans

As a retired Marine, and a lawyer that has worked claims through the VA system for family members and friends,  I take a special interest in information impacting veterans. Additionally, there are a  lot of truck drivers who served that may find this information useful. I have not vetted these links but they were provided by a friend and should all be valid. The links are: 

                                                                                                                                                
  Appeals http://www.warms.vba.va.gov/admin21/m21_1/mr/part1/ch05.doc <http://www.warms.vba.va.gov/admin21/m21_1/mr/part1/ch05.doc>  
  

Board of Veteran's Appeals http://www.va.gov/vbs/bva/ <http://www.va.gov/vbs/bva/>                                                           

   CARES Commission http://www.va.gov/vbs/bva/ <http://www.va.gov/vbs/bva/>                                                                     

   CARES Draft National Plan http://www1.va.gov/cares/page.cfm?pg=105 <http://www1.va.gov/cares/page.cfm?pg=105>                                

   Center for Minority Veterans http://www1.va.gov/centerforminorityveterans/ <http://www1.va.gov/centerforminorityveterans/>                   
  

Center for Veterans Enterprise http://www.vetbiz.gov/default2.htm <http://www.vetbiz.gov/default2.htm>                                       
 

  Center for Women Veterans http://www1.va.gov/womenvet/ <http://www1.va.gov/womenvet/>                                                        
 

  Clarification on the changes in VA healthcare for Gulf War Veterans http://www.gulfwarvets.com/ubb/Forum1/HTML/000016.html <                
   http://www.gulfwarvets.com/ubb/Forum1/HTML/000016.html>                                                                                     
   Classified Records - American Gulf War Veterans Assoc http://www.gulfwarvets.com/ubb/Forum18/HTML/000011.html <                             
   http://www.gulfwarvets.com/ubb/Forum18/HTML/000011.html>                                                                                    
   Compensation for Disabilities Associated with the Gulf War Service <http://www.warms.vba.va.gov/admin21/m21_1/part6%20/ch07.doc>            
   http://www.warms.vba.va.gov/admin21/m21_1/part6%20/ch07.doc <http://www.warms.vba.va.gov/admin21/m21_1/part6%20/ch07.doc>                    

   Compensation Rate Tables, 12-1-03 http://www.vba.va.gov/bln/21/Rates/comp01.htm <http://www.vba.va.gov/bln/21/Rates/comp01.htm>              
 

  Department of Veterans Affairs Home Page http://www.va.gov/ <http://www.va.gov/>                                                             
  

Directory of Veterans Service Organizations http://www1.va.gov/vso/index.cfm?template=view <http://www1.va.gov/vso/index.cfm?template=view>  
  

Disability Examination Worksheets Index, Comp <http://www.vba.va.gov/bln/21/Benefits/exams/index.htm>                                       
   http://www.vba.va.gov/bln/21/Benefits/exams/index.htm <http://www.vba.va.gov/bln/21/Benefits/exams/index.htm>                                
 

  Due Process http://www.warms.vba.va.gov/admin21/m21_1/mr/part1/ch02.doc <http://www.warms.vba.va.gov/admin21/m21_1/mr/part1/ch02.doc>        
 

  Duty to Assist http://www.warms.vba.va.gov/admin21/m21_1/mr/part1/ch01.doc <http://www.warms.vba.va.gov/admin21/m21_1/mr/part1/ch01.doc>     
 

  Electronic Code of Federal Regulations http://www.gpoaccess.gov/ecfr/ <http://www.gpoaccess.gov/ecfr/>                                       
 

  Emergency, Non-emergency, and Fee Basis Care http://www1.va.gov/opa/vadocs/fedben.pdf <http://www1.va.gov/opa/vadocs/fedben.pdf>             
 

  Environmental Agents http://www1.va.gov/environagents/ <http://www1.va.gov/environagents/>                                                   
 

  Environmental Agents M10 http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1002 <                                               
   http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1002>                                                                          
 

  Establishing Combat Veteran Eligibility http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=315 <                                 
   http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=315>                                                                           

   EVALUATION PROTOCOL FOR GULF WAR AND IRAQI FREEDOM VETERANS WITH POTENTIAL EXPOSURE TO DEPLETED URANIUM (DU)                                
   http://www1.va.gov/gulfwar/docs/DUHandbook1303122304.DOC <http://www1.va.gov/gulfwar/docs/DUHandbook1303122304.DOC> and                     
   http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1158 <http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1158>      

   See also, Depleted Uranium Fact Sheet http://www1.va.gov/gulfwar/docs/DepletedUraniumFAQSheet.doc <                                         
   http://www1.va.gov/gulfwar/docs/DepletedUraniumFAQSheet.doc>                                                                                
   EVALUATION PROTOCOL FOR NON-GULF WAR VETERANS WITH POTENTIAL EXPOSURE TO DEPLETED URANIUM (DU)                                              
   http://www1.va.gov/gulfwar/docs/DUHANDBOOKNONGW130340304.DOC <http://www1.va.gov/gulfwar/docs/DUHANDBOOKNONGW130340304.DOC>                  

   Fee Basis, PRIORITY FOR OUTPATIENT MEDICAL SERVICES AND INPATIENT HOSPITAL CARE                                                             
   http://www1.va..gov/vhapublications/ViewPublication.asp?pub_ID=206 <http://www1.va..gov/vhapublications/ViewPublication.asp?pub_ID=206>      
 

  Federal Benefits for Veterans and Dependants 2005 http://www1.va.gov/opa/vadocs/fedben.pdf <http://www1.va.gov/opa/vadocs/fedben.pdf> OR,   
   http://www1.va..gov/opa/vadocs/current_benefits.htm <http://www1.va..gov/opa/vadocs/current_benefits.htm>                                    

   Forms and Records Request http://www.va.gov/vaforms/ <http://www.va.gov/vaforms/>                                                            
 

  General Compensation Provisions http://www.access.gpo.gov/uscode/title38/partii_chapter11_subchaptervi_.html <                              
   http://www.access.gpo.gov/uscode/title38/partii_chapter11_subchaptervi_.html>                                                               
   Geriatrics and Extended Care http://www1.va.gov/geriatricsshg/ <http://www1.va.gov/geriatricsshg/>                                           
 

  Guideline for Chronic Pain and Fatigue MUS-CPG http://www.oqp.med.va.gov/cpg/cpgn/mus/mus_base.htm <                                        
   http://www.oqp.med.va.gov/cpg/cpgn/mus/mus_base.htm>                                                                                        
   Guide to Gulf War Veteran's Health http://www1.va.gov/gulfwar/docs/VHIgulfwar.pdf <http://www1.va.gov/gulfwar/docs/VHIgulfwar.pdf>           

   Gulf War Subject Index http://www1.va.gov/GulfWar/page.cfm?pg=7&template=main&letter=A                                                      
    <http://www1.va.gov/GulfWar/page.cfm?pg=7&template=main&letter=A>                                                                           
 

  Gulf War Veteran's Illnesses Q&As http://www1.va.gov/gulfwar/docs/GWIllnessesQandAsIB1041.pdf <                                             
   http://www1.va.gov/gulfwar/docs/GWIllnessesQandAsIB1041.pdf>                                                                                
   Hearings                                                                                                                                    
   http://www.warms.vba.va.gov/admin21/m21_1/mr/part1/ch04.doc <http://www.warms.vba.va.gov/admin21/m21_1/mr/part1/ch04.doc>                    
 

  Homeless Veterans http://www1.va.gov/homeless/ <http://www1.va.gov/homeless/>                                                                
 

  HSR&D Home http://www.hsrd.research.va.gov/ <http://www.hsrd.research.va.gov/>                                                               

   Index to Disability Examination Worksheets C&P exams http://www.vba.va.gov/bln/21/benefits/exams/index.htm <                                
   http://www.vba.va.gov/bln/21/benefits/exams/index.htm>                                                                                      
   Ionizing Radiation http://www1.va.gov/irad/ <http://www1.va.gov/irad/>                                                                       
  

Iraqi Freedom/Enduring Freedom Veterans VBA http://www.vba.va.gov/EFIF/ <http://www.vba.va.gov/EFIF/>                                        

   M 10 for spouses and children < http://www1..va.gov/vhapublications/ViewPublication.asp?pub_ID=1007 <                                       
   http://www1..va.gov/vhapublications/ViewPublication.asp?pub_ID=1007>                                                                         
 

  M10 Part III Change 1 http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1008 <                                                  
   http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1008>                                                                          
  

M21-1 Table of Contents http://www.warms.vba.va.gov/M21_1.html <http://www.warms.vba.va.gov/M21_1.html>                                      
 

  Mental Disorders, Schedule of Ratings http://www.warms.vba.va.gov/regs/38CFR/BOOKC/PART4/S4_130.DOC <                                       
   http://www.warms.vba.va.gov/regs/38CFR/BOOKC/PART4/S4_130.DOC>                                                                              
   Mental Health Program Guidelines http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1094 <                                       
   http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1094>                                                                          
 

  Mental Illness Research, Education and Clinical Centers http://www.mirecc.med.va.gov/ <http://www.mirecc.med.va.gov/>                        
 

  MS (Multiple Sclerosis) Centers of Excellence http://www.va.gov/ms/about.asp <http://www.va.gov/ms/about.asp>                                
  

My Health e Vet http://www.myhealth.va.gov/ <http://www.myhealth.va.gov/>                                                                   
   NASDVA.COM <http://nasdva.com/> http://nasdva.com/ <http://nasdva.com/>                                                                      
 

  National Association of State Directors http://www.nasdva.com/ <http://www.nasdva.com/>                                                      

   National Center for Health Promotion and Disease Prevention http://www.nchpdp.med.va.gov/postdeploymentlinks.asp <                          
   http://www.nchpdp.med.va.gov/postdeploymentlinks.asp>                                                                                       
   Neurological Conditions and Convulsive Disorders, Schedule of Ratings http://www.warms.vba.va.gov/regs/38cfr/bookc/part4/s4%5F124a.doc <    
   http://www.warms.vba.va.gov/regs/38cfr/bookc/part4/s4_124a.doc>                                                                             
   OMI (Office of Medical Inspector) http://www.omi.cio.med.va.gov/ <http://www.omi.cio.med.va.gov/>                                            
 

  Online VA Form 10-10EZ https://www.1010ez..med.va.gov/sec/vha/1010ez/ <https://www.1010ez..med.va.gov/sec/vha/1010ez/>                       

   Parkinson's Disease and Related Neurodegenerative Disorders http://www1.va.gov/resdev/funding/solicitations/docs/parkinsons.pdf <           
   http://www1.va.gov/resdev/funding/solicitations/docs/parkinsons.pdf>                                                                        
   and, http://www1.va.gov/padrecc/ <http://www1.va.gov/padrecc/>                                                                               
 

  Peacetime Disability Compensation http://frwebgate.access.gpo.gov/cgi-bin/getdoc.cgi?dbname=browse_usc&docid=Cite:+38USC1131 <              
   http://frwebgate.access.gpo.gov/cgi-bin/getdoc.cgi?dbname=browse_usc&docid=Cite:+38USC1131>                                                  

   Pension for Non-Service-Connected Disability or Death http://www.access.gpo.gov/uscode/title38/partii_chapter15_subchapteri_.html <         
   http://www.access.gpo.gov/uscode/title38/partii_chapter15_subchapteri_.html> and,                                                           
   http://www.access.gpo.gov/uscode/title38/partii_chapter15_subchapterii_.html <                                                              
   http://www.access.gpo.gov/uscode/title38/partii_chapter15_subchapterii_.html>                                                               
   and, http://www.access.gpo.gov/uscode/title38/partii_chapter15_subchapteriii_.html <                                                        
   http://www.access.gpo.gov/uscode/title38/partii_chapter15_subchapteriii_.html>                                                              
   Persian Gulf Registry http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1003 <                                                  
   http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1003>                                                                          
  

This program is now referred to as Gulf War Registry Program (to include Operation Iraqi Freedom) as of March 7, 2005:                      
   http://www1..va.gov/vhapublications/ViewPublication.asp?pub_ID=1232 <http://www1..va.gov/vhapublications/ViewPublication.asp?pub_ID=1232>    

   Persian Gulf Registry Referral Centers http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1006 <                                 
   http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1006>                                                                          

   Persian Gulf Veterans' Illnesses Research 1999, Annual Report To Congress                                                                   
   http://www1.va.gov/resdev/1999_Gulf_War_Veterans'_Illnesses_Appendices.doc <                                                                
   http://www1.va.gov/resdev/1999_Gulf_War_Veterans%27_Illnesses_Appendices.doc>

Persian Gulf Veterans' Illnesses Research 2002, Annual Report 
   To Congress http://www1.va.gov/resdev/prt/gulf_war_2002/GulfWarRpt02.pdf <http://www1.va.gov/resdev/prt/gulf_war_2002/GulfWarRpt02.pdf>      
  

Phase I PGR http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1004                                                              
    <http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1004>                                                                        
  

Phase II PGR http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1005 <                                                           
   http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=1005>                                                                          

   Policy Manual Index http://www.va.gov/publ/direc/eds/edsmps.htm <http://www.va.gov/publ/direc/eds/edsmps.htm>                                
 

  Power of Attorney http://www.warms.vba..va.gov/admin21/m21_1/mr/part1/ch03.doc <http://www.warms.vba..va.gov/admin21/m21_1/mr/part1/ch03.doc 
  

> Project 112 (Including Project SHAD) http://www1.va.gov/shad/ <http://www1.va.gov/shad/>                                                   
 

  Prosthetics Eligibility http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=337 <                                                 
   http://www1.va.gov/vhapublications/ViewPublication.asp?pub_ID=337>                                                                           

   Public Health and Environmental Hazards Home Page http://www.vethealth.cio.med.va.gov/ <http://www.vethealth.cio.med.va.gov/>               
   Public Health/SARS http://www..publichealth.va.gov/SARS/

<http://www..publichealth.va.gov/SARS/>                                             

   Publications Manuals http://www1.va.gov/vhapublications/publications.cfm?Pub=4 <http://www1.va.gov/vhapublications/publications.cfm?Pub=4>   

   Publications and Reports http://www1.va.gov/resdev/prt/pubs_individual.cfm?webpage=gulf_war.htm <                                           
   http://www1.va.gov/resdev/prt/pubs_individual.cfm?webpage=gulf_war.htm>                                                                      

   Records Center and Vault Homepage http://www.aac.va.gov/vault/default.html <http://www.aac.va.gov/vault/default.html>                        

   Records Center and Vault Site Map http://www.aac.va.gov/vault/sitemap.html <http://www.aac.va.gov/vault/sitemap.html>                        
 

  REQUEST FOR AND CONSENT TO RELEASE OF INFORMATION FROM CLAIMANT'S RECORDS                                                                   
   http://www.forms.va.gov/va/Internet/VARF/getformharness.asp?formName=3288-form.xft <                                                        
   http://www.forms.va.gov/va/Internet/VARF/getformharness.asp?formName=3288-form.xft>                                                          

   Research Advisory Committee on Gulf War Veterans Illnesses April 11, 2002 http://www1.va.gov/rac-gwvi/docs/Minutes_April112002.doc <        
   http://www1.va.gov/rac-gwvi/docs/Minutes_April112002.doc>                                                                                   
   Research Advisory Committee on Gulf War Veterans Illnesses                                                                                  
   http://www1.va.gov/rac-gwvi/docs/ReportandRecommendations_2004.pdf <http://www1.va.gov/rac-gwvi/docs/ReportandRecommendations_2004.pdf>      

   Research and Development http://www.appc1.va.gov/resdev/programs/all_programs.cfm <http://www.appc1.va.gov/resdev/programs/all_programs.cfm>
                                                                                                                                               
   Survivor's and Dependents' Educational Assistance http://www.access.gpo.gov/uscode/title38/partiii_chapter35_.html <                        
   http://www.access.gpo.gov/uscode/title38/partiii_chapter35_.html>                                                                           
   Title 38 Index Parts 0-17                                                                                                                   
   http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?sid=1b0c269b510d3157fbf8f8801bc9b3dc&c=ecfr&tpl=/ecfrbrowse/Title38/38cfrv1_02.tpl <          
   http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?sid=1b0c269b510d3157fbf8f8801bc9b3dc&c=ecfr&tpl=/ecfrbrowse/Title38/38cfrv1_02.tpl>           
   Part 18                                                                                                                                     
   http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?sid=1b0c269b510d3157fbf8f8801bc9b3dc&c=ecfr&tpl=/ecfrbrowse/Title38/38cfrv2_02.tpl <          
   http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?sid=1b0c269b510d3157fbf8f8801bc9b3dc&c=ecfr&tpl=/ecfrbrowse/Title38/38cfrv2_02.tpl>           
   Title 38 Part 3 Adjudication Subpart A "Pension, Compensation, and Dependency and Indemnity Compensation                                    
   http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=1b0c269b510d3157fbf8f8801bc9b3dc&tpl=/ecfrbrowse/Title38/38cfr3_main_02.tpl <      
   http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=1b0c269b510d3157fbf8f8801bc9b3dc&tpl=/ecfrbrowse/Title38/38cfr3_main_02.tpl>       
   Title 38 Pensions, Bonuses & Veterans Relief (also § 3.317 Compensation for certain disabilities due to undiagnosed illnesses found here)
   http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=1b0c269b510d3157fbf8f8801bc9b3dc&tpl=/ecfrbrowse/Title38/38cfr3_main_02.tpl <      
   http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=1b0c269b510d3157fbf8f8801bc9b3dc&tpl=/ecfrbrowse/Title38/38cfr3_main_02.tpl> Title 
   38 PART 4--SCHEDULE FOR RATING DISABILITIES Subpart B--DISABILITY RATINGS                                                                   
   http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=ab7641afd195c84a49a2067dbbcf95c0&rgn=div6&view=text&node=38:1.0.1.1.5.2&idno=38 <  
   http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=ab7641afd195c84a49a2067dbbcf95c0&rgn=div6&view=text&node=38:1.0.1.1.5.2&idno=38>   
   Title 38§ 4.16 Total disability ratings for compensation based on unemployability of the individual. PART A "SCHEDULE FOR RATING           
   DISABILITIES Subpart à "General Policy in Rating                                                                                            
   http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=1b0c269b510d3157fbf8f8801bc9b3dc&rgn=div8&view=text&node=38:1.0.1.1.5.1..96.11&idno
   =38 <http://sz0131.ev.mail.comcast.net/zimbra/public/blank.html??.htm>                                                                      
   U.S. Court of Appeals for Veterans Claims http://www.vetapp.gov/ <http://www.vetapp.gov/>                                                    

