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.

 

Finding the Best Lawyer to Handle a Truck, Bus, or Commercial Vehicle Case

I have been asked this question in one form or another over the years and thought I would share the following thoughts on how to hire a great lawyer for your trucking case:

  1. The lawyer should not ask you for money, and should appear to be well to do. Trucking cases are expensive, an accident reconstructionist can easily run up $15,000 in charges reconstructing a collision. The case may also require an expert on trucking company practices, an economist, a vocational expert, etc... The doctors who are involved in the case must be paid for their time to explain the injuries to a jury. Then there are the focus groups , these can run up to $20,000. In short a lawyer can spend $100,000 in getting a case into court. Can the lawyer you hire afford to do that? You may never know how the lawyer is doing but, if your lawyer is in a dump, that should give you a clue.
  2. Are they a member of one or more lawyer's groups that deal with truck, bus, and commercial vehicle accidents? Generally this means the lawyer should be a member of his state trial lawyers association, the national trial lawyers association (called the American Association for Justice [AAJ] www.justice.org (and they should also be a member of the AAJ Interstate Trucking Litigation Group)),and finally they should be a member of the Association of Interstate Trucking Lawyers of America www.aitlamerica.com . Then there are other groups that, while not specifically related to trucking, indicate a special level of competence of a lawyer in representing the injured. These groups include, amongst others, the Belli Society and The Academy of Trial Advocacy. Both groups are invitation only with a strict membership criteria.
  3. Anyone you entrust your or your families case to should have the experience of handling, and recovering, at least one, and preferably several million dollar cases.
  4. You should chose someone who has lectured other lawyers in the area of trucking litigation, and preferably more than once. Only the best lawyers can stand before fellow lawyers, who do the same thing they do, and teach them something new about how to handle a trucking case. Any lawyer might be given one chance to speak at a seminar, but since the presentations are graded by the audience, only the best of the best get invited back to teach their fellow lawyers a second time. If the audience of lawyers feels the seminar is not worthwhile the speaker won't be invited back a second time.
  5. The lawyer should be able to immediately hire the best experts and get them involved in your case. Frequently I am retained on cases by other lawyers who failed to to get experts involved early in the case. This can result in evidence being lost and a host of other problems. Knowing the best experts in a field of study, and when to get them involved in a case, is critical in the succesful representation and conclusion of a commercial trucking case.
  6. CHECK OUT THE LAWYER'S WEB SITE - The web site will tell you what type of cases the lawyer's firm handles. Do they have an extensive trucking site or is it more focused on car wrecks or general personal injury matters? Does the lawyer have a blog, and if so in what area of the law? Do they list papers written by the lawyers, and if so what are the topics?

My firm fits the above qualifications (I am an officer of the AAJ Interstate Trucking Litigation Group, on the National Advisory Board for the Association of Interstate Trucking Lawyers of America, etc...) and most of the other good trucking lawyers I know have accomplished the above... at a minimum. There are a few lawyers in every state that meet the above qualifications and it is to these lawyers that you should entrust your case. If you don't know who they are, give me a call toll free at 866-580-4878 and I will be happy to discuss your case and pass on a name or three for you.

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.

 

MCS-90 Insurance Forms

The International Risk Management Institute states that:

"The MCS-90 endorsement is a highly misunderstood and increasingly often litigated one-page endorsement required by the Motor Carrier Act of 1980 to be attached to insurance policies covering auto liability exposures of certain types of businesses. Its purpose is to certify that the insured maintains a minimum level of financial responsibility for compensating others involved in truck-related accidents that result in bodily injury, property damage, or environmental damage. The most obvious category of businesses for which this endorsement applies is truckers of all types. Additionally, however, it is often necessary for other types of businesses that transport or deliver their products or services using their own fleets of vehicles (i.e., private carriers)." They put out a very helpful book for anyone trying to understand the area. The book may be found at: www.irmi.com/IrmiCom/Cart/Default.aspx

According to the government, "Financial responsibility means having insurance policies or surety bonds sufficient to satisfy the minimum public liability requirements. Public liability means liability for bodily injury, property damage, and environmental restoration. Environmental restoration means restitution for the loss, damage, or destruction of natural resources arising out of an accidental discharge of toxic or other environmentally harmful materials or liquids.

Requirements for Financial Responsibility
Motor carriers of property operating commercial motor vehicles in interstate, foreign, or intrastate commerce, and for-hire carriers of passengers operating in interstate or foreign commerce must have at least the minimum amount of insurance required by law."

Proof
The motor carrier must have proof of the minimum level of insurance at the company's principal place of business. Proof may be shown by any of the following: 

 A MCS-90 Form should be carried on board the cabin. 

Endorsements for Motor Carriers policies of insurance for public liability under Sections 29   and 30 of the Motor Carrier Act of 1980 (Form MCS-90) issued by an insurer.

Endorsements for Motor Carriers of Passengers policies of insurance for public liability under Section 18 of the Bus Regulatory Reform Act of 1982 (Form MCS-90B*) issued by an insurer.

A Motor Carrier Surety Bond for public liability under Section 30 of the Motor Carrier Act of 1980 (Form MCS-82) issued by a surety.

A Motor Carrier of Passengers Surety Bond for public liability under Section 18 of the Bus Regulatory Reform Act of 1982 (Form MCS-82B*) issued by a surety.

A written decision, order, or authorization of the Interstate Commerce Commission authorizing the motor carrier to self-insure under 49 CFR 1043.5.

FORMS:

Motor Carrier Public Liability Surety Bond Under Section 18 of the Bus Regulatory Reform Act of 1982. www.truckinjurylawyerblog.com/BOND.pdf

Endorsement for Motor Carrier Policies of Insurance for Public Liability Under Section 18 of the Bus Regulatory reform Act of 1982. www.truckinjurylawyerblog.com/Bus.pdf

Endorsement for Motor Carrier Policies of Insurance for Public Liability Under Sections 29 and 30 of the Motor Carrier Act of 1980. www.truckinjurylawyerblog.com/Motor Carrier Act.pdf

Motor Carrier Public Liability Surety Bond Under Sections 29 and 30 of the Motor Carrier Act of 1980. www.truckinjurylawyerblog.com/Section 29 & 30 Bond.pdf


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!