   VA Best Practice Manual for Posttraumatic Stress Disorder (PTSD) http://www.avapl.org/pub/PTSD%20Manual%20final%206.pdf <                   
   http://www.avapl.org/pub/PTSD%20Manual%20final%206.pdf>                                                                                      
 

  VA Fact Sheet http://www1.va.gov/opa/fact/gwfs.html <http://www1.va.gov/opa/fact/gwfs.html>                                                  
 

  VA Health Care Eligibility http://www.va.gov/healtheligibility/home/hecmain.asp <http://www.va.gov/healtheligibility/home/hecmain.asp>       

   VA INSTITUTING GLOBAL ASSESSMENT OF FUNCTION (GAF) http://www.avapl.org/gaf/gaf.html <http://www.avapl.org/gaf/gaf.html>                     

   VA Life Insurance Handbook ¬" Chapter 3 http://www.insurance.va.gov/inForceGliSite/GLIhandbook/glibookletch3.htm#310                       
    <http://www.insuurance.va.gov/inForceGliSite/GLIhandbook/glibookletch3.htm#310>                                                            
   VA Loan Lending Limits and Jumbo Loans http://valoans.com/va_facts_limits.cfm <http://valoans.com/va_facts_limits.cfm>                       
 

  VA MS Research http://www.va.gov/ms/about.asp <http://www.va.gov/ms/about.asp>                                                               
 

  VA National Hepatitis C Program http://www.hepatitis.va.gov/ <http://www.hepatitis.va.gov/>                                                  
  

VA Office of Research and Development http://www1.va.gov/resdev/ <http://www1.va.gov/resdev/>                                                

   VA Trainee Pocket Card on Gulf War http://www.va.gov/OAA/pocketcard/gulfwar.asp <http://www.va.gov/OAA/pocketcard/gulfwar.asp>               
 

  VA WMD EMSHG http://www1.va.gov/emshg/ <http://www1.va.gov/emshg/>                                                                           
 

  VA WRIISC-DC http://www.va.gov/WRIISC-DC/ <http://www.va.gov/WRIISC-DC/>                                                                     
 

  VAOIG Hotline Telephone Number and Address http://www.va.gov/oig/hotline/hotline3 <http://www.va.gov/oig/hotline/hotline3> .htm <           
   http://www.va.gov/oig/hotline/hotline3.htm>                                                                                                 
   Vet Center Eligibility - Readjustment Counseling Service http://www.va.gov/rcs/Eligibility.htm <http://www.va.gov/rcs/Eligibility.htm>       
 

  Veterans Benefits Administration Main Web Page http://www.vba.va.gov/ <http://www.vba.va.gov/>                                               
 

  Veterans Legal and Benefits Information http://valaw.org/ <http://valaw.org/>                                                                

   VHA Forms, Publications, Manuals http://www1.va.gov/vhapublications/ <http://www1.va.gov/vhapublications/>                                   

   VHA Programs - Clinical Programs & Initiatives http://www1.va.gov/health_benefits/page.cfm?pg=13 <                                          
   http://www1.va.gov/health_benefits/page.cfm?pg=13> http://webmaila.juno.com/webmail/new/UrlBlockedError.aspx <                              
   http://webmaila.juno.com/webmail/new/UrlBlockedError.aspx> >                                                                                 

   VHA Public Health Strategic Health Care Group Home Page http: // www.publichealth.va.gov/ <http://www.publichealth.va.gov/>                  

   VHI Guide to Gulf War Veterans ¬(tm) Health http://www1.va.gov/vhi_ind_study/gulfwar/istudy/index.asp <                                    
   http://www1.va.gov/vhi_ind_study/gulfwar/istudy/index.asp>                                                                                  
   Vocational Rehabilitation http://www.vba.va.gov/bln/vre/ <http://www.vba.va.gov/bln/vre/>                                                    

   Vocational Rehabilitation Subsistence http://www.vba.va.gov/bln/vre/InterSubsistencefy04.doc <                                              
   http://www.vba.va.gov/bln/vre/InterSubsistencefy04.doc>                                                                                     
  VONAPP online http://vabenefits.vba.va.gov/vonapp/main.asp <http://vabenefits.vba.va.gov/vonapp/main.asp>                                    

   WARMS - 38 CFR Book C http://www.warms.vba.va.gov/bookc.html <http://www.warms.vba.va.gov/bookc.html>                                        

   Wartime Disability Compensation http://frwebgate.access.gpo.gov/cgi-bin/getdoc.cgi?dbname=browse_usc&docid=Cite:+38USC1110 <                
   http://frwebgate.access.gpo.gov/cgi-bin/getdoc.cgi?dbname=browse_usc&docid=Cite:+38USC1110>                                                  
  

War-Related Illness and Injury Study Center - New Jersey http://www.wri.med.va.gov/ <http://www.wri.med.va.gov/>                             
 

  Welcome to the GI Bill Web Site http://www.gibill.va.gov/ <http://www.gibill.va.gov/>                                                        
 

  What VA Social Workers Do http://www1.va.gov/socialwork/page.cfm?pg=3 <http://www1.va.gov/socialwork/page.cfm?pg=3>                          
 

  WRIISC Patient Eligibility http://www.illegion.org/va1.html <http://www.illegion.org/va1.html>                                              

THE NEW RULES IN TRUCKING DISCOVERY

My article, The New Rules in Trucking Discovery, was published nationally in Trial magazine (February 2011, Volume 47, No. 02). If you are not familiar with the significant regulatory changes that have impacted the trucking industry in late 2010 and early 2011, and thought about how it impacts your cases, you should read it!

NEW OFFICERS FOR THE AMERICAN ASSOCIATION FOR JUSTICE's INTERSTATE TRUCKING LITIGATION GROUP

In Vancouver, Canada the Interstate Trucking Litigation Group (ITLG) elected its new Officers and Board Members and presented the first ever ITLG Chairman's Award was presented to Robert Collins. The new Officers and Board Members, all fine trucking lawyers, are:

Brad Bradshaw, Missouri - Chair

Dan Munley, Pennsylvania - Vice-Chair

 

Dan Buba, Indiana - Secretary

 

Robert Collins, Texas - Treasurer

 

Larry Simon, New Jersey  - Special Projects

 

Jeff Burns, Missouri - Publications Editor

 

Dan Linebaugh, Texas - Board Member for a 4 year term

 

Marion Munley, Pennsylvania - Board Member for a 4 year term

 

Morgan Adams, Tennessee - Past-Chair

 

In addition Robert Collins was given the Chairman's Award. It was my pleasure to present the award to Robert in front of his peers. You can't always choose with whom you work , but when you are lucky enough to have a leader of Robert's caliber on your team many difficult things are made easy. The award can be seen here.

 

CSA 2010 is now CSA

In typical government fashion "CSA 21010" is now "CSA." The 2010 has been dropped , presumably because the program was delayed and pushed back another year.

BP LIMITED BY LAW TO $75 MILLION - WHY TORT REFORM BACKFIRES

Many articles have been written about BP being limited, by law, to paying only 75 million for economic damages in the gulf. Congress passed the Oil Pollution Act of 1990, known as OPA, to require oil companies to pay for offshore oil spills like this one. OPA limits the liability of the responsible party -- BP in this instance -- to $75 million in economic damages. We all know now that damages will exceed 1 BILLION dollars, and that 75 million isn't going to be a drop in that bucket. In fact estimates currently range to 14 Billion dollars and higher.

What must have seemed like a good idea at the time to George H. Bush, and the sitting congress in 1990, limiting lawsuits against all those vulnerable oil companies, now seems like a travesty. But that is exactly what tort reform does. It doesn't impact the vast majority of cases, but only those people that are hurt worst and impacted the most. Tort reform sounds wonderful, who can be against reform? Unless the person who is injured is you, your family, or someone you know. Then and only then do you suddenly realize that the tort reform limitation, the artificial caps placed on recovery for loss,  will never provide justice for the injuries caused by the wrongdoer.

In this case if BP used the caps (and in fairness they have already exceeded this amount by choice, even though not required to do so under the law) they would pay .0005 cents on every dollar, or $53.57 for every $10,000 in loss that can be proved to have been caused by the spill. Is it fair that the victims of the spill would only get $535.70 for every $100,000.00 in loss? Our Congress thought so in 1990 and many politicians, whether at the state level or federal level, seem to think so today.

Who picks up the tab when damages are artificially limited by tort reform? Well first it is the injured person paying out of pocket until their money and life savings vanish, and after that it is the government. In short we all pay for these artificial caps on liability called tort reform. I don't know about you, but my tax bill is high enough without adding another few Billion in economic losses from the BP disaster.

My suggestion is that if you believe in artificial caps, under the guise of tort reform, just place self imposed caps for yourselves and your loved ones and leave the rest of us alone. All you need to do is agree to take $535.70 for every $100,000 that you and your loved ones have in loss. I know lots of insurance companies that will happily agree to those terms with you, you won't even need a lawyer for this. You can be sure the happy noises you hear once you have signed that final release will be the wrongdoer's insurance company. 

 

Memorial Day 2010 - A Thank You to Parents

I just wanted to take a moment to thank each and every one of you who has served in the armed forces, or waited patiently, sometimes forever, for a loved one to come home, for your sacrifices.

As I have gotten older, and finally retired from active duty with the USMC, Memorial Day has meant more and more to me. Perhaps it is because I am no longer as busy doing, but have a bit more time to reflect on things.

I know for a fact the hardest thing I had to do before I left for Desert Storm was not stealing my pistol from the armory (Sorry SSgt, I know I made your life hell that day!) to go to Iraq, but instead having to tell my mother I was leaving and wouldn't come home from Okinawa before I left.

Now that I am a parent I realize that I was just to young to understand everything that I was about to get into was at least as scary for my parents, if not more so, than it was for me. I at least understood what I was doing while they could only guess. So this Memorial Day I want to extend my special thanks to those parents whose children leave to fight for our freedoms. Yours is a special sacrifice.

God bless you all and this great nation.

Senator Reid's Wife In Accident With Pam Transportation Inc Tractor Trailer. What Happened?

Landra Reid, 69, underwent surgery Friday at a Virginia hospital to stabilize injuries from a broken neck she suffered in the traffic accident. Virginia State Police say Landra and her 49-year-old daughter were traveling northbound on I-95 near Washington Thursday when their minivan was rear-ended by a tractor-trailer loaded with rolls of plastic. The Reid's minivan was pushed into the cars in front of them, resulting in a multiple car pile up and multiple injuries.

The truck driver has since been charged with reckless driving.

What happened? Typically rear end collisions like this occur for the following, preventable, reasons:

  1. Driver Fatigue - The fatigue can be caused by violating the hours of service regulations or by obstructive sleep apnea. Both of these issues I have blogged on extensively before. They are chronic issues in the trucking industry. Currently the industry is trying to keep the regulations allowing them to drive longer hours and thus earn more money.
  2. Driver Distraction - cell phones, texting, unauthorized passengers in the cab are all frequent causes of driver distraction. Texting while driving has been determined in studies to be as bad as drunk driving, which is why almost 20 States have banned it and FMCSA recently passed a regulation forbidding truck drivers from texting.
  3. Poor Training - Drivers frequently receive poor training and are not given additional testing by the company that would identify weak drivers. Often the only test required of a driver is to determine his ability to wave a CDL license at an employer.
  4. Maintenance - It is always possible that bald tires and bad brakes contributed to the wreck. The driver may not have been able to stop in time. Admittedly tires and brakes on a tractor trailer are a moderate expense, but I have seen drivers and companies push pass the safe limits in order to save a dollar. Since the driver is required to inspect the truck and trailer before driving, and every so often after that, his failure to properly inspect (either poor training or a deliberate choice) the tires and brakes could have been a factor.
  5. Oversized Load - A tractor trailer that is oversized has a much harder time stopping as the brakes are designed for lighter loads. Drivers, who are inexperienced at driving an oversized load, don't allow sufficient space to stop the tractor trailer.
  6. Cargo Securement - There are specific regulations requiring loads to be secured so they don't shift during transportation. If the company failed to supply the driver with appropriate gear to secure the load, or the driver chose not to use it to save time, then the load might have shifted causing the drivers foot to slip off the brake. Liability for a load shift can move from the trucking company to the shipping company depending on several factors.

One thing seems clear, there is likely not enough insurance to deal with all the people hurt in the wreck if the trucking company purchased the minimum insurance limits of $750,000. Given the serious, life threatening, injuries of Landra Reid, and the massive life changes she will endure recovering from and dealing with the consequences of this collision, the $750,000 minimum limits are not enough to cover her claims, much less that of her her daughters. Then we have the other injured victims in the cars that were hit subsequently as Mrs. Reid's minivan was slammed into the cars in front of her by the force of the impact by the tractor trailer. In cases with smaller truck companies (More About Pam Transportation Below), all of these victims would have to divide the single policy, frequently limiting them to recovering less than their medical bills.

The trucking company involved in this case appears (The company was identified by a local news report and photograph) to bePAM TRANSPORT INC (DOT number 179752 and MC number MC-150496) with 1769 trucks, 2,168 drivers who travel over 200 million miles a year on the roads and highways of America. Pam Transportation is a middle of the road company in regards to safety, with approximately 52% of the trucking companies in America having better driver safety histories on average. The FMCSA has not performed a safety audit (Compliance Review) since 2007 of Pam Transportation so really there is no way of telling about the company's actual safety record. Less than 2% of trucking companies a year have compliance audits. The new CSA 2010 regulations will help identify safety problems with a trucking company, but clearly to late for these victims.

Our firm handles cases like this every year. We have posted many blogs on the above topics. It is a tragedy every time this happens, no matter when it happens or who is involved. One can only hope that the silver lining will be the enactment of some of the reasonable safety reforms I, and groups like Parents Against Tired Truckers, Crash, and the Truck Safety Coalition,  have been advocating for to make the roads safer.

US SUPREME COURT DETERMINES PRINCIPLE PLACE OF BUSINESS FOR CORPORATIONS

The United States Supreme Court recently held that the principle place of business for a corporation, for purposes of determining whether a federal court has diversity jurisdiction under 42 U.S.C. Sec. 1332(c)(1), is that place where:

a corporation’s officers direct, control, and coordinate the corporation’s activities. It is the place that Courts of Appeals have called the corporation’s “nerve center.” And in practice it should normally be the place where the corporation maintains its headquarters—provided that the headquarters is the actual center of direction, control, and coordination, i.e., the “nerve center,” and not simply an office where the corporation holds its board meetings (for example, attended by directors and officers who have traveled there for the occasion).

Determining the proper "principle place of business" for a trucking company is critical because it tells an experienced truck accident lawyer where the proper place to file a truck injury lawsuit.

Read the full opinion in Hertz v. Friend,  No. 08-1107  (USSC 2/23/10) here.

IS EVERY VIOLATION OF THE FMCSR A NEGLIGENCE PER SE VIOLATION?

Recently I have seen many plaintiff lawyers trying to claim that the defendant truck driver or trucking company is liable, as a matter of law (Negligence Per Se), for technical violations of the Federal Motor Carrier Safety Regulations. I believe this is an incorrect approach and would strongly encourage lawyers to think through their position before giving judges a chance to make bad law.

In order for a violation to be a negligence per SE violation, requiring the court or the jury to find the defendant at fault as a matter of law, they must find: 

(1) "the defendant violated a statute or ordinance which ‘imposes a duty or prohibits an act for the benefit of a person or the public;"

(2) “the injured party was within the class of persons whom the legislative body intended to benefit and protect by the enactment of that particular statute or ordinance;" and
(3) “such negligence was the proximate cause of the injury.”
Technical violations of the FMCSR, while satisfying prongs 1 and 2, don't satisfy prong 3. Save your ammunition for issues that will make a difference in your case.

 

TRACTOR TRAILER BRAKES IN DEPOSITIONS

One of the most common errors in the depositions of truck drivers is failing to determine how they stopped their tractor trailer. Unlike a car, there is more than one way to brake a tractor trailer. Inexperienced lawyers fail to realize this and allow a tractor trailer driver to say "I braked the truck" prior to impact. Consider that a tractor trailer driver can brake his rig by:

  1. Jake Brake (engine retarder)
  2. Parking Brakes
  3. Trailer Brakes
  4. Tractor Brakes
  5. Tractor and Trailer brakes
  6. Emergency Brakes (disconnect)
  7. Hitting a car

Depending on what brake, or brakes, that was used by the driver you will get different stopping distances, a critical factor in determining cause in any truck accident case.

The Truck Accident Lawyers at the Law Offices of Morgan Adams concentrate in protecting the rights of those who were seriously injured or lost a loved one in an accident with a commercial truck or bus. Our lawyers are based in Tennessee, but serve clients throughout the nation. If you or someone you love has been seriously hurt by a careless driver, don’t sign anything the trucking company gives you -- contact us as soon as possible at 800-580-4878 or by email to learn more at a free, confidential consultation.

 Morgan Adams is a trial attorney licensed in Tennessee and Georgia. He is listed as a "Mid-South SuperLawyer" (Limited to the top 5% of the lawyers in Tennessee, Mississippi, and Arkansas), is a member of the Million Dollar Advocates Forum (limited to lawyers who have recovered 1 million dollars or more for their clients), and is the Chair of the American Association of Justice's Interstate Trucking Litigation Group. He has served as chair of the Tennessee Association of Justice's Trucking Litigation seminars since 2004, and is a frequent speaker at national legal education programs, training lawyers to properly handle injury cases involving commercial vehicles. 

 

What Gets Inspected by The FMCSA? Standards Required of Truck Drivers and Trucking Companies

One of the issues in any case is what are the standards the truck driver and trucking company required to meet? There are industry standards, which are frequently higher than that required of the government, but at a minimum all drivers and trucking companies must meet the government standards for safe operation. These standards are what are inspected by the FMCSA's field investigators.

In order that inspections are uniform, and everyone in the industry knows what to expect from the field investigators, the FMCSA puts forth Field Operators Training Manual. Any serious trucking lawyer should have a copy on file in his or her office. For example Chapter 1.4.7 deals with driving of commercial motor vehicles and 1.4.9.1 deals with Hours of Service violations, topics I have blogged on extensively in the past.

The Revised Spoliation Letter

I have previously posted on the importance of sending a spoliation letter in a trucking case as evidence can vanish quickly. The original post included a sample spoliation letter which is now outdated in many respects. Over time my materials get updated and, because this issue is important, and so many lawyers have requested my spoliation letter, I am posting my revised spoliation letter to assist lawyers handling commercial vehicle cases. The letter should be modified to fit the facts of the specific case.

Spoliation is the destruction of evidence. A spoliation letter informs the trucking company of the documents and things it must keep and preserve prior to litigation being filed. It is CRITICAL that this letter be sent as soon as possible whenever a tractor trailer is involved in a collision. Once the letter is sent, failure to save the evidence can result in an inference that the trucking company had something to hide, sanctions, or even in some states a direct cause of action against the trucking company for the destruction of evidence.

It is our practice to send our spoliation letters by fax, regular mail, certified mail, and FedEx  to the president of the company, the safety director, and/or the risk manager.

The Truck Accident Lawyers at the Law Offices of Morgan Adams concentrate in protecting the rights of those who were seriously injured or lost a loved one in an accident with a commercial truck or bus. Our lawyers are based in Tennessee, but serve clients throughout the nation. If you or someone you love has been seriously hurt by a careless driver, don’t sign anything the trucking company gives you -- contact us as soon as possible at 800-580-4878 or by email to learn more at a free, confidential consultation.

 Morgan Adams is a trial attorney licensed in Tennessee and Georgia. He is listed as a "Mid-South SuperLawyer" (Limited to the top 5% of the lawyers in Tennessee, Mississippi, and Arkansas), is a member of the Million Dollar Advocates Forum (limited to lawyers who have recovered 1 million dollars or more for their clients), and is the Chair of the American Association of Justice's Interstate Trucking Litigation Group. He has served as chair of the Tennessee Association of Justice's Trucking Litigation seminars since 2004, and is a frequent speaker at national legal education programs, training lawyers to properly handle injury cases involving commercial vehicles. 

 

Thank You for Choosing Me as a 2009 MidSouth SuperLawyer

I just found out I was again chosen as a MidSouth SuperLawyer. Thank you to all the lawyers, judges, and clients who nominated me for this honor.

MidSouth SuperLawyers are limited to the top 5% of the lawyers in Tennessee, Arkansas, and Mississippi. Once nominated by lawyers and judges, each candidate is then carefully screened. The final list of applicants is reviewed by lawyers and judges within the area of specialty.

The selected lawyers are evaluated in several areas including: 

  1. Verdicts
  2. Settlements
  3. Experience
  4. Honors and Awards
  5. Special Licenses and Certificates
  6. Scholarly Lectures and Writings
  7. Education and Employment Background and
  8. Other Outstanding Achievements

 

The Truck Accident Lawyers at the Law Offices of Morgan Adams concentrate in protecting the rights of those who were seriously injured or lost a loved one in an accident with a commercial truck or bus. Our lawyers are based in Tennessee, but serve clients throughout the nation. If you or someone you love has been seriously hurt by a careless driver, don’t sign anything the trucking company gives you -- contact us as soon as possible at 800-580-4878 or by email to learn more at a free, confidential consultation.

 Morgan Adams is a trial attorney licensed in Tennessee and Georgia. He is listed as a "Mid-South SuperLawyer" (Limited to the top 5% of the lawyers in Tennessee, Mississippi, and Arkansas), is a member of the Million Dollar Advocates Forum (limited to lawyers who have recovered 1 million dollars or more for their clients), and is the Chair of the American Association of Justice's Interstate Trucking Litigation Group. He has served as chair of the Tennessee Association of Justice's Trucking Litigation seminars since 2004, and is a frequent speaker at national legal education programs, training lawyers to properly handle injury cases involving commercial vehicles. 

GPS Data Must be Kept by Trucking Companies for Six Months

In a welcome change to regulations regarding hours of service for drivers, companies are now required by the FMCSA to save satellite GPS information that shows the location of the truck. This will increase a company's ability to enforce safe trucking policies, and the law, which limits the number of hours a driver can be on the road. It is well recognized in science and the law that tired drivers are unsafe drivers. The memo from the Federal Motor Carrier Safety Administration went into effect in December of 2008.

 

Minimum Standards for Safe Professional Drivers

 The minimum standard of care (SOC) is that minimum level of care that is required for the safe operation of commercial motor vehicles. This standard is required of the trucking company, by the federal government, in order to get a DOT (Department of Transportation) number. This is the contract between the people and the trucking company. The contract is contained in the Code of Federal Regulations, commonly known as the Federal Motor Carrier Regulations (FMCSR), and the Commercial Drivers License Manual.

The Commercial Drivers License Manual (CDLM) explains in plain language what a driver has to do to drive safely. The CDLM is a simplified version of the FMCSR, combined with minimum safe driver skills.  The CDLM is uniform in every state as to all federal regulations. The only change that is found is variations in some of the state regulations. The model CDL Manual is produced by the American Association of Motor Vehicle Administrators (AAMVA). According to the AAMVA, every state has adopted their CDLM. Most states simply use the model CDLM without change.

In addition to the FMCSR and CDLM, many industry groups establish standards for the safe operation of trucks through various publications and training materials. Some examples of these groups would be the American Trucking Association, J.J. Keller and Associates, the National Safety Council, The Smith System, etc.

The FMCSR applies to all vehicles with a Gross Vehicle Weight Rating (GVWR) in excess of 10,000 pounds and to vehicles pulling trailers with a combined GVWR in excess of 10,000 pounds. These include all "Medium Duty" trucks and some "Light Duty" trucks such as a one ton Ford F-350 or a GM 3500.

Advanced Trucking Litigation College - October 2009 - American Association for Justice

Some of the best trucking lawyers in the country recently got together in Atlanta and spent a week teaching other lawyers the tricks and traps of handling a truck, bus or other commercial motor vehicle case. I have not been posting for the last month as my time has been consumed by getting this program together. Robert Collins, from Texas, was the co-moderator and as much time as I put into this program, he put in more. All the TEACHERS were pleased with how much they learned, the students were ecstatic!

The AAJ Advanced Trucking Litigation College is exactly the type of program you want a lawyer handling your trucking case to attend. Hiring a competent lawyer to handle your case is the most critical thing you can do to get a good result in your case. The facts won't change, but gathering those facts, and making sure they are presented to a judge or jury, is critical. Not everyone knows which rocks to look under at a trucking company headquarters.

Before you hire a lawyer for any type of case make sure they are educated on the subject and not a "one size fits all" lawyer. If you have a good case you can hire the best lawyer, from in state or out of state, to handle it and it won't cost you any more money. If the lawyer you want to hire can't take your case he or she can frequently get you to someone in your area that focus' on the specific area involved in your case.

My firm has referral lawyers for trucking cases in every state. In addition to the cases I have handled in Tennessee and Georgia, I recently resolved a case in Nebraska and just finished consulting in trucking cases in California and New York city. If my firm can't get involved in a case (we don't take every case), we always try to get the case to a lawyer with trucking experience in the appropriate state.

The Truck Accident Lawyers at the Law Offices of Morgan Adams concentrate in protecting the rights of those who were seriously injured or lost a loved one in an accident with a commercial truck or bus. Our lawyers are based in Tennessee, but serve clients throughout the nation. If you or someone you love has been seriously hurt by a careless driver, don’t sign anything the trucking company gives you -- contact us as soon as possible at 800-580-4878 or by email to learn more at a free, confidential consultation.

 Morgan Adams is a trial attorney licensed in Tennessee and Georgia. He is listed as a "Mid-South SuperLawyer" (Limited to the top 5% of the lawyers in Tennessee, Mississippi, and Arkansas), is a member of the Million Dollar Advocates Forum (limited to lawyers who have recovered 1 million dollars or more for their clients), and is the Chair of the American Association of Justice's Interstate Trucking Litigation Group. He has served as chair of the Tennessee Association of Justice's Trucking Litigation seminars since 2004, and is a frequent speaker at national legal education programs, training lawyers to properly handle injury cases involving commercial vehicles. 

 

Lawyers Shared Their Wisdom and Expertise in San Francisco

Over the last year I put together a one day program, on behalf of the Interstate Trucking Litigation Group, for the American Association for Justice's Annual Convention in San Francisco. This is a national conference, and the biggest gathering of lawyers representing the injured in the US. The lawyers that attend know their stuff and do not suffer fools gladly. You know if you have a bad program because the lawyers will leave. I was proud to be able to select from the best lawyers from across the country for my program and was grateful to each presenter for their time, effort and knowledge. We had a full house for the program and, in many cases, standing room only.

The topics and speakers included:

  1. Hard Times in Trucking Litigation: What to Do When the Trucking Defendant or Insurer Goes Under, Ken Shigley
  2. Overlooked Issues in Maximizing Damages in a Trucking Case, Robert Karns
  3. Unique Discovery Issues in Trucking Cases, Marion Munley
  4. When Low Speeds Can Cause Big Injuries: Understanding What Happens When a Big Truck Hits a Small Car, Joseph Fried
  5. Overdriving Headlights and Other Night Driving Issues in Interstate Trucking Cases,  Daniel Buba
  6. Truck vs. Motorcycle, Lawrence Simon
  7. Ethical Considerations in Interstate Trucking Cases,Richard Traulsen
  8. The Small Commercial Vehicle Case, Shean Williams
  9. Finding Insurance in Truck Crash Cases, Michael Leizerman (unable to present due to a conflict)
  10. Brain Injuries in Trucking Cases,Steven Gursten
  11. Space Management by Commercial Drivers, Robert Sachs
  12. Landmines in Your Case, Rodney Jew

My thanks to each for all their hard work. I would also like to thank the various experts that also presented and explained the inner workings of a trucking company and various accident reconstruction issues.

 

NEED FOR GREATER INSURANCE ON TRUCKS

I previously posted on the need for higher insurance on commercial motor vehicles, including tractor trailers. (Minimum Insurance Levels on Trucks Unacceptable)

Recently I read another article (blog post) on the subject you might find interesting. The blog was posted by Steve Gursten. The numbers we use are different, I assume based on the assumptions made on inflation or some other variable, but the conclusion is the same. There is not enough insurance for catastrophic injuries at today's insurance levels.

Morgan Adams Elected Chair of the American Association for Justice Trucking Litigation Group

The American Association for Justice is the worlds largest organization of lawyers representing the injured in America. At their recent meeting in San Francisco, I was elected chair of the Interstate Trucking Litigation Group. This group is responsible for pushing for safety issues (those acts that can be taken by trucking companies to prevent wrecks) and for justice issues (dealing with the aftermath of a truck wreck). As part of that mission the ITLG is responsible for educating the 10's of thousand lawyer members of AAJ on the proper handling of a tractor trailer cases.

I would like to thank the other officers for their hard work to date, and the work they will be doing. The officers for the 2009-2010 year are:

Chair: Morgan Adams - Tennessee

Chair Elect: Dr. Brad Bradshaw - Missouri

Secretary: Daniel Munley - Pennsylvania

Treasurer: Daniel Buba - Indiana

as well as to:

Special Projects: Robert Collins - Texas

Newsletter: Larry Simon - New Jersey

 

The Truck Accident Lawyers at the Law Offices of Morgan Adams concentrate in protecting the rights of those who were seriously injured or lost a loved one in an accident with a commercial truck or bus. Our lawyers are based in Tennessee, but serve clients throughout the nation. If you or someone you love has been seriously hurt by a careless driver, don’t sign anything the trucking company gives you -- contact us as soon as possible at 800-580-4878 or by email to learn more at a free, confidential consultation.

 Morgan Adams is a trial attorney licensed in Tennessee and Georgia. He is listed as a "2008 Mid-South SuperLawyer" (Limited to the top 5% of the lawyers in Tennessee, Mississippi, and Arkansas), is a member of the Million Dollar Advocates Forum (limited to lawyers who have recovered 1 million dollars or more for their clients), and is the Chair of the American Association of Justice's Interstate Trucking Litigation Group. He has served as chair of the Tennessee Association of Justice's Trucking Litigation seminars since 2004, and is a frequent speaker at national legal education programs, training lawyers to properly handle injury cases involving commercial trucks. 

MINIMUM INSURANCE LEVELS ON TRUCKS UNACCEPTABLE

My friend Jeff Burns and I were talking the other day, Jeff also handles trucking cases, and we were talking about how long it has been since the minimum levels of insurance were adjusted on trucks and the impact that had on the public. Jeff pointed out that:

 Congress gave the Secretary of Transportation the authority to set the minimum level of insurance for tractor trailers, but the Secretary could go no lower than $750,000 for property carrying motor carriers. That was in the 1980 deregulation bill (The Motor Carrier Act of 1980). The idea was that since congress was deregulating and taking away a lot of the protections that had been present under the ICC the public deserved greater protection and that it created a barrier of entry into the trucking industry. In place of limited entry into the industry as had been the case under the ICC, Congress called for higher insurance, thinking that the insurance underwriters would not insure companies unless they were in fact safe.

 The committee report stated:

" The carrier who wants to maintain high safety levels will be under pressure to cut his costs to meet the prices of his competitors will be under pressure to cut his costs by operating in violation of minimum safety standards.... Insurance companies are equipped to evaluate the performance of the motor carriers. The premiums they assess are in direct relation to the risks they assume. Therefore, an unsafe carrier will have an increased premium, and a totally unsafe carrier may not be able to obtain the insurance necessary to operate, or at best will be at an insurance cost disadvantage."

At that time there were around 27,000 authorized motor carriers. By the turn of the century, after deregulation, there were more than 500,000. Now, no one really knows but it is believed to be over 750,000.

It has been 29 years since the minimum insurance limit was increased. If you go to any present value calculator on the internet and use a 4% inflation rate you will find that the present value of $750,000, 29 years from now, is about $240,000 in today's dollars. To put it another way, you would need $3,120,000 in today's dollars to equal $750,000 in 1980.

Understand that frequently the only recovery that is to be had in a case involving a truck is the insurance policy, whether the dead includes 1 person going home from work or 15 members of a church going to work in a soup kitchen for the homeless.

Clearly it is time that the minimum limits be raised, call your congressman and senator!

Brain Injuries are Common Injuries in Truck Wrecks. Does Your Lawyer Have Expertise With Brain Injuries?

One of the injuries that is of greatest concern for those involved in a truck wreck is a brain injury. While severe brain injuries are easy to identify, mild traumatic brain injuries are not. Explaining the way the brain was injured, and proving to a jury the long term impact of having a brain injury when the victim looks normal, requires training and expertise. I previously blogged on the requirements a competent trucking lawyer should have but I neglected including expertise in handling brain injuries.

Please keep in mind that even though doctors will frequently use the term "mild" to describe many brain injuries, there is nothing mild about brain damage. The use of "mild" by a doctor only means that the person isn' t dead or in a coma. If someones brain is damaged, they have lost their future. They may have memory problems that will have caused them to lose their past. They will never be everything they could have been, even if they do everything they can to try to recover. 

Mild brain injuries typically occur from a wave effect. The brain is like jello, made up primarily of water and is encased in one of the hardest bones in the body, the skull. Because the brain is somewhat fluid, in a wreck it can move and strike the skull. The cells are torn under the forces involved in a wreck. Current medical science makes it clear that it is not necessary for the head to have hit anything in order for brain damage to occur.

Personalities change, memory becomes a problem, frustration and anger are not uncommon. The victim however is able to talk. They don't want to admit anything is wrong, and the family is just so happy for the victim to be alive that they blame the changes on other problems. A questionnaire can help experts determine whether there is a mild traumatic brain injury such as the one that can be downloaded here: Symptom Questionnaire.

If you think someone you love has had some of the changes discussed above have them tested by a neuropsychologist. These are the trained professionals best able to determine whether or not a mild traumatic brain injury has occurred.

 

Where Do You File Suit if You Have Been Injured by a Tractor Trailer? The Problem With Lazy Lawyers.

A blog by another lawyer recently caught my eye. It appears that a family lost their chance at a full recovery for the harm done to them in a collision because the lawyer they hired filed suit locally, instead of in a more favorable state.

You see every state has its own laws on how they deal with cases involving folks injured by the carelessness of others.The differences in the states are important because filing in the wrong state can result in dramatically different recoveries for the surviving family members.Some states limit recoveries to $250,000 or less (If you think that is too much money just pick which family member you would be willing to have run over by a tractor trailer, traveling in violation of safety regulations, knowing that this family member will die over several days... OK lets say it was YOU) and some states have no limits because they trust the people of their state, and their judges and courts of appeal, to award fair compensation for each individual case based on its merits. Some cases are worth more with greater harms and some cases are worth less. I suppose some folks trust the citizens and people of a state to use common sense, and some folks only trust the "one size fits all" approach you get in state capitals and Washington, D.C,

Generally speaking you can file in the home state of one of the defendants (the driver or the trucking company if different) or the place where the wreck occurred. If a lawyer fails to check all the places a case can be filed, and files in the wrong state, they are doing a huge injustice to their client. They are also committing malpractice. There is also a choice between state and federal court. Federal court tends to be stricter, and harsher on law breakers, a fact I find beneficial to most of my clients who have been injured by trucking companies violating clear safety standards.

A lazy lawyer simply files with the local state court, never checking to see if there is a better state, or court, to file in. I suppose I like the lazy incompetent lawyer more than the greedy lawyer. A greedy lawyer files a case locally simply because he does not want to split a fee with another lawyer (the fee split should always come out of the lawyers fee unless the lawyer is being hired in as an expert of some type), even though the client would get more money if the case was handled in another state.

Understand that defense lawyers are well aware of the differences in the law and often try to remove the case from the state or court where it was originally filed, into a state or court that does not protect its citizens at the same level. By seeking to move the case to another state and dismiss some of the claims, the trucking company is trying to limit its financial liability -- not trying to spare the family from the pain of testifying or from some other altruistic motive. The injured family must still prove the trucking company was careless, and their other claims are viable in either state or court.

The Law Offices of Morgan Adams concentrates in protecting the rights of those who were seriously injured or lost a loved one in a serious accident with a commercial truck. Our lawyers are based in Tennessee but serve clients throughout the nation. If you or someone you love has been seriously hurt by a careless truck driver, don’t sign anything the trucking company gives you -- contact us as soon as possible at 800-580-4878 or by email to learn more at a free, confidential consultation.

 Morgan Adams is a trial attorney licensed in Tennessee and Georgia. He is listed as a "2008 Mid-South SuperLawyer" (Limited to the top 5% of the lawyers in Tennessee, Mississippi, and Arkansas), is a member of the Million Dollar Advocates Forum (limited to lawyers who have recovered 1 million dollars or more for their clients), and is the Chair-Elect of the American Association of Justice's Interstate Trucking Litigation Group. He has served as chair of the Tennessee Association of Justice's Trucking Litigation seminars since 2004, and is a frequent speaker at national legal education programs, training lawyers to properly handle injury cases involving commercial trucks. 

 

 

Negligence Per Se for Violating FMCSR in Tennessee

I am happy to announce that my case, the first reported case in TN finding a violation of the FMCSR equals negligence per se, has now been reported at: Fortner v. Tecchio Trucking, Inc., 597 F.Supp.2d 755 (E.D.Tenn., 2009) 

The case also deals with the sudden emergency doctrine and several other matters.

Once the defendants realized that the court wasn't going to let them escape responsibility for their actions, the case resolved favorably for my clients.


ABSOLUTE LITIGATORS CONFERENCE - LAS VEGAS NEVADA

I just came back from speaking at the above conference with some of the finest lawyers in the country. I have to say I learned more at this seminar than I have at many of the seminars I have attended over the last several years. The goal of the seminar was to have super specialists come and talk about their small little world in a successful effort to lift all boats.

I spoke on trucking accidents and others spoke on burn injuries, representing the elderly, conversing with conservative jurors, the impact of family law issues on personal injury cases, etc... It was a pleasure listening to those at the top of their field and Gary Gober, http://www.goberlaw.com/attorneyprofile.html, who put this all together, should be commended.

When you talk to your lawyer, ask him: "What seminars have you taught to lawyers in the last six months and on what subjects?" If they can't answer that ask them "What seminars have you attended in the last six months?"

Ongoing legal education, and having exposure to the way different lawyers handle cases, is critical to becoming the best lawyer that a person can be. The funny thing about perfection, if you strive for it long enough you just might get there. Please see my earlier emails on how to hire a Trucking Lawyer for your case.

Cutting Edge Issues in Truck Accident Cases from Las Vegas, New Orleans, and Orlando

I am sorry for being behind on the blog, I was speaking at several seminars, have been actively working with other  trucking lawyers to lobby congress on critical safety regulations (more on this later), and working on my presentations. So where have I been?

I was in New Orleans speaking on "Fatigue in Trucking Cases" at the Southern Trial Lawyers Association, then off to Vegas for the American Association for Justice's Interstate Trucking Litigation Program speaking on "Rollovers" and then, after a few days working on cases, I popped down to Orlando for the Florida Justice Associations Workhorse Seminar and spoke on "Deposing the Safety Director."

While I was gratified by all the kind comments from attendees, more important for my clients was the learning, testing, and discussing of the critical issues in the trucking cases that I have pending. Frankly, any lawyer that does not take advantage of these seminars to discuss with other lawyers, who are experts in the in the field of trucking litigation, the difficult aspects of their clients cases are insane. This gets back to what you look for if you need to hire a trucking lawyer. If your lawyer has not attended at least one trucking specific program every year, for the last five years, you should be looking for another lawyer.

If you thought I was actually going to put all the great ideas I learned from the speakers on the web, for all the defense lawyers to learn and benefit from, I am sorry to disappoint. However I promise to share them with all the defense lawyers when we are in court!

MINIMUM INSURANCE LEVELS ON TRUCKS UNACCEPTABLE

My friend Jeff Burns and I were talking the other day, Jeff also handle trucking cases, and we were talking about how long it has been since the minimum levels of insurance were adjusted on trucks and the impact that had on the public. Jeff pointed out that: 

Congress gave the Secretary of Transportation the authority to set the minimum level of insurance for tractor trailers, but the Secretary could go no lower than $750,000 for property carrying motor carriers. That was in the 1980 deregulation bill (The Motor Carrier Act of 1980). The idea was that since congress was deregulating and taking away a lot of the protections that had been present under the ICC the public deserved greater protection and that it created a barrier of entry into the trucking industry. In place of limited entry into the industry as had been the case under the ICC, Congress called for higher insurance, thinking that the insurance underwriters would not insure companies unless they were in fact safe.

The committee report stated:

"The carrier who wants to maintain high safety levels will be under pressure to cut his costs to meet the prices of his competitors will be under pressure to cut his costs by operating in violation of minimum safety standards.... Insurance companies are equipped to evaluate the performance of the motor carriers. The premiums they assess are in direct relation to the risks they assume. Therefore, an unsafe carrier will have an increased premium, and a totally unsafe carrier may not be able to obtain the insurance necessary to operate, or at best will be at an insurance cost disadvantage."

At that time there were around 27,000 authorized motor carriers. By the turn of the century, after deregulation, there were more than 500,000. Now, no one really knows but it is believed to be over 750,000.

It has been 29 years since the minimum insurance limit was increased. If you go to any present value calculator on the Internet and use a 4% inflation rate you will find that the present value of $750,000, 29 years from now, is about $240,000 in today's dollars. To put it another way, you would need $3,120,000 in today's dollars to equal $750,000 in 1980.

Federal Court Finds Violation of FMCSR to be Negligence Per Se

I was retained in a trucking case recently where my clients were injured when a tractor trailer rear ended them. Liability was strongly fought, the trucker's lawyer blaming a wreck 1/2 mile down the road  for backing up traffic and even my clients, who were fully stopped.  The defendants refused to accept any responsibility for their actions.

The trucker hit my clients because his load shifted. He did not take any steps to secure the load from moving, had told the company before this was dangerous, and was in violation of the FMCSR on cargo securement. We filed a brief requesting the court to find the drivers actions violated the law and the court agreed, granting our motion. The courts memorandum of law is attached: www.truckinjurylawyerblog.com/uploads/file/Neg Per Se on Failing to Secure Load.pdf

This is the first time in TN that the violation of the FMCSR on cargo securement has been found to negligence per se.

Morgan Adams is a trial attorney licensed in Tennessee and Georgia. He is listed as a "2008 Mid-South Super Lawyer" (Limited to the top 5% of the lawyers in Tennessee, Mississippi, and Arkansas), is a member of the Million Dollar Advocates Forum (limited to lawyers who have recovered 1 million dollars or more for their clients), and is the Chair-Elect of the American Association of Justice's Interstate Trucking Litigation Group. He has served as chair of the Tennessee Association of Justice's Trucking Litigation seminars since 2004, and is a frequent speaker at national continuing legal education programs on trucking liability cases.

Ice Falling from Trucks - A Preventable Tragedy

In a snow storm, slabs of ice are formed on the roofs of parked trailers. Unless the ice is removed by the trucking company or the driver, the slabs of ice fall from the tractor trailers onto the highways and passing cars, creating significant danger on our highways. While falling ice has been a known hazard for decades, trucking companies have paid scant attention to the risk it poses. The slabs of ice and snow falling off tractor trailers are often large, and given extra force by the speed of the truck when the ice comes off the trailer, and the speed of the car the ice hits. In fact several deaths have resulted from ice falling from tractor trailers. Legislation has been proposed and passed as a result of these tragedies, now requiring truck drivers to clean the ice off of the trailers in many northern states with long winters. For example:

In New York legislation was proposed in 2005 after the  tragic death of Jessica Smith, who was killed when a 9-foot piece of ice dislodged and flew from the top of an 18-wheel truck into the windshield of a truck traveling in the opposite direction. The driver of the damaged truck consequently lost control of his vehicle and crashed into Jessica’s car, killing her.

In New Jersey in 2008 similar legislation was proposed www.nj.com/news/index.ssf/2008/01/new_jersey_drivers_could_face.html

blog.nj.com/ledgerarchives/2008/01/windshield_wipeout_ice_still_f.html

Similar legislation exists in Pennsylvania firefightingnews.com/article-us.cfm and in other states.

While there are inventors that have identified the problem, and found a solution (see Patent application No. 925794 for a Net Safety Top for a Trailer, filed on 2001-08-09), the trucking industry has failed to adopt any reliable method of preventing the tragic and needless injuries that result from this type accident.

If you know of someone injured by this type of activity contact a lawyer. The accident was not only foreseeable, it was preventable by the trucking company and the truck driver.

To the truck drivers reading this please tell us the methods you or your company use to solve this problem. I would appreciate your telling us what is done when leaving the terminal as well as while on the road. Do you have a 2x4 you run over the truck? Scrape it off by hand? Use one of the patented systems for sale or do you just ignore it, knowing the danger it poses to other motorists on the highways? I look forward to your response.

 

The Critical Importance of Continuing Legal Education in Hiring a Lawyer to Handle Your Trucking Case

I spend a HUGE amount of time lecturing other lawyers at continuing legal education seminars across the country. Why? Because it is important that lawyers stay current in trucking litigation issues if they are to represent families whose lives have been forever changed by a collision. In a small way, I am ensuring justice can come to the families of those I don't represent, and may never know about. Not every lawyer wants to give back to others, and that is their choice. But even if they don't teach, they should at least attend. A lawyer that neither teaches not attends continuing legal education in the area you need a lawyer is not a lawyer you should hire.

If your lawyer has not attended a trucking seminar in the last two years, why not? Ask to see a transcript of the Continuing Legal Education Programs they have attended. That will tell you quickly the areas of law the lawyer deems it important that they stay smart in. If all the courses they have taken are criminal or corporate law, do you really think they are focused, truly focused, on getting justice for those hit by a tractor trailer?

Lets look at a trucking lawyer in Michigan, Steve Gursten. Mr. Gursten  has not only written a chapter in a book about trucking litigation, he has presented at several seminars on trucking litigation topics and is in a leadership position in the American Association of Justice Interstate Trucking Litigation Group as well as a National Advisory Board Member of AITLA.  (Disclaimer, I am also a National Advisory Board Member of AITLA). Don't allow your case to be handled by an inexperienced lawyer. Hire someone that knows what they are doing. If you look at the lawyers continuing legal education, you will have taken a big step in finding the right lawyer for your case.

Final Hours of Service Rule Unchanged - The Public is at Risk

The Federal Motor Carrier Safety Administration Tuesday announced its final hours of service rule, and it remains unchanged from the "interim" rule the trucking industry has been working under after the DC Court of Appeals struck down a similar HOS rule. (See my earlier blog posts on this topic.)

Truck drivers are limited to driving for only 11 hours and working for no more than 14 hours each day. The prior rule limited drivers to 10 hours of driving. This is one of the most frequently violated rules in the trucking industry. The driver's logs, which are supposed to record how the driver spends his time behind the wheel, are frequently called "comic books" in the industry because they are so often faked.

The rule will become effective Jan. 19, 2009, the day before the current administration leaves office.

Public Citizen has been fighting the rule in court since it was first announced in 2005.

In July 2007, the court remanded the Hours of Service rules to FMCSA, ruling that the agency must provide better explanations of its justifications for adopting the 11-hour drive time and 34-hour restart provisions of the rule. In December, FMCSA announced that it was keeping the 11-hour and the 34-hour provisions in an Interim Final Rule. In January, a federal appeals court denied Public Citizen's request to invalidate the Interim Final Rule.

Public Citizen President Joan Claybrook issued a statement denouncing the rule, saying, "FMCSA's rule, which ignores mountains of safety research, authorizes the exact same 11-hours of driving and 34-hour restart provisions of rules past - rules that the court deemed were inadequate. Under the rule, drivers may continue to log a physically and mentally demanding 77 hours behind the wheel in a seven-day period, take a mere 34 hours off, then hit the road to do it all over. In addition, drivers can be required to work 14 hours a day, which includes loading and unloading cargo. The rule also fails to require electronic on-board recorders that are essential to assure effective enforcement of the rule." See:  www.citizen.org/pressroom/release.cfm

 

Ways Insurance Companies Cheat You After an Accident

Recently the American Association For Justice published an article entitled Tricks of the Trade: How Insurance Companies Deny, Delay, Confuse and Refuse . The article goes over methods insurance companies use to cheat consumers out of BILLIONS of dollars annually. You need to read this article to protect yourself from insurance companies and know when you are being mistreated in the claims handling process.

The article does not delve into one of the most common ways consumers are ripped off from insurance companies. What is this? Let me tell you.

I routinely have clients that say that they were treated "fairly" by the adjuster because their "car was fixed." Actually this is one of the biggest ripoffs and one of the first ways you can tell the insurance adjuster is not your friend. You see the insurance company failed to pay you for the depreciation on your car.

What is depreciation? It is the fact that you had a car that was unwrecked, that is now wrecked, and a wrecked car is not worth as much as an unwrecked car even if perfectly repaired. When you go to sell your car no one will take the risk of buying a wrecked car if they can by a similar car that was never wrecked. The only way to entice a buyer to purchase the wrecked car is to lower the price below that of an unwrecked car. In Tennessee you have been able to recover the depreciation of your wrecked car for decades, at least since 1985. THE INSURANCE COMPANY ADJUSTERS KNOW THIS IS THE LAW. DID THEY TELL YOU?

The leading case in Tennessee on depreciation is: Senter v. TN Farmers Mutual Ins. Co., 702 S.W.2d 175 (TN. App. 1985) The case states that the value of a car after a wreck is based on three factors: 1) function 2) appearance and 3) value. Function and appearance may be determined by the cost of repairs. Value, however, must also consider the fact that a car that is wrecked is not worth as much as a car that has never been wrecked. (The case suggests a 15% decrease in value from book value but the actual amount will vary from car to car and there is no set value.)

 

Morgan Adams is Board Certified as a Tractor Trailer Litigation Specialist* by AITLA

Morgan Adams was board certified as a tractor trailer specialist* by the Association of Interstate Trucking Lawyers of America on Friday, October 24, 2008. The exam, administered by a judge, consisted of essay, multiple choice and other relevant questions on commercial motor vehicle litigation. The comprehensive test covered the commercial drivers license manual, the federal motor carrier safety regulations, other regulations involving commercial vehicles as well as legal issues unique to tractor trailer and other commercial vehicles. There are only a handful of lawyers certified as tractor trailer/bus/commercial motor vehicle specialists* in the nation.

 

*Certification as Tractor Trailer Litigation Specialist is not currently recognized by the state of Tennessee and has not been approved by the Tennessee Commission on Continuing Legal Education and Specialization

What Every Car Wreck Lawyer Needs to Know About a Truck Wreck Case

I am pleased to announce that my presentation at the American Association of Justice (AAJ) 2008 Annual Convention in Philadelphia was selected for publication by the organization. The article appears in the Fall 2008 issue of the Motor Vehicle Collision, Highway & Premises Liability Section newsletter. This section is the largest litigation section in AAJ. The article covers basic areas that a lawyer should consider when handling a tractor trailer case. For a copy of the article see: www.truckinjurylawyerblog.com/uploads/file/What Every Car Wreck Lawyer Needs to Know About a Truck Wreck Case, MVA Section Published Fall 2008.pdf 

Trucking Insurance Premiums Fall Dramatically - Time to Raise the Minimum Limits?

Throughout 2005 and 2006 there were only 11 or 12 insurance companies available that primarily covered tractor trailers. Today, that number has risen to over 25. The increase in competition lowered prices.

In his recent article, Premiums Fall 10% to 50% As New Firms Enter Market, Frederick Kiel describes the effect that the drop in premiums has on the trucking companies, as these new insurance companies are offering across the board rates to trucking companies in an effort to compete for their business. Regardless of whether a truck has a perfect record or a poor record, low rates are being offered. The article states, “’The fleets with good records are getting very good rates, but even the guy with a bad record can find insurance for a good price,’” said Jack de la Cova, the chief executive officer of Insurance Network Specialties Inc, based out of Plantation, Florida.

These new insurance companies are offering low premiums in an effort to gain new business, a trend that has been seen intermittently since the 1980s. Perhaps now is the time to look at the minimum insurance required to be carried by tractor trailer companies. Congress set the minimum rates back in 1984 at $750,000 for some companies with most being required to carry $1,000,000. Inflation and time have eroded the value of the coverage. Medical bills and the costs associated with catastrophic injuries have risen dramatically. Today, in a catastrophic case, the minimum limits are paid and quickly spent. The injured are then left for the taxpayer to pay for through medicaid or some other assistance program.

The time is right to increase the minimum insurance requirements of a trucking company.

My thanks to Jacquie Bretell who contributed to this article.

Recommended Lawyer Steve Gursten Wins 5.65M for Client

If you have been reading my blog for any length of time you know I have a strong opinion that people should only hire litigation specialists when they, or a loved one, have been injured by others. I have recommended several of these lawyers by listing them on my firm website www.TennesseeAccidentLaw.com I am pleased to announce that one of the recommended lawyers, Steve Gursten, has just received a $5.65 million dollar verdict for a client.

Steve's client received serious injuries, to include a brain injury. The recommended lawyers listed on my website are all capable of similar results and I once again recommend you hire a specialist with a case involving serious injury or death. What is more, you should hire them early. Remember that insurance companies are working against your case at the very same time they are telling you "don't worry, we will take care of you."  In fact, every insurance company in the U.S. will hire a lawyer, for the person who caused the collision, if they don't have the money to hire a lawyer for themselves!

Steve and I lecture together frequently so I know of his outstanding legal knowledge and ability. Not every lawyer is capable of handling a brain injury case, or in being able to adequately advise a client to reject large settlement offers. In Steve's case the defendants offered 1 million dollars, right before trial, which was properly rejected by Steve's client.

If you would like to read more about this verdict see: www.michiganautolaw.com/auto-lawyers-blog/2008/08/26/truck-accident-jury-verdict-is-one-of-the-largest-in-macomb-county-michigan/

Defense Medical Exams v. Independent Medical Exams

Every defendant in Tennessee is entitled to have a doctor of their choosing examine the plaintiff to make sure the plaintiff's complaints are legitimate. These exams are not independent medical exams! These exams are Defense Medical Exams because the defense lawyer, and the defendant's insurance company, pick the doctor who will best represent the defense interests and hurt the plaintiff's case. Juries should be aware of the profound bias of these hand picked doctors who sell thier opinions for thousands of dollars.

If the defendants fail to even produce one of these hand picked paid opinion witnesses it really means that the defense lawyer, and the insurance company, could not get even the most biased defense doctor to contradict the treating doctors opinion about the plaintiff's medical condition.

In cases where the defendants do want a defense medical exam, because the defendants get to choose the doctor, the plaintiff's lawyer should always request to videotape the defense doctor's examination so the jury, and the plaintiff's doctor, can see what was actually done and said during the examination. This allows the jury to evaluate what really went on and how biased the doctor really is. For example defense doctors frequently fail to put down helpful facts and information told to them by the plaintiff and only list items that hurts the palintiff's case. The only way to avoid this is by making a record of the visit. The best way to make a record is by videotaping the DME exam.

For those interested, I had a request for a defense medical exam come up in a trucking case recently. The brief I filed is attached, see: uploads/file/Brief in support of videotaping DME 5_5_08.DOC The defendants told me the doctor was going to refuse to allow to have his exam of my client videotaped! I think after reading this blog we all know why.

ALLSTATE RANKED AS WORST INSURER FOR 2008!

So who is the worst auto insurance company in the United States? Acccording to a recent article that insurance company is Allstate. This topic is of such importance that hte entire article is posted below. Is Allstate the worst? You be the judge. The article says:

Insurance Industry Employs "Deny, Delay, Defend" Strategy, Puts Profits Over Policyholders

WASHINGTON, DC – Allstate ranks as the worst insurer for consumers, according to a comprehensive investigation of thousands of legal documents and financial filings.

The rankings show a distinct pattern of insurance industry greed amongst 10 companies that refuse to pay just claims, employ hardball tactics against policyholders, reward executives with extravagant salaries, and raise premiums while hoarding excessive profits.

"While Allstate publicly touts its 'good hands' approach, it has instead privately instructed its agents to employ a 'boxing gloves' strategy against its policyholders," said American Association for Justice CEO Jon Haber. "Allstate ducks, bobs and weaves to avoid paying claims to increase its profits."

Allstate (NYSE: ALL) set the standard for insurance company greed and placing profits over policyholders. Allstate contracted with consulting giant McKinsey & Co. in the mid-1990s to systematically force consumers to accept lowball claims or face its "boxing gloves," an aggressive strategy designed to deny claims at any cost. One Allstate employee reported that supervisors told agents to lie and blame fires on arson, and in turn, were rewarded with portable fridges.

Thousands of court documents, materials uncovered from litigation and discovery, testimony, complaints filed with state insurance departments, SEC and FBI records, and news accounts were reviewed to compile the rankings and statistics.

The rest of the rankings are as follows:
2. Unum (NYSE: UNM) – Unum's actions are even more shameful considering the type of insurance it sells: disability. Unum's behavior was epitomized when it denied the claim of a woman with multiple sclerosis for three years, stating her conditions were "self-reported," contrary to doctors' evaluations. In 2005, Unum agreed to a settlement with insurance commissioners from 48 states over their practices.
3. AIG (NYSE: AIG) – The world's biggest insurer, AIG's slogan was "we know money." AIG, described by commentators as "the new Enron," has engaged in massive corporate fraud and claims abuses. In 2006, the company paid $1.6 billion to settle a host of charges.
4. State Farm – State Farm is notorious for its deny and delay tactics, and like Allstate, hired McKinsey consultants. State Farm's true motives became apparent during Hurricane Katrina; for example, it employed multiple engineering firms until they could deny the claims of the Nguyen family of Mississippi. In April 2007, State Farm agreed to re-evaluate more than 3,000 Hurricane Katrina claims.
5. Conseco (NYSE: CNO) – Conseco sells long-term care policies, typically to the elderly. Amongst its egregious behavior, the insurer "made it so hard to make a claim that people either died or gave up," said a former Conseco-subsidiary agent. Former Conseco executives were fined when they admitted to filing misleading financial statements with regulators.
6. WellPoint (NYSE: WLP) – Health insurer WellPoint has a long history of putting profits ahead of policyholders. For instance, California fined a WellPoint subsidiary in March 2007 after an investigation revealed that the insurer routinely canceled policies of pregnant women and chronically ill patients.
7. Farmers – Swiss-owned Farmers Insurance Group consistently ranks at or near the bottom of homeowner satisfaction surveys, and for good reason. For example, Farmers had an incentive program called "Quest for Gold" that offered pizza parties to its adjusters that met low claims payments goals. Like Allstate, it also hired the McKinsey consultants.
8. UnitedHealth (NYSE: UNH) – The SEC opened an investigation into former UnitedHealth CEO William McGuire for stock backdating, which ultimately led to his ouster in 2006 and returning $620 million in stock gains and retirement compensation. Physicians have also reported that their reimbursements are so low and delayed by the company that patient health is being compromised.
9. Torchmark (NYSE: TMK) – According to Hoover's In-Depth Company Records, Torchmark's very origins were little more than a scam devised to enrich its founder, Frank Samford. Torchmark has preyed on low-income Southern residents and charged minority policyholders more than whites on burial policies.
10. Liberty Mutual – Like Allstate and State Farm, Liberty Mutual hired consulting giant McKinsey to adopt aggressive tactics. Liberty's tactics were highlighted when a New York couple's insurance was "nonrenewed" by Liberty, even though they lived 12 miles from the coast and never experienced weather-related flooding.

Financial documents also revealed extravagant profits and executive compensation while policyholders' claims were routinely delayed and denied:
• Over the last 10 years, the property / casualty and life / health insurance industries have each enjoyed annual profits exceeding $30 billion.
• The insurance industry takes in over $1 trillion in premiums every year. It has $3.8 trillion in assets, more than the GDPs of all but two countries.
• The CEOs of the top 10 property / casualty firms earned an average of $8.9 million in 2007. The CEOs of the top 10 life / health insurance earned an average of $9.1 million.
• The median insurance CEO's cash compensation is $1.6 million per year, leading all industries.

To see how consumers can hold the insurance industry accountable and view a full copy of the study, visit http://www.justice.org/docs/TenWorstInsuranceCompanies.pdf

Morgan Adams Quoted in Lawyers USA as Trucking Expert

Recently I was contacted by Lawyers USA, one of the nations largest legal publications, to discuss trucking in the 21st century. The resulting article is entitled: Tech Devices Leave Trail of Evidence in Trucking Litigation and was written by Sylvia Hsieh at sylvia.hsieh@lawyersusaonline.com  To view the entire article please see:  www.lawyersweeklyusa.com/index.cfm/archive/view/id/431123

18-Wheeler Driver Violating Federal Regulations Kills Deputy and Firefighter in North Carolina

According to the Associated Press a tractor trailer was driven through blinding fog and smoke on a coastal highway in North Carolina, near Marine Corps Base Camp Lejeune, and struck and killed  Deputy Steven Boehm and a Firefighter Gene Thomas early Saturday, killing them. The deaths were tragic and, worse, easily preventable.

The Federal Motor Carrier Regulations, specifically 392.14 states that "extreme caution in the operation of commercial motor vehicle shall be exercised when hazardous conditions, such as those caused by ....fog....or smoke, adversely effect visibility or traction. Speed shall be reduced if such conditions exist. If conditions become sufficiently dangerous, the operation of the commercial motor vehicle shall be discontinued..."  Clearly the driver did not pull over when he should have and drove blindly into the fog and smoke. The driver had no idea what was before the tractor trailer as he traveled down the road and was driving faster than his ability to see a person, recognize that someone was in the road, and then stop. The only other alternative is that the driver did this intentionally. Can anyone else think of another explanation?

It is tragedies like these, where a delivery schedule and a few dollars are given a higher priority than life, that truly make me angry. I am sure the driver and his company are "sorry." I am also sure that insurance adjusters are, as I write this, talking to the families of these men, telling them that it was a "terrible accident" and they will "do the right thing" by the family. In my opinion unless they explain that the FMCSR's were violated for profit, and that they either didn't train the driver because they were too cheap to have a safety program, or had such a culture that the driver felt he had to keep driving to deliver the load even though he couldn't see, justice won't be done. They should also, to be fair, tell the families that while they are grieving, and making funeral arrangements, the tractor trailer insurance company has hired investigators, photographers, and others to protect the insurance company, not the families. This insurance investigation team, called a rapid response team in the industry, starts to work as soon as the collision is reported. Their job is  to make sure the fault of the trucking company is minimized in every possible way. I think not telling the family all of this is what an adjuster means when he says the insurance company will "do the right thing." They mean do the right thing by the insurance company. They sure are not out there protecting the family.

If anyone knows these families and wants to give them my name I will be happy, free of charge and with no obligation, to tell them exactly what needs to happen to protect their rights and find out why this tragedy really happened and what is being hidden from them. If these families don't get in touch with a lawyer with trucking experience they may get some money, but they will never get justice.

This is not how I had planned to write my Father's Day blog. Tonight I will pray for the families and ask that you do so as well.

 The Law Offices of Morgan Adams represents plaintiffs in wrongful death and catastrophic injury cases arising from motor carrier accidents across Tennessee, Georgia, and throughout the country.  Morgan Adams is an Officer of the Interstate Trucking Litigation Group, American Association for Justice and one of only two lawyers in the country honored with the Life Member Award by the Association of Interstate Trucking Lawyers of America. He has served as chairman of the Tennessee Association of Justice’s Trucking Litigation Seminar since 2004. Morgan Adams’ firm focuses on cases arising from truck wrecks and accidents (tractor trailer accidents, truck wrecks, bus wrecks, semi truck wrecks,18 wheeler truck wrecks, big rig truck wrecks, log truck wrecks, dump truck wrecks, rollovers, cement mixers, tanker truck wrecks, fires and explosions involving trucks, hazardous chemical and materials truck and tanker wrecks.)

Morgan Adams Selected to the National Advisory Board of AITLA (The Association of Interstate Trucking Lawyers of America)

I am happy to announce I have been selected to be on the 2008-2009 National Advisory Board of AITLA. The organization describes this honor as follows:

The National Advisory Board of the Association of Interstate Trucking Lawyers of America is an unpaid voluntary group of lawyer citizens from across America who have agreed to provide the association with innovative guidance and counsel in the methods of learning, litigation and legislation to help us to achieve our association's stated mission.

Our National Advisory Board members include lawyer citizens who are recognized leaders in their profession, many of whom have been voted by their peers to elected offices in their respective local or state bar associations, or state, local or national trial lawyer associations or litigation groups. Our board also includes frequent speakers at local, state or national continuing legal education programs on the subject of interstate trucking litigation or trial practice. Some are nationally recognized authors on interstate trucking litigation.

Membership on this board is by invitation only. Membership is limited to a group of not more than 50 lawyer citizens from across America. Board members agree to work within our association to help us to achieve a substantial reduction in the thousands of traffic deaths and injuries that occur each year on America's highways that are caused by unsafe trucking companies who choose to operate in violation of the Federal Motor Carrier Safety Regulations.

Prior to extending an invitation to any lawyer to serve on our National Advisory Board, careful consideration is given to a number of important criteria, including each potential board member's knowledge, reputation, litigation record and qualifications in interstate trucking litigation. There is no "big firm" requirement to serve on the board. More importantly, there is a "big heart" requirement. To help determine that last element of qualification, a personal interview is conducted prior to extending an invitation.

AITLA - The Association Of Interstate Trucking Lawyers of America

A new organization for lawyers who represent victims of truck, bus, and commercial motor vehicle accidents was recently founded. The organization is limited to those lawyers who represent individuals against these large companies and their huge insurance companies. See:  www.aitlamerica.com/CrashVictims.aspx 

AITLA is the counter to the long established Trucking Industry Defense Association (TIDA) whose members are allowed to only represent trucking, bus, and commercial motor vehicle companies, insurance companies, and at fault commercial drivers. If you represent individuals who have been harmed by the trucking industry you can't be a member. See their web site at: www.tida.org  TIDA was founded in 1993 and has 1,200 motor carriers, trucking insurers, defense attorneys and claims servicing companies as satisfied customers.

I previously posted a blog on how to choose a trucking lawyer. Let me now add that if the lawyer you are considering hiring for your case is not a member of AITLA, you should consider another lawyer. Trucking cases are complicated, hard fought, and require specialization and most lawyers simply don't have the depth of knowledge necessary to handle these cases.

Tennessee Bar Association Picks Me For Its First Ever Webinar

A few months ago I was invited to be the lawyer, out of all the lawyers in the state of Tennessee, to give the very first webinar for continuing legal education (CLE) sponsored by the Tennessee Bar Association. A webinar is a live streaming video that you can watch on your computer in the comfort of, well wherever your computer has access the Internet. I was honored and accepted the invitation. I guess all the feedback the TBA received from the lawyers that have attended my past  presentations was more favorable than I had any reason to believe. Let me take a moment to thank all of the lawyers who were kind enough to listen to me, ignore my gaffes, and were then gracious enough to tell someone in charge that I knew what I was talking about. I really appreciated having this opportunity to make history.

On Thursday, May 15, 2008 , the Tennessee Bar Association's first webinar for CLE credit became a reality. I spoke into a camera for an hour (it was very weird not speaking to a roomful of people with whom I can interact. I had no feeling on whether I could move faster with the material or if I needed to slow it down and explain some of the more complicated regulations and issues). Regardless, history was made and I really feel like I am part of the twenty first century now. The seminar is now on line for anyone to see at: www.tnbaru.com/CLE/catalog_course_details.php  The TBA does charge for access to the presentation and materials.

My topic, as you might have guessed was "Handling the Tractor Trailer Case" and I barely scratched the surface in the hour. As part of the presentation there was a paper and I also provided over 150 pages of examples of critical documents that are necessary for any lawyer to be familiar with if they are handling a trucking case. Other than being sick at  the time, and the TBA having some slight technical glitches, the live streaming web broadcast was a success with a record crowd in attendance. OK, it had to be a record, it was the first one!

My next seminar will be a short national tele-seminar on Tuesday, May 20, 2008, for the American Association for Justice. I am speaking about a new bit of trucking technology, the Electric On Board Recorder. More on this later.

Tennessee Industry Roadblock Takes 36% of Inspected Trucks of the Road for Violations

Staff writer Ben Benton of the Chattanooga Times Free Press reported Thursday, April 12, 2008, on the statistics from the Tennessee Industry Road Block at Monteagle, Tennessee. The Roadblock was run by the Tennessee Highway Patrol's Commercial Vehicle Division. The results?

  1. 2310 Trucks went through the inspection site in the time the roadblock was set up.
  2. 41 trucks were inspected (my calculation shows that is 1.8 percent of the trucks)
  3. 12 trucks were removed from the road (apparently for mechanical/equipment issues)
  4. 3 drivers were removed from the road for violations (typically hours of service violations but the article didn't say)

Thus out of 41 trucks inspected 15 were on the road in violation of regulations ranging from being overweight (which means the truck can't stop as fast as a properly loaded truck and other problems associated with exceeding the design capacity of the truck) to an airline problem which could eliminate braking capacity for a tractor trailer (truck brakes are typically air brakes). This is a 36.5% failure rate of inspected trucks.

What does a 36.5% failure rate mean? The article states "more than 9 million trucks" pass through Tennessee. Given that number, and a 36.5% failure rate, that means 3,285,000 trucks IN TENNESSEE ALONE shouldn't be on the road. Perhaps what is worse a trucking company official, who was also present with Mr. Benton and quoted for the article, stated "Everything the Troopers do on inspections is what the driver should do every morning before he leaves." This means the companies either fail to train the drivers in how to do a proper FMCSR pretrip inspection or the company has fostered a safety attitude that allows the driver to believe he can get away with a poor inspection.

The implications for Tennessee, and the rest of the country, are serious. Trucking companies must crack down on safety issues within their fleets before more tragedies occur. It is far cheaper to conduct a proper inspection than it is to deal with litigation after a collision caused by a problem that should have been corrected before the truck left the terminal.

DRIVECAM REDUCES LITIGATION AND MAKES FOR SAFER DRIVERS

I just returned from a presentation by DriveCam www.drivecam.com that could really help trucking companies reduce claims AND eliminate risky drivers from their fleet. DriveCam works much like an event data recorder discussed in prior blogs. Essentially it is a camera mounted in the cab of the truck that will retain several seconds of video of both the driver and what is in front of the truck before and after an emergency event like hard braking, swerving, collision, etc... The information is automatically transmitted, wirelessly, to DriveCam headquarters for a safety analysis and then on to the trucking or bus company. Companies can then look at the data, EVEN IF THERE IS NOT A WRECK, to see what if any driver errors there were in creating the emergency situation. Was the driver following too close? Did a car swerve in front of them and cut them off? DriveCam allows company officials to review and to recognize safe drivers for preventing accidents and penalize dangerous drivers for causing accidents.

If DriveCam data exists it will immediately prove, or disprove, the cause of a collision. Juries will no longer have a he said, she said, situation in court. Trucking companies will either have a defense or will be able to admit liability, and accept responsibility,  for what happened without the burden and expense of a trial. It would appear that everyone would benefit.

I realize that some drivers may feel big brother has entered the cab. I would love to hear from drivers who were saved from punishment or a lawsuit because of DriveCam proof as well as from any driver who feels they were punished unfairly by the DriveCam system.

 

AAJ'S 2008 NATIONAL TRUCKING SEMINAR

I just returned from the American Association for Justice's 2008 Trucking Litigation Seminar where, with hundred's of lawyers from around the country, we gathered together to talk about the complicated world of tractor trailer litigation. The program was designed to teach lawyers new to the area of trucking litigation how to handle cases and to give experienced lawyers new tips and insights to take their practices to a new level. It was a great seminar and I would like to thank all the staff at AAJ who made it possible as well as this year's chair of AAJ's Interstate Trucking Litigation Group Steven Gursten from Michigan. So what did we discuss?

I presented a program on the Direct Examination of the Accident Reconstructionist, a critical witness in a trucking case that can make sense of conflicting witness statements and the physical evidence left at a crash scene. Other speakers and their topics included:

  1. Michael Leizerman - How to Discover Service Violations and What to do With Them
  2. Edward Hershewe - Convincing Arguments fro Damages in Trucking Cases
  3. Steven Friedman - Spoliation of Evidence
  4. Stephen Gorney - Technology Update in Trucking Cases (GPS, Black Boxes, and On    Board Computer Operating Systems)
  5. Emily Hawk Raley - Truck Driver Training and Standards
  6. Sylvester James - Themes in Trucking Cases
  7. Eddie Davidson - Jury Selection in a Trucking Case
  8. James Sloan - Investigating the Crash and Accident Reconstruction
  9. Kenneth Shigley - Understanding NHTSA
  10. Robert Bailey - Crafting the Trial Story for Trucking Cases
  11. Richard Holmes - Common Pitfalls in Handling Trucking Cases - The Defense Perspective

Specialized programs like this make a huge difference in a lawyer's ability to handle trucking cases. It puts the sharpest legal minds together in one room talking about one thing, how to handle those tragic cases where someone was injured or killed from a crash with a tractor trailer. The faculty did an outstanding job and are to be commended for all their hard work. I was honored to be asked to speak and  be a part of such a highly respected group.

 

 

Court of Appeals Increases Danger on the Roads and Rejects 10 Hour Rule for Truckers

The U.S. Court of Appeals, for the District of Columbia Circuit, on Wednesday, January 23rd, denied Public Citizen’s motion to vacate the interim regulations adopted by the Federal Motor Carrier Safety Administration (FMCSA), keeping in place the rule increasing the time drivers are allowed behind the wheel from 10 hours to 11. The 10% increase in driver's hours was previously struck down by this very court.

The governments retention of the 11 provision is a major blow for safety in this country given the increased use of trucks and the decline in the number of available drivers. According to the American Trucking Associations own studies the trucking industry was 20,000 drivers short in 2004 and it estimated the industry would be short 111,000 drivers by 2014. This means less qualified drivers will be driving longer hours. Please see my earlier posts on the HOS issue.

YOU SHOULD CALL OR WRITE YOUR CONGRESSMAN AND TELL THEM 11 HOURS IS TOO MANY TO BE BEHIND A WHEEL OF AN 80,000 pound tractor trailer.

A copy of the one page order allowing the FMCSA 11 hour rule to remain in place may be found at:

www.truckinjurylawyerblog.com/Order On HOS Rejection Petition to Enforce Jan 23, 2008.pdf

Preventing Tractor Trailer Rollovers

Training remains the number one way to prevent truck rollovers according to government and industry officials. A 2007 report by Battelle Memorial Institute for the FMCSA found “75% [of rollovers] are attributed to driver error.” The primary cause was running off the road, caused by driver fatigue or inattentiveness.”

Trucking companies could reduce rollovers by the following: Lowering a trailer 3” would reduce rollovers approximately 12% annually. A wider trailer track, from 96” to 102”, would reduce rollover’s 17%. The study found the average cost of a rollover was $600,000 and that for every dollar spent on stability control devices the company would save $2.20. According to Steve Niswander, vice president of safety and policy regulatory relations for Groendyke Transport, driver training is still the most effective way to present crashes. (See Transportation Topics, December 10, 2007, p11)

ATA to Leave Owner Operators Without Workers Compensation Insurance

The American Trucking Association (ATA) has announced plans to lobby states to put large truck company profits over the well being of owner-operators (O-O) (See Transportation Topics, December 10, 2007 page 1). Specifically the ATA stated that they were lobbying states to ensure owner operators were exempted from workers compensation laws (stating O-O’s had to be covered by workers compensation insurance by the companies that hired them) since it was clear that any federal legislation taking away this benefit would not pass. 

Workers compensation protects O-O’s by insuring that, if they are hurt on the job, they can get their medical bills paid and have a small income until they heal. Under the laws of many states O-O’s are considered employee’s for purposes of workman’s compensation. This is because the trucking companies dictate the route, times, and frequently provide the truck to the O-O on a payment plan. In my experience the payments under the workers compensation system are never enough to keep the O-O’s truck from being repossessed, but are sometimes enough to keep the driver’s house out of foreclosure until the driver can go back to work. If the large companies don’t cover workers compensation for the small O-O, then many will go without insurance or go to work for a larger company. If the O-O goes without insurance, and is injured, it is the taxpayer that will eventually pick up the medical bills.

These O-O’s are frequently mom and pop drivers and often reflect the finest ideals that the trucking industry has to offer. They are pursing the American dream of owning their own business and making that first step. While any other employer would have to cover workers compensation insurance, the trucking companies want to shift this cost to the O-O who already are facing all the costs of higher fuel and taxes, with none of the pricing power of the larger companies to pass these costs on. The ATA should be ashamed of its position on this issue.

FMCSA TAKEN BACK TO COURT FOR HOS RULE

It is not surprising that the FMCSA was taken back to court as they proposed keeping the 11 hour rule which has been struck down by the courts. This topic has been discussed in my prior blogs extensively. The proposed rule is simply dangerous. The safety studies cited for safer highways fail to take into account introduction of technology that decreases collisions. The selective nature of the studies chosen, and willful turning of a blind eye on the part of officials who expect to be working for the trucking industry at some point, is something I thought I would only see in third world countries.

Sen. Frank Lautenberg (D-N.J.) said during a Dec. 19 hearing. “Despite two unanimous federal court decisions . . . the FMCSA is going forward as if the court said nothing at all.” Lautenberg said he believed “the administration’s proposed rule is a sham, and so do our courts. They’ve said so twice.” He added that since FMCSA has been “giving us reason to question their priorities and their commitment to safety, it is time for Congress to get involved.”

I agree. Please write your Representatives and let them know that this proposed rule is dangerous and they should actively oppose lengthening the hours truck drivers are on the road. Put it to them simply, ask "How is your driving after 11 straight hours on the road? Is it better or worse than when you started?" I think we all know the answer to those questions. Let us hope congress and the courts do as well because it is clear that the FMCSA won't admit the answer.

Important Information to Determine in a Rollover

The following is some of the information needed to determine fault in a rollover of a tractor trailer. Generally this information is determined and presented ot teh court by an accident reconstruction expert, generally an engineer. Nonetheless a lawyer must be familiar with teh following in order to understand where the other sides expert is "cooking the books." If your lawyer is not familiar with the following, consider hiring a lawyer with more experience:

Center of mass formula. The formula to determine the center of mass location is: the total moments ÷ the total weight = the center of mass.


Datum used for accident reconstruction measurements (a datum is an imaginary plane from which all measurements are taken), arm (the distance that a weight is located from the datum), moment (the product of weight x its lever arm).


Track width - Measured to the center of the tire, or to the center of the dual wheels.


Rollover threshold – a ratio of vehicle center of mass-to-track width. This predicts at what lateral acceleration the vehicle or component will roll over.

Rollover threshold formula – the rollover threshold formula is: rollover threshold = track width ÷ height of the center of mass. RT = 1/2 TW/CM
If the rollover threshold exceeds the coefficient of friction of the road surface, there will be a spin out instead of a rollover.  If the rollover threshold is larger than the coefficient of friction, and the vehicle rolled over, there is a mistake somewhere in your calculations or measurements. Therefore, if the coefficient of friction of the road surface is .40, and the rollover threshold is .46, the vehicle should spin out.

Rollover velocity formula – the rollover velocity formula is: rollover velocity = √ radius of the curve x gravity x rollover threshold. As the combined center of mass displaces laterally, it is no longer perpendicular to the track width. The effective track width (TW1) should be determined by measuring the distance from the center of the dual wheels to a point perpendicular to the shifted location of the combined center of mass. This is done by subtracting x from TW. To see how much this would change the original result, subtract x from the track width and recalculate the velocity formula. By allowing for center of mass displacement, the speed is lowered by 5 miles per hour. Therefore, suspension displacement has to be accounted for in reconstructions.

FMCSA ENDANGERS PUBLIC BY PROPOSED HOURS OF SERVICE REGULATIONS

The Federal Motor Carrier Safety Administration (FMCSA) has issued an Interim Final Rule (IFR) putting into place the same 11 Hours of Service Regulation (HOS) that was struck down, only a few months ago, by the courts as being unsafe. The press announcement from the FMCSA on this issue can be found  at:   www.fmcsa.dot.gov/about/news/news-releases/2007/121107.htm

Predictably, the American Trucking Association (ATA) welcomed the IFR on the drivers’ Hours of Service. From a company owner's standpoint  the IFR makes since because anything that allows a driver to spend more time on the road puts more dollars in their pockets. From the publics standpoint, having tired truckers on the road only leads to tragedies. My firm has been honored to represent many of these families, whether victims or heirs, and tired truckers are dangerous.

One of the major flaws with the FMCSA and the ATA's position (that the 11 hour HOS regulation is safer than the 10 hour HOS) is that they fail to take into account the other safety equipment that is becoming prevalent in the trucking industry. Please see my prior posts for examples.

Is it any surprise that the FMCSA officials leave government service to join ATA companies and ATA companies provide officials to the FMCSA and the government? Clearly the fox is guarding the hen house in the FMCSA.



 

U-HAUL AT FAULT FOR FAILING TO INSTRUCT RENTER IN THE SECURING OF A LOAD IN $15.5 MILLION DOLLAR CASE

A Washington State jury awarded $15.5M last week in a case where U-HAUL failed to properly instruct one of its rental drivers in how to properly load one of its rental trucks. The load was improperly secured causing a large piece of furniture to fly out and strike a woman driving a car behind the truck. The furniture went through her windshield causing catastrophic injuries.  

The woman was blinded in the auto accident and continues to undergo surgical procedures to reconstruct her face, as well as suffering brain injuries.

U-Haul International, Inc was found to be 67% at-fault  and the renter of the U-Haul trailer was found to be 33% to blame.  The jury found that the lack of instruction and clear warning to customers on how to properly secure materials they were transporting made U-Haul more at fault for the accident then the driver's failure to ensure the stability of the furniture he was transporting. 

Federal law requires truck operators to secure their loads but these laws are not always enforced.
The "failure to secure the load" cases are far less obvious than a rear end tractor trailer case. It is the truck driver's responsibility and the loader's responsibility to secure the load as prescribed by the U.S. Department of Transportation and Federal Motor Carrier Safety Administration.

Our lawyers have handled a number of these cases and are familiar with the trucking and loading experts around the country who specialize in making sure vehicles are safely loaded. If we can help in any way, or if you have questions about this type of wreck, please fee free to call or email.

Health Insurance Companies Steal From Accident Victims

Most people who pay for medical insurance think that all those premiums will pay for their medical treatment, in full, if they are ever hurt in an accident. Today's Wall Street Journal makes it clear that this is not true. In fact in many cases the insurance company gets to keep the premiums AND you have to reimburse them anything they spent on your care. In short they pay nothing, not even sharing in the attorney fees and costs that were required to recover the funds, much less compensating the victim and their families for the time and effort spent making the recovery. Please contact your Congressman and let them know you are opposed to this practice, which is allowed under federal law, unless the victim has been "made whole" by the terms of the settlement.

The case example in the article involves the maimed survivor of a Tractor Trailer collision. There are things experienced lawyers can do to minimize the unfortunate result below and, while all insurance companies claim they are entitled to full reimbursement, in reality some are not. Our office routinely fights these battles and it is with great sorrow we see the below outcome, leaving the victim to survive on taxpayer funded health care while WalMart's Insurance company recovers every penny it paid out despite years of receiving premiums. The victim loses, the taxpayer's lose, and the insurance company executives get to give themselves another raise.

The article speaks for itself and is pasted below:

Accident Victims Face Grab for Legal Winnings
Wal-Mart Paid Bills For Mrs. Shank, Then Sued for Money Back
By VANESSA FUHRMANS
November 20, 2007; Page A1
JACKSON, Mo. -- A collision with a semi-trailer truck seven years ago left 52-year-old Deborah Shank permanently brain-damaged and in a wheelchair. Her husband, Jim, and three sons found a small source of solace: a $700,000 accident settlement from the trucking company involved. After legal fees and other expenses, the remaining $417,000 was put in a special trust. It was to be used for Mrs. Shank's care. Instead, all of it is now slated to go to Mrs. Shank's former employer, Wal-Mart Stores Inc. 

Two years ago, the retail giant's health plan sued the Shanks for the $470,000 it had spent on her medical care. A federal judge ruled last year in Wal-Mart's favor, backed by an appeals-court decision in August. Now, her family has to rely on Medicaid and Mrs. Shank's social-security payments to keep up her round-the-clock care.

"I don't understand why they need to do this," says Mr. Shank on a recent visit to the nursing home, between shifts as a maintenance worker and running a tanning salon. "This girl needs the money more than they do." Mrs. Shank, who needs help with eating and other basic tasks, spends more time alone since Mr. Shank had to let her private caregiver go. At some point, he says, she may have to be moved from a private to a semi-private room in the nursing home where she lives.
The reason is a clause in Wal-Mart's health plan that Mrs. Shank didn't notice when she started stocking shelves at a nearby store eight years ago. Like most company health plans, Wal-Mart's reserves the right to recoup the medical expenses it paid for someone's treatment if the person also collects damages in an injury suit.

Until recently, many employers didn't vigilantly enforce the provision, and some states and federal courts didn't think the claim held water. But as the cost of covering workers continues to escalate, employers and health plans are getting more aggressive about going after the money. A Supreme Court ruling last year also has given them a clearer legal map to suing employees and winning.
In insurance circles, the recovery practice is called "subrogation." Employers and insurers say it's necessary to ensure that medical expenses aren't paid twice. By recovering those costs from someone who's been compensated elsewhere, they argue, they're saving money for everyone on the plan.

Sharon Weber, a spokeswoman for Wal-Mart, declined to discuss the details of the Shanks' case, but said the company was obliged to act in the interest of the health benefits of its employees as a whole. "While the case involves a tragic situation, our responsibility is to follow the provisions of the [company health] plan which governs the health benefits of our associates," she said.
"Employers are trying to make sure these plans run as efficiently as possible," says Jay Kirschbaum, a senior vice president at global insurance broker Willis Group Holdings. "They also have a fiduciary duty to the plan and the entire group of employees that are covered by it."

The Recovery Practice
Already, the recovery practice is one of the variables that plaintiffs lawyers are considering as they decide whether it's in their clients' interests to participate in the $5 billion offered by Merck & Co. to settle lawsuits over its painkiller Vioxx. Health plans recovered sizable amounts for medical expenses from other big product-liability settlements, such as for the "fen-phen" diet-drug combination and Sulzer Orthopedics' hip implants. Many insurers and the employer plans they administer are expected to pursue a piece of the Vioxx settlement.

In cases like the Shanks', where injuries and medical costs are catastrophic, accident victims sometimes can be left with little or none of the money they fought for in court. Health plans are increasingly adopting language such as Wal-Mart's, which dictates that it is to be paid first out of any settlement, regardless of what remains for the injured person. Moreover, the victim is responsible for all legal costs in pursuing the suit. "It's especially in the catastrophic cases that people are almost never fully compensated," says Roger Baron, a professor of law at the University of South Dakota and a specialist in health-plan law. "And then their health plan, that's been collecting premiums from them all this time, wants to take it away?"

Tempting Savings
Such recoveries represent a tempting savings for insurers, employers and union-administered plans. The American Benefits Council and America's Health Insurance Plans, the health-insurer lobby, estimate health plans recoup some $1 billion a year in medical claims from accident settlements and other third parties. A cottage industry of auditing firms, benefit-recovery specialists and subrogation lawyers help them. They estimate that between 1% and 3% of health-care spending is potentially recoverable from such claims.

"In the past, employers used to think of this as an afterthought," says Tom Lawrence, chief executive of Memphis-based Benefit Recovery Inc., whose clients include Southwest Airlines Co. and hospital chain HCA Inc. HCA says it saw annual savings from recouped claims rise to $1.8 million in 2006 from just under $800,000 in 2000 after hiring the firm.

Benefit Recovery contracts directly with employers. It says it's able to recover between $12 and $15 per health-plan member a year -- up to $1.5 million for a big plan with 100,000 members -- by recovering medical expenses from injury-suit settlements.

Until recently, employers and insurers generally didn't go after small claims. But more-sophisticated claims tracking has made it easier. Recovery companies systematically search claims for certain medical codes -- say, a sprained ankle or head trauma -- that flag a potential accident. Claims examiners then mail a questionnaire and often follow up with calls. If the injured person confirms it was an accident, the firm tracks whether the patient files an injury suit.
If there is a lawsuit settlement, employers may seek to recoup money they paid for medical expenses. In many cases, it's relatively cut and dried: Often medical expenses are just a portion of the overall damages award, or the accident victim's attorney reaches a compromise with the health plan ahead of any settlement.

Some plans are taking a further step, refusing to pay claims in the first place, unless the person filing the claim signs an additional form promising to reimburse the plan from settlement proceeds.

Don Burgett, an engineer on an offshore oil-drilling ship, from Texas, has been waiting for his health plan to pay $89,000 in medical claims since his daughter's accident two years ago. Magan Burgett, then 18, was thrown from the back of an all-terrain vehicle in October 2005, tearing her liver, breaking her jaw and fracturing her back.

Soon after Magan's parents submitted the bills for her two-week stay in an intensive-care unit, her father's health plan -- the Maryland-based MEBA Medical and Benefits Plan -- mailed him a reimbursement agreement that restated the plan's rights to a potential settlement.
"To consider claims related to your accident," it said, Mr. Burgett had to sign it first. When he didn't, MEBA stopped paying claims after reimbursing several hundred dollars in Magan's medical expenses.

Neal Korval, MEBA's outside counsel, says that asking a plan member to sign a reimbursement agreement in such cases is standard procedure and a policy outlined in its health plan rules. It helps prevent accident victims and their attorneys from trying to "freeze out" the plan from a potential settlement, he says, and also reminds or advises the plan member of his or her obligations.

In September, the U.S. District Court for the Eastern District of Texas sided with the Burgetts, ruling that MEBA's health plan summary, which it considered the prevailing document, didn't stipulate such conditions to pay a claim. The Burgetts' attorney says they secured a $75,000 accident settlement -- a net of $50,000 after legal expenses -- though that isn't enough to cover Magan's medical expenses. Mr. Korval says MEBA has recently reached a settlement with the family over the unpaid medical claims, but declined to disclose terms.

How much power health plans have to enforce subrogation is based on a hodgepodge of federal and state law still being tackled in the courts. A pivotal Supreme Court ruling last year gave health plans a leg up. In that case, a Maryland couple, Joel and Marlene Sereboff, were injured in an accident while returning a rental car to an airport in 2000; they required $75,000 in medical care. The couple later received a settlement of $750,000, from various parties, related to the accident.
Mid Atlantic Medical Services, now owned by UnitedHealth Group Inc., administered the health plan of Mrs. Sereboff's employer and sued the couple when they refused to pay the company out of their settlement.

Money Set Aside
In a unanimous decision, the court upheld that Mid Atlantic had the right to enforce its claim, in large part because it could point to the settlement money set aside in an easily identifiable fund. The couple had placed the money in a separate account when the issue went to court. The decision has made it easier for plans to go after settlements, legal experts say.
Few such cases have attracted as much attention in legal circles as the Shanks'. Mrs. Shank took a job in 1999 stocking shelves at a Wal-Mart store in Cape Girardieu, Mo. She jumped at the shift from 11 p.m. to 6 a.m. so that she could spend days at home with her three sons, Mr. Shank says. After a probation period, she qualified for benefits under the Wal-Mart health plan in February 2000.
One day about three months later, as she and a girlfriend were touring local yard sales, a semi-trailer truck plowed into the driver's side of her minivan. Her friend's injuries were minor, but Mrs. Shank suffered major brain trauma and spent the next several weeks in intensive care. She drifted in and out of a coma, and the hospital, for months.

"One doctor didn't give her any chance," says Mr. Shank, a maintenance worker at Southeast Missouri State University. Her medical bills climbed past $460,000. The health plan paid them promptly. "They were terrific in that respect," he says. It also sent Mr. Shank several notices that he was to inform Wal-Mart's health plan before he settled any suit. In 2002, the Shanks did sue and won a settlement from G.E.M. Transportation Inc., owner of the truck. The firm had only $1 million in liability coverage, though. For his own losses, Mr. Shank received $200,000, of which $119,000 remained after legal expenses. He says he spent most of it toward a one-story house fitted with ramps and wider doors, which is more accessible than the family's previous three-level home.
Mrs. Shank's own settlement was $700,000. After legal expenses and attorney fees, the remaining $417,477 was placed in a court-created special trust designed specifically for Mrs. Shank's future care. The Shanks' lawyer, Maurice Graham, wrote the Wal-Mart health plan informing them. Mrs. Shank had received no funds directly, he said, and therefore had nothing to pay Wal-Mart back.
Nearly three years went by, Mr. Shank says, before they heard again from Wal-Mart. Mrs. Shank struggled a year rotating in and out of the hospital and rehabilitation programs. She could no longer use her right arm or three fingers on her left hand because of neurological damage. She couldn't feed or dress herself and conversations with her family were limited to all but simple questions. Eventually, her husband moved her to a nursing home for around-the-clock care. Medicare and Medicaid pay for the nursing home. Mr. Shank used some of the trust's proceeds to continue paying a private aide to care for her there.

'A Decent Quality of Life'
"We wanted her to have a decent quality of life, and we still had the money," he says. He hoped he could also use it to pay the roughly $130,000 in bills for Mrs. Shank's rehabilitation and a return hospital visit after her coverage expired. But in August 2005, Wal-Mart re-emerged with a lawsuit against the Shanks demanding repayment for $469,216 in medical costs out of their settlement. It charged that the Shanks had violated the terms of the health plan by not reimbursing it. The company also demanded payment of legal fees and interest for the cost of suing the Shanks for the money.

Mr. Graham, the Shanks' attorney, says he approached Wal-Mart's attorneys about negotiating a compromise, but was told the health plan wanted to proceed with the lawsuit. "We're not contending that Wal-Mart isn't entitled to a payment. We're saying they're entitled to one based on equity," he says. Since Mrs. Shank wasn't fully compensated for her damages in the first place, he argues, Wal-Mart should also expect only partial reimbursement.

Administrators of employer-financed health plans "have an obligation to participants to be impartial," the Wal-Mart spokeswoman says. "Virtually all health plans include subrogation provisions as a way to control health plan costs."

In August last year, U.S. district judge Lewis Blanton sided with Wal-Mart, ruling that when Mrs. Shank signed on to Wal-Mart's health plan she was obligated to abide by its terms.
The ruling came six days before the Shanks' 18-year-old son, Jeremy, was killed in September last year in Iraq shortly after he arrived in the U.S. Army's 25th Infantry Division.
"I wanted to give up at that point, tell Wal-Mart they won," Mr. Shank says, but his lawyer, Mr. Graham, said he'd continue with appeals.

Mrs. Shank went to Jeremy's funeral. But because of memory problems due to her injuries, she gets confused about what happened. On a recent morning, she cried several times and asked what had happened to her middle son. Mr. Shank says that he obtained a divorce from Mrs. Shank this year, partly because of advice from a health-care administrator that she might be more eligible for public aid as a single woman. Mrs. Shank, who has been declared incompetent by a court, hasn't been informed of the divorce by her family.

The Shanks lost an appeal before a three-judge panel in the 8th Circuit Court of Appeals in August and last month were denied a request for a hearing before the entire court. They plan to appeal to the U.S . Supreme Court, though only a small percentage of cases are chosen to be heard.
"Sometimes I want to tell Wal-Mart, 'Ok, you won on the principle. But just let us keep the money," Mr. Shank says.

Government Agency Agrees DOT Drug Tests Faulty

I have multiple posts on the use of illegal, Over-The-Counter, and legal drug use by drivers and with any luck something will be done about this clear danger. In the past I have been told "we have testing for that" even though it was well known the testing was ineffective. The facts which were apparent to anyone who has experience in tractor trailer litigation was brought to Congress' attention recently. The Government Accountability Office told Congress that the Department of Transportation’s drug and alcohol testing program for truck drivers is unreliable and riddled with problems.

Our testing clearly shows that the drug user could easily beat the DOT drug test, even if the collection sites followed all of the DOT protocols,” said Gregory Kutz, managing director of forensic audits for the Government Accountability Office. “The test can be beat using counterfeit documents, synthetic urine or adulterants.”

Another GAO official, Katherine Siggerud, told the House Transportation Committee’s highways subcommittee on Nov. 1, “There appears to be a significant lack of compliance [with drug and alcohol rules] among motor carriers, particularly small carriers and self-employed drivers.”

Rep. Peter DeFazio (D-Ore.), chairman of the highways subcommittee, called the Nov. 1 testimony “absolutely devastating,” saying the investigations showed that “in the United States, we have no meaningful program of drug testing for commercial truck drivers. None.”

Rep. James Oberstar (D-Minn.), chairman of the full Transportation and Infrastructure Committee, agreed, saying, “To find that [our drug-testing program] falls so grossly short, as you put it, is shocking.”

GAO looked at the way test protocols were handled and, Kutz said, “with respect to protocols, 22 of the 24 sites that we visited failed at least two of the 16 DOT protocols we tested for.”

Siggerud’s report said, “Products designed to ‘beat’ the test are marketed brazenly on the Internet,” making samples unreliable, even when a carrier has a testing program in place.

She said another problem was that job-hopping after a positive drug test “appears to be quite common.”

Oberstar criticized the practice of marketing and selling masking agents or synthetic samples.

“There’s no other beneficial use for those products — they ought to be banned,” he said. “I hope the outcome of this hearing is legislation to do exactly that.”

Oberstar said the current system of relying on drivers to self-report positive drug tests to employers, and past employers to provide information to prospective ones was not good enough because it allowed drivers to “jump from job to job to job and leave their drug history behind.”

Rick Craig, director of regulatory affairs for the Owner-Operator Independent Drivers Association, said the driver group was “unconvinced of the need for a national clearing-house for positive drug and alcohol test results,” citing privacy and other concerns.

   

See: DOT Drug tests Faulty, GAO Tells House Panel, by Sean McNally in Transportation Topics Nov 12, 2007, Page 1 and 43.

Undetected Drug Use Prevalant Among Truck Drivers

J. B. Hunt Transport Services top safety official, Greer Woodruff, recently reported that they had achieved more accurate results from testing hair samples of drivers than urine samples for drug use.

According to the company, 866 drivers applied for a job (in a one year period which ended in 2007) and 9.22% of drivers tested positive for drugs based on the hair sample, and only 1.59%, of the same group, tested positive through a urinalysis. J.B. Hunt stated hair testing is more appropriate for pre-employment hiring and a urinalysis is more appropriate for a post accident and reasonable cause testing.

While a hair test does not detect recent use (it takes 5-7 days for the hair to grow enough to be tested) it is much better at detecting a history of drug use. Additionally the hair sample test is dramatically harder to cheat on than a urinalysis, while giving lawful driver's more dignity in the testing process.  In J. B. Hunt's case 66 drivers were detected with a history of illegal drug use that would otherwise have been on the highways. It is hard to think of how many dangerous tractor trailer drivers are on the road when these figures are extrapolated out across the trucking industry.  

J. B. Hunt should be commended for using this common test to ensure its drivers are free from drug use. The scary part is, in companies that don't use a hair test to detect illegal drugs, approximately 8% of tractor trailer drivers should not be hired due to drug abuse. The American Trucking Association commissioned a study in May of 2005 that found there were 1.3 million truck drivers in the United States. If 8% are unfit to drive, that means there are 104,000 drivers on the roads of America that have a history of drug use and should not be behind the wheel of an 80,000 pound tractor trailer.

These drivers are also the drivers most likely to abuse over-the-counter and prescription drugs as well as the illegal drugs that a hair test reveals. They are also far more likely to be in a collision. Trucking companies know this and frequently fail to have their drivers submit to a mandatory, post accident, drug test as a result. They roll the dice that this information won't come to light in a jury trial, and that a jury will dismiss this failure as something that "just happened" because of everything "going on."

The trucking industry is aware of JB Hunt's results with hair testing, they were announced at a conference and were widely reported in the industry. Time will tell if other companies try to make the roads safer by using hair tests or if they would rather risk the lives of Americans for the sake of moving more freight for a few more dollars. Truly putting profits over people.

 The source of this article was Transportation Topics, November 5, 2007, Page 27

Driver Error in Fog Kills Two in 100 Car Pileup in California

18 Tractor Trailers were involved in a 100 car pileup in a California fog on November 4, 2007, and the tragedy is the Federal Motor Carrier Safety Regulations require drivers to use "extreme caution" if they have poor visibility. This was an avoidable collision for the truck driver's, and the Innocent's hurt by their recklessness,  if the tractor trailer drivers had only followed the law.

Specifically 49 C.F.R. § 392.14  states a driver must exercise "extreme caution" when hazardous conditions, such as those caused by snow, ice, sleet, fog, mist, rain, dust or smoke, adversely affect visibility or traction. Had the driver's exercised "extreme caution" there is no doubt in my mind that there would have not been 18 tractor trailers involved in this collision and the photographs I am pasting below would not have included a tractor trailer.

Texas Court Refuses to Dismiss Case Alleging Failure to Install Side Under-Ride Guards

Plaintiff alleged, amongst other things that the trucking company was negligent in failing to install side under-ride guards on its trailers.

The defendants argued, as they did not manufacture or design the trailer, they had no liability. The defendats moved to dismiss the allegation under a 12(b)(6) motion to dismiss which deals with frivolous litigation.

The court held that it would not dismiss the case. The court finding that the plaintiffs allegations, if true, that the trucking company purchases large number of trailers and is in a position to request design features such as side under-ride guards wopuld be sufficient to establish a duty to the palintiff. Moreover, the plaintiff alleged that the company knew that the space under the trailer is such that any car involved in a wreck would have serious injuries to the passengers.

The plaintiffs therefore established that a duty was owed by the defendants to the plaintiffs sufficient to overrule a Motion to Dismiss.

Gregory S. Becker, et al v. Wabash National Corp., U.S. Dist. Ct., S.D. Texas, No, C-07-115 (2007)

FMCSA WEAKENS AGRICULTURAL CARGO SECUREMENT

The Federal Motor Carrier Safety Administration (FMCSA) adopted more stringent standards for cargo securement last year. These standards help ensure the safety of truck drivers, and everyone else on the highways because if a load shifts the tractor trailer can roll over. Additionally, the load can simply fall off the truck with improper cargo securement so strengthening the rules requiring greater cargo securement makes everyone safer.

Unfortunately on September 28, 2007 the FMCSA weakened the rules in regards to hay bales. Instead of straps every 10' the new regulation requires one strap for a 32' trailer and two if the trailer is between 32' and 48'.

Having moved my fair share of hay bales into the second floor of barns, I can tell you there is nothing funny about a 40-50 pound hay bale bouncing towards you on the highway. I think this is a bad decision and someone will die as a result.

2007 Tennessee Trucking Litigation Seminar

Last Friday I had the pleasure to chair the 2007 Trucking Litigation Seminar for the Tennessee Trial Lawyers. I have been the chair of this program for the last five years and believe we truly have had the best experts and lawyers in the country appear at the program. I think the lawyers who attended the seminar agreed based on the feedback I heard and the written evaluations given to the Tennessee Trial Lawyers.

While I spoke on the application of the Federal Motor Carrier Safety Regulations to litigation, and the critical need for lawyers to be familiar with these regulations prior to accepting a tractor trailer case, the other presenters had superb programs, better than I had any right to expect. 

I was pleased to note a record turnout with lawyers from many states present including a few that had flown in for the seminar. I would like to thank each of the speakers for their incredible presentations. It was clear they worked hard on their materials. The presenters included:

John Moore a Certified Safety Director with years of experience and insider knowledge about the trucking industry. His lecture on trucking company documents for the litigator provided critical information to anyone handling a trucking case. John can be reached through Ruhl Forensics www.ruhl.com

Dan Ramsdell is a nationally known trucking litigation attorney and author who achieved great recognition for his results in a truck backup case and the faulty design of a trucking terminal. He spoke to the group on backup cases. Dan works out of his office in Missiouri and can be reached at: www.ramsdelllawfirmllc.com

Michael Leizerman is the author of one of the three best books on trucking litigation in the country. In addition to his incredible book, he is an incredible attorney. He spoke on obtaining punitive damages against trucking companies that put dangerous drivers and defective trucks on the highways risking the lives of everyone on the road. He was preaching to the choir with me as I think these companies should be run out of business. Michael runs his practice out of Ohio and can be reached at: www.truckaccidents.com

Richard Traulsen is a past president of the American Association of Justice Interstate Trucking Litigation Group and lives and works in Arizona. He has lectured across the country on trucking litigation topics and is a recognized expert in the area. His insightful presentation on using the Federal Motor Carrier Safety Regulations in jury instructions and as a basis for negligence per se is as good as it gets in legal education. Richard can be reached at: www.begamlaw.com

Richard Jenson is one of the premier jury consultants in the United States. He has a special emphasis on trucking litigation and has actively fought for victims rights in this area. His insightful comments on  jury bias' and attitudes when a tractor trailer is involved in a collision was not to be missed. Richard is one of the experts that anyone trying a tractor trailer case should consult. He can be reached at: jensonresearch.com

Jeff Burns has been called America's Trucking Lawyer for all the hard work he has put into making the roads and highways of America safer. A superb trial lawyer, one of the best of his generation in trucking cases, Jeff's law practice takes him from his home in Kansas City across the nation. He can be reached at: www.dollar-law.com

 

Freedom of Information Act (FOIA) Requests on Trucking Companies

Since trucking companies are highly regulated, a great deal of information may be obtained from the Federal Government. MCS-90 endorsements may show insurance limits, information on safety ratings and roadside inspections may also be obtained. This information  can be very helpful and experienced trucking lawyers request this information as a matter of course.

A FOIA request for trucking company information can be made online at: www.fmcsa.dot.gov/foia

I will be happy to supply my firms standard FOIA letter, which requests detailed specific information from the federal government regarding trucking companies, to anyone who wishes a copy. Please send me an email through the "contact" screen.

COURT GRANTS 90 DAY STAY IN H.O.S. CASE

The U.S. Court of Appeals for the District of Columbia Circuit has granted a 90 day stay of its decision to eliminate the 11-hour daily driving limit and 34-hour restart provisions of the Hours-of-Service regulations, which govern truck driver work and rest periods.

The Department of Transportation and the Federal Motor Carrier Safety Administration are expected to issue an Interim Final Rule within that time period.

Hours of Service Federal Rules for Drivers Up in the Air

A federal court recently struck down the hours of service (HOS) regulations governing how long a tractor trailer driver can stay behind the wheel without taking a break. The court's opinion was posted in one of my earlier blogs. The issue now is to determine what will happen to the HOS regulations as a result of this ruling?

Because the ATA (American Trucking Association) filed a stay to prevent the court from immediately implementing its decision, a stay automatically went into effect according to Robert Digges, deputy general counsel for ATA, until the court's mandate is issued. The current HOS regulations therefore remain in effect.

If the stay is not granted, the current HOS regulations will be thrown out. ATA has requested the FMCSA put out an interim final rule, adopting the 11 hour standard. Arguably, if the FMCSA does not put out an interim rule, and the court issues a mandate throwing out the current regulations, there will be virtually no limits on how long a tractor trailer driver can stay behind the wheel. The old regulations are not a fallback as they were not simply modified to enact the current HOS regulation, they were thrown completely out.

Even if the FMCSA, or the court, simply implements a different standard, anything other than what is currently in effect, there will be significant issues in adopting the new standard. Drivers and dispatchers need to be trained on the new regulations. Any truck with a physical EOBR will have to have it updated by driving to a location where they can be manually updated. The wireless EOBR's will have to have software upload, and this can be done over hate air and on the companies computers, but that software still must be tested and certified to meet the new regulations.

The fall back for drivers is to record their HOS on paper logs, or comic books (they are called comic books because they are so "funny" ) that everyone in the industry knows are fabricated with alarming regularity.

I will be following this story with great interest and will keep you updated on developments.

Senate Votes to Stop Funding For Mexican Truck Pilot Program

The Senate voted to strip funding from the experimental Mexican cross border trucking program. The vote passed 74-24. This was after the first Mexican truck was allowed to cross the border. The cross border pilot program was rushed into implementation late last week - literally in the dark of night. It was launched just one hour after a required Transportation Department Inspector General's report was issued. That report identified numerous problems with allowing the program to go forward. To find out how your Senator voted on the amendment (Dorgan Amdt. No. 2797)  go to: www.senate.gov/legislative/LIS/roll_call_lists/roll_call_vote_cfm.cfm

Earlier this month two trucks collided in northern Mexico, in Piedras Negras. One was loaded with explosives. The dynamite laden truck exploded. The accident left 37 dead and a 65 foot crater in the road. These trucks remain dangerous and do not meet US standards. Until the US can fully inspect these trucks they should not be allowed on America's highways.


EOBR Requirement not Imminent

EOBR's (Electric On Board Recorder's) have been the subject of earlier posts and on the whole are a step forward for safety. EOBR's can be very beneficial in ensuring tired truckers are not allowed on the roads in violation of the law. Unfortunately there are ways to "fix" the EOBR's to allow violations of the FMCSR Hours of Service (HOS) regulations. Knowing how to prove an EOBR was "fixed" in order to allow a driver to stay on the road longer than the HOS regulations allows is an important reason to hire an experienced tractor trailer attorney.

This story appears in the Aug. 20th print edition of Transportation Topics:

HILTON HEAD, S.C. — Four months after the public comment period for the proposed electronic onboard recorder rule closed, a Federal Motor Carrier Safety Administration official said those comments were still being reviewed and no final rule was imminent.

At the same time, a trucking official suggested the uncertainty regarding hours-of-service rules for drivers could delay any final EOBR rule.

“No final decision has been made about the outcome of the rulemaking,” Debbie Freund, senior transportation specialist for FMCSA, said here Aug. 14 during a presentation at the 2007 PeopleNet user conference.

“The [notice of proposed rulemaking] is a proposal based on the best information available at the time it was developed,” Freund said.

Announced in January, the rule would mandate EOBRs for the worst violators of its hours-of-service rules and provide incentives in the form of relaxed record keeping requirements for carriers who adopt them voluntarily (1-15, p. 1).

The public comment period closed April 18.

When the rule was published, officials estimated it would take four years between the time a final rule was published and full implementation.

But Dave Potts, director of safety and operations for American Trucking Associations, said here that last month’s decision by a federal appeals-peals court to overturn the HOS rule (7-30, p. 1) could push that potential timetable back.

He said any change, through a new FMCSA rule or other methods, in on-duty time, driving hours, the 34-hour restart or sleeper-berth time could result in the need for new EOBR performance specifications, updates to vendors’ EOBR software programs and additional time to train drivers, management and law enforcement.

Freund declined to discuss the hours-of-service case, other than to say the “agency was still reviewing the court’s decision,” or the case’s potential effect on the EOBR proposal.

She did say, however, that in response to the comments on the EOBR proposal, the agency may conduct additional technology assessments to ensure that data obtained from EOBRs not integrally synchronized with the engine or vehicle are accurate.

She added that other EOBR subjects drawing the agency’s attention, based on comments it received, included data security and integrity, interoperability and manufacturer self-certification.

Still, Freund said the agency believes its proposed rule provides the greatest safety benefit because the small number of carriers required to use EOBRs have a much higher crash rate than all other carriers.

Increasing the level of compliance with HOS rules would decrease the incidence of fatigue-related crashes, she said.

Potts, meanwhile, reiterated that ATA generally supports FMCSA’s proposed EOBR rule but said the federation believes more definitive performance specifications were needed and a pilot program should be undertaken to obtain and analyze “real-world data” before any final rule is implemented.

He also said a larger number of the worst HOS violators — 10% or more — should be required to use EOBRs.

Gerry Krolikowski, chairman of the Commercial Vehicle Safety Alliance’s driver-traffic enforcement committee, gave a similar assessment of the proposed EOBR rule.

He said that, while the law enforcement community is in favor of electronic onboard recorders, CVSA wants to be sure the devices are tamper-resistant and standardized for easy accessibility.

Krolikowski is a lieutenant with the Nebraska State Patrol.


 

FAKING EOBR LOG BOOK ENTRIES

Electronic On Board Recorders (EOBR's) have been touted as the best way to eliminate chronic Hours of Service (HOS) violations which lead to fatigue, a major cause of trucking collisions. For example on Aug 9, 2007 the Chattanooga Times reported that in an Atlanta collision which killed 4, the driver state "he had fallen asleep at the wheel."  Anything that would eliminate these tragedies should be applauded, but EOBR's are not a panacea.

In my business I often represent severely injured truckers that have been hung out to dry by their own trucking company. One of my clients recently told me that when he drove a truck with an EOBR, the company gave him the company code which places the EOBR into a "test" mode. While in the test mode the EOBR is offline and doesn't record his hours. He could therefore drive longer hours, in violation of the HOS regulations.

Without the use of an experienced trucking lawyer critical issues like this are likely to be overlooked. A case involving a tractor trailer is not just a big car wreck case and requires significant expertise to handle properly. Make sure any lawyer you hire has that experience.

 

25% of Truck Drivers Should Not Be Driving due to Fatigue

A reporter for the Chattanooga Times Free Press stated that, according to the American Trucking Association, 1/4 of its drivers have problems with sleep apnea. See the front page of  the July 19, 2007, Chattanooga Times Free Press, "Truckers get physical."

Sleep apnea  is a sleep disorder characterized by pauses in breathing during sleep. People with sleep apnea are often sleepy during the day. They find that they are still tired even after a nap. When you stop breathing, your body wakes up. It happens so quickly, you aren’t even aware of it. This disrupts your sleep process. Individuals with sleep apnea can stop breathing hundreds of times in one night. This makes them feel very tired the next day. Generally sleep apnea is most prevalent in overweight middle aged men who snore and have neck sizes greater than 17".

The Federal Motor Carrier Safety Regulations forbid drivers with sleep apnea from driving until the sleep apnea is treated. FMCSR 392.3  specifically states a trucking company shall not allow a sleepy driver to drive.  For a copy of the regulation see:   www.truckinjurylawyerblog.com/49cfr392.3.pdf

The National Sleep Foundation states:

Sleepiness and driving is a dangerous combination. Most people are aware of the dangers of drinking and driving but don’t realize that drowsy driving can be just as fatal. Like alcohol, sleepiness slows reaction time, decreases awareness, impairs judgment and increases your risk of crashing.

It's nearly impossible to determine with certainty the cause of a fatal crash where drowsy driving is suspected. However, there are a number of clues at a crash scene that tell investigators that the person fell asleep at the wheel. For example, drowsy driving accidents usually involve only one vehicle where the driver is alone and the injuries tend to be serious or fatal. Also, skid marks or evidence of other evasive maneuvers are usually absent from the drowsy driving crash scene.

Unlike alcohol-related crashes, no blood, breath, or other objective test for sleepiness behind the wheel currently exists that investigators could give to a driver at the scene of a crash. This makes police training in identifying drowsiness as a crash factor very difficult.

Definitions of drowsy driving or driver fatigue rely on how the concept of "fatigue" is defined. Fatigue is a general term commonly used to describe the experience of being "sleepy," "tired," "drowsy," or "exhausted." While all of these terms have different meanings in research and clinical settings, they tend to be used interchangeably in the traffic safety and transportation fields.

There are many underlying causes of sleepiness, fatigue and drowsy driving. Including sleep loss from restriction or too little sleep, interruption or fragmented sleep; chronic sleep debt; circadian factors associated with driving patterns or work schedules; undiagnosed or untreated sleep disorders; time spent on a task; the use of sedating medications; and the consumption of alcohol when already tired. These factors have cumulative effects and a combination of any of these can greatly increase one's risk for a fatigue-related crash.

Sleepiness or Fatigue Causes the Following:

Impaired reaction time, judgment and vision
Problems with information processing and short-term memory
Decreased performance, vigilance and motivation
Increased moodiness and aggressive behaviors
In addition to the dangers of driving under the influence of fatigue, several states are considering legislation that would allow police to charge drowsy drivers with criminal negligence if they injure or kill someone while driving if they have not had adequate sleep. See: www.sleepfoundation.org/site/c.huIXKjM0IxF/b.2485279/k.A2A4/Drowsy_Driving.htm

Unfortunately truckers who report they have sleep apnea can't drive until it is treated, and the whole time they are under treatment they are not getting paid. Further, if the sleep apnea can't be cured, the drivers will be forbidden from driving. The sad result for the American public is that most trucking companies turn a blind eye to the problem, well known in the trucking industry, to avoid losing drivers for any length of time, placing profits over people. A simple solution would be to find work for the driver, that does not involve driving a tractor trailer, until the illness is treated.


HOURS OF SERVICE REGULATIONS REJECTED BY 11th CIRCUIT

On July 24, 2007 The 11th Circuit Court of Appeals granted the plaintiff's petition to "vacate those portions of the 2005 Rule that increases the daily driving limit from 10 to 11 hours, and that permit an off-duty period of 34 hours to restart the weekly on-duty limits." This is a significant victory for the safety of anyone traveling the highways with a tractor trailer as fatigue has been shown to be one of the leading causes of fatalities involving tractor trailers. For the complete opinion please see: www.truckinjurylawyerblog.com/Extending Hours of Service Rejected by 11th Circuit.pdf 

The Federal Motor Carrier Safety Administration stated:
“We are analyzing the decision issued today to understand the court’s findings as well as determine the agency’s next steps to prevent driver fatigue, ensure safe and efficient motor carrier operations and save lives. This decision does not go into effect until September 14, unless the court orders otherwise.” The Press Contact for this issue is: Melissa Mazzella DeLaney (202) 366-2309; Cell: (202) 465-5650

Please see the topic of "Driver Problems" in my Blog for more on fatigue.

Cheetah Trailers Recalled

Due to an issue in manufacturing, the air brake system in the Cheetah 2006 Container Chassis and Remac Container chassis could fail, causing the air brakes to engage suddenly. Apparently some of the pipe fittings were drilled too deep during the manufacturing process. A thin wall in the male pipe thread resulted, leading to the possibility that the male pipe thread could break off during or after assembly. If the parts fail during use, the air brake system depressurizes. For more on how the air brake system works in tractor trailers see the link on my site to Tractor Trailer Brake Systems.

AMERICAN LEGAL SYSTEM IS BEST

I will try not to stray from my posts on Tractor Trailer issues but as a lawyer, and a lawyer who gets some degree of abuse in the press, and elsewhere, for trying to fight for the families and individuals who have been devastated by the negligence of others, there are times when I need to add my 2 cents about the American legal system. The article by Jeffery Pfeffer,  copied below, echoes my sentiments and I thought it worth posting for your consideration.

In defense of lawyers (no joke)

With fewer regulators acting as watchdogs over business, attorneys - love 'em or hate 'em - are everyone's best defense, writes Business 2.0's Jeffrey Pfeffer.
By Jeffrey Pfeffer, Business 2.0 Magazine columnist
July 9 2007: 6:21 AM EDT


(Business 2.0 Magazine) -- Decades after Tylenol bottles were tampered with and Ford Pintos exploded, you'd think that product-safety panics would be nearing extinction.

No such luck. Consider just the past few months: Pet food laced with poison killed more than a dozen dogs and cats. Toothpaste shipped from China to Latin America turned out to be tainted with a potentially fatal thickening agent. And the FDA issued yet another recall for defective defibrillators, bringing the total number of heart devices that need to be replaced to nearly 200,000.

Here's another frighteningly persistent trend: The drumbeat for weakening the ability of people to seek redress in court by curtailing product-liability suits continues unabated.

A recent study by the nonprofit Pacific Research Institute estimated that the cost of tort law in the United States had reached $865 billion, equivalent to an 8 percent tax on consumption or a 13 percent tax on wages. But much of that analysis leans on faulty logic, and while most of my friends in business consider lawyers at best a necessary nuisance, for the most part, they're dead wrong.

Let's begin with the obvious: There could be no commerce of any kind unless there were some way to enforce promises and to ensure that businesses were truthful and honored their obligations.

Employees expect to be paid for the work they do, and they know that if they aren't, they have the means of legal redress. Purchasers of securities expect the information in the offering documents to be accurate, and they have recourse if it isn't. And people who buy pet food trust that the food won't contain poison.

Simply put, what makes transactions possible is the knowledge that if trust is abused, the abuser will pay a penalty.

There are two ways to enforce that trust. The first is through an independent or government agency that monitors business behavior and imposes sanctions when companies break the rules.

Yet that's become an increasingly arduous task in the United States, where the staffs of many oversight agencies have either shrunk or barely increased in size while the economy has continued to grow. Between 1998 and 2004, for instance, the staff of the federal agencies charged with overseeing food safety, occupational safety and health, and mine safety all declined slightly in size, and between 1990 and 2005, the agency that enforces fair employment laws shrank almost 16 percent.

The other mechanism for holding companies' feet to the fire is the court system.

Tort-reform advocates love to rail against the skyrocketing costs of litigation and multimillion-dollar damage awards, yet one definitive study from Rand showed no increase in the percentage of tort cases won by plaintiffs and no statistically significant increase in the median award paid by businesses. Comparisons with other countries can also be misleading because they have more stringent regulatory regimes.

True, regulatory agencies cost billions, and so does our legal system. But I would argue it's a pretty good deal -- simply a necessary cost of running an economy in which people rely on the promises and products of strangers.

The alternative is precisely what we see in the case of the pet-food mess: agencies and companies sending people to inspect factories and raw materials more carefully, and increased testing of products coming into the country.

The next time you want to complain about "frivolous" lawsuits, picture doing business in a world where promises can't be relied on and you can only deal with people and organizations you already know well. There are undoubtedly abuses and problems in our current system, but the cost of punishing malfeasance is a necessary and small price to pay for running a modern economy.

Business 2.0 columnist Jeffrey Pfeffer is the Thomas D. Dee II Professor of Organizational Behavior at Stanford University's Graduate School of Business.

BUS CRASHES CAUSED BY PASSENGERS

A Greyhound bus crashed July 10, 2007, injuring or shaking up the 49 people on board.  A passenger with known mental issues grabbed the steering wheel from the bus driver. See: www.wmcstations.com/Global/story.asp

This crash is reprehensible because it was not only easily preventable, but because Greyhound has known for years this type incident occurs without protective barriers for the driver. In fact our firm sued Greyhound over a similar crash in 2001 which resulted in our clients death. The Greyhound bus driver in our case stated that drivers had been asking Greyhound for years for protection from passenger assaults and interference with the the drivers. Greyhound records show that, before the crash my firm handled in 2001, there were 42 similar incidents of passengers interfering with the driving of a bus, with 5 of the incidents resulting in an accident. The experts in our case agreed that an inexpensive protective barrier was called for, readily available, and should be installed on passenger buses.

After significant discovery, effort, and work we were able to prove Greyhound's poor practices and decisions endangered our client and the motoring public. Our clients eventually made a decision to settle their case prior to trial and Greyhound stated they were going to install protective barriers on their buses. Clearly they did not. A companion case to ours, with a paralyzed passenger,  went to trial and received a multimillion dollar verdict which was upheld on appeal.  See: Surles ex rel. Johnson v. Greyhound Lines, Inc., 474 F.3d 288 C.A.6 (Tenn. 2007)

Greyhound should be punished for allowing this type of accident to happen again. They clearly don't understand the need to protect their passengers!

 

Independent Contractor Defense INVALID in Trucking Cases

Often trucking companies hire allegedly "independent " contractors to work for them and claim they have no responsibility for their actions. They deny they have to provide insurance coverage or that they need to accept any responsibility for these drivers and the poorly maintained tractor trailers they place on the road. DON'T FALL FOR IT!

49 CFR 376.12 (c) (1) states that a carrier may utilize equipment it does not own only when “the authorized carrier lessee shall have exclusive possession, control and use of the equipment for the duration of the lease. The lease shall further provide that the authorized carrier lessee shall assume complete responsibility for the operation of the equipment for the duration of the lease.”  In Shell v. Navajo Freight Lines, 693 P.2d 382 (Colo. Ct. App. 1984), the Colorado Court of Appeals noted that “[t]he regulations, which have the force and effect of law, eliminate the defense of independent contractor by making the owner/operator of the equipment the "statutory employee" of the carrier.”

There are two lines of cases. Some courts have have concluded that the leasing regulations were intended to impose to impose strict vicarious liability when a leasing agreement is in effect, not withstanding the driver's "independent contractor" status. See: Morris v. JTM Materials, Inc, 78 S.W.2d (Tex. App. 2002) Other courts have concluded a state law respondeat superior and "scope of employment" analysis is required as a prerequisite to the determination of vicarious liability. See: Parker v. Erixon, 473 S.E.2d 421 (N.C. App 1996)

The rules and regulations governing tractor trailer collisions are complex and are not for the beginner or the faint at heart. Make sure that anyone hired to handle your case has a thorough grounding in these complex regulations.

"NO ZONES" ATTEMPT TO SHIFT BLAME ONTO THE INJURED

Trucking Companies have long been aware that tractor trailers have blind spots if drivers fail to use all the mirrors available to them. Typically you will see two types of mirrors on a truck, a flat mirror and a round mirror. By using both of these mirrors a truck driver can see into the "blind spot" of a tractor trailer. Trucking Companies call these alleged blind spots "No Zones." For an example of a "No Zone" see the link at the bottom of this post.

So why have "No Zones?" Defense lawyers use "No-Zones" to shift blame onto drivers who were run over by a tractor trailer! They argue to the jury: 1) Everyone knows about the no-zone, there is even a picture of it on the back of the truck. 2) The dead driver should have paid more attention because he/she knew, or should have known,  they were in a "blind spot" Since you have read this far it now means YOU are responsible if you are passing a truck and the driver changes lanes, running you over!

The truth is the professional tractor trailer driver is 100% RESPONSIBLE for this type of collision. 1. They have specialized training about the blind spots 2. They have mirrors which, if they chose to use them, would eliminate blind spots and 3. They can use electronic systems, in use and available today, to trigger warnings to the tractor trailer driver whenever vehicles are in a blind spot. See: truck.eaton.com/vorad_how_works.htm  For example, Schneider National, a trucking company with 15,500 drivers, would save approximately 6.2 lives EVERY YEAR with this system in place.

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Previous Employers Liable For Bad Drivers

Federal regulations have long mandated that, prior to hiring a truck driver, trucking companies must check with the drivers' employers for the past three years to see if the driver was dangerous to the motoring public. See 49 C.F.R. 391.23(a) & (a)(2) Specifically, prior employers were to be asked: 1)identification and employment verification information; 2) information about accidents defined under the FMCSR's including the date, location, and whether injuries, fatalities or hazardous chemicals were involved; 3) information about any other accidents the prior employer maintains and, if applicable for safety functions; 4) whether the driver has complied with all alcohol and drug regulations. The industry standard is for a trucking company to go back six years. See: Strub v. Stillmunkes Salvage and Trucking, Inc., 2003 Iowa App. LEXIS 546 (Iowa Ct. App. 2003)

Unfortunately, prior to 2004, the prior employer was not obligated to provide the information. These rules changed in 2004, requiring the prior employers to respond to the requested information on drivers within thirty days. www.fmcsa.dot.gov/rules-regulations/administration/fmcsr/391.23.htm 

False reports from prior employers, stating the driver was in good standing when he left without any blemishes on the driver's records, may now allow the falsely reporting company to be held liable for the damage these dangerous drivers cause. Only a thorough investigation by experts knowledgeable in trucking will reveal whether a prior employer has any liability for deceiving a subsequent employer.

Informed Consent Issue in Medical Malpractice Cases

A friend recently put together a Motion in Limine on Informed Consent in Medical Malpractice Cases which some of you might find interesting. Please see: http://www.truckinjurylawyerblog.com/Plaintiffs' Motion In Limine Re Informed Consent - M Smith's(1).docx

What Insurance Companies Know About You in A Wreck Case

Generally insurance lawyers run searches on individuals who have been in wrecks to determine if they have ever been in injured before. The individuals who have been hurt never even know this search is done. Even if it happened years ago, the records remember and the insurance companies know about that medical treatment. Each body part is coded so if your neck or back hurt before, the insurance companies and the defense firms they hire can go and find those records.

Make sure you run a search on yourself so you know what the other side knows. If your lawyer doesn't know how to run a Claims Index Bureau search on you, find another lawyer. You can get this search done very reasonably.  Down load the form here:

www.truckinjurylawyerblog.com/Claims Index Research Request Form.pdf