fr_FR Français

Author: timschotsman

10 Reasons Why You’re Getting Pulled Over

According to Mark Abrahamson, a 27-year veteran of the Wisconsin State Patrol states, “The following are driving behaviors or situations that “stood out” from the norm. Not every violation mentioned below necessarily results in a citation, but it will, at a minimum, be a reason for a traffic stop and a possible warning.”

Image Curtesy of:

  1. Following too close

Reaction time for a driver is less than 2 seconds for driver to see, acknowledge, and act by steering or braking to avoid a crash. When trucks are following less than a truck length behind another. More distance is needed to just fulfill the perception and reaction time, and to meet most states’ following distance laws.

  1. Speeding

Speed is typically linked to following to close. If the driver “gave reason” for the traffic stop, it’s now an opportunity to review the driver’s credentials and the vehicle’s equipment.

  1. Lane deviations

Significant deviations raise concerns relating to the driver’s possible illness, fatigue, or impairment. Typically, once it’s observed that it was not simply a “push of the wind,” officers will initiate a traffic stop for deviation.

  1. Inattentiveness

Observation of a truck that is approaching a lane closure or traffic stop at a high speed and the driver takes an aggressive crash avoidance action. These drivers are of high concern to be stopped for illness or fatigue. They demonstrate a threat to themselves or others.

  1. Improper load securement

When equipment is loaded on a flatbed, it’s clearly in plain view, and securement methods, number of devices, and general condition can be freely observed. Any observed deficiency will result in a traffic stop.

  1. Use of handheld phone

If this action is observed you will be pulled over. The concern relates back to attentiveness and the driver’s ability to respond quickly if crash avoidance is required.

  1. Lighting violations

Lighting violations would be avoided with a proper pre-trip and post-trip inspection. The frequent observation of lighting devices and replacement lenses/bulbs carried on the trucks would reduce chances of being pulled over.

  1. Improper registration or credential display

This is a reason to initiate a traffic stop. A CMV officer will at a minimum conduct a Level 3 inspection in this situation. As an officer is walking back and forth, he or she is taking a close look at the equipment, and if a violation is observed it will be upgraded to a Level 2 inspection.

  1. Overweight

With the increase of mainline high-speed virtual weigh-in-motion systems, the efficiency of this enforcement strategy has increased carrier contacts for violations. The system screens CMVs and highlights violators.

  1. Failure to obey official traffic signs or signals

Related to overweight violations is overlooking posted signs for weight limitations. Penalties will be implemented if postings are disregarded, misread or misjudged. Also, failing to follow a state’s lane restriction guidance such as “all trucks use right lane.”


House Bill Targets to Refine Independent Contractor Status

Image Curtesy of :

A bill recently proposed in the House would change the Internal Revenue Code of 1986 to modify the classification of employers and employees.

“Currently, it is difficult and overly complicated for businesses to use independent contractors, which limits companies’ growth and individuals’ work,” said Rep. Erik Paulsen (R-MN), who introduced H.R. 3396 on July 25. He added that this legislation “provides clarity and guidance for businesses so they know they are properly classifying independent contractors without fear of IRS penalties.”

The contents of the bill are not available yet, but the Customized Logistics and Delivery Association, an advocate of the bill, said the legislation would provide benchmarks for defining a worker’s employment status.

“This bill provides much-needed clarity and guidance for businesses that partner with independent contractors to provide the flexibility of their workforce they need to meet customer needs,” said John Benko, CLDA president. He noted that in a recent survey, over 89% of CLDA members said that their ability to use independent contractors was important to their business success.

“Independent contractors are the backbone of our industry,” Benko added, “allowing us to be responsive and flexible enough to meet changing customer demands. This bill brings clarity and transparency to the definition of an independent contractor, enabling all industries that depend on them to remain in compliance and to properly classify them.”

The association clarified that back in 1978, Congress authorized Section 530 of the Revenue Act of 1978 to provide a safe-harbor for organizations with respect to the employment classification of individuals. “This came as a result of inconsistent employment tax audits where the definition of ‘employee’ was unclear. Congress affirmatively acted to make the Section 530 Safe Harbor permanent in 1982. However, this issue wasn’t included in tax reform in 1986 and therefore was not codified as part of the Internal Revenue Code.”


How to avoid getting a ticket during a roadside inspection

Image curtesy of:

Private Motor Truck Council of Canada (PMTC) hosted an educational seminar on March 29 at the Tim Hortons Distribution Centre in Guelph, Ont. Kerri Wirachowsky of the MTO spoke to attendees about what fleets and drivers can do to avoid getting ticketed during inspections.

She shared that there are many ways to get out of and avoid what Wirachowski called “simple violations” and offered advice to the audience.

Keep your attitude in check:

 Wirachowski highlighted, drivers that are honest and that don’t give an attitude to officers, often do better during a roadside inspection because the process is smoother.

“When I’m interviewing a driver and all of his stuff is in a row, the inspection tends to go well…but when I’m asking him where he’s coming from and where he’s going and he doesn’t want to tell me anything, things go sideways,” she said.

As soon as the driver hints that he/she is not going to be cooperative in the inspection, Wiraskowski said it sets the tone for how the rest of the (now) lengthy inspection will go.

Be prepared and organized:

 Drivers who know where to find the needed documentation and present it to inspectors in a neat, organized binder often do well in an inspection.

Not being organized is one of the main reasons why violations are issued, according to Wirachowski. She stressed when an officer asks for documents like insurance cards and CVOR certificates that it is presented in an organized binder, all valid documentation is accessible, and that the operator name is the same on all documents (log book, CVOR, insurance card.

“What we’re seeing more of, is the operator name is similar, but they’re all slightly different on each document…and then we’re on the side of the road trying to figure out which name is the legal entity,” she said. She also warned about presenting faded trailer registrations. A rule to remember is: if it’s not legible, it is a chargeable offence.

Get technical:

Knowing the truck you’re driving is paramount during an inspection, added Wirachowski.

“Make sure your drivers are familiar with the truck,” she said. “When I’m standing there with a driver and he’s telling me he did his pre-trip today and he didn’t know how to hit the lights or didn’t know where the horn was or he didn’t know how to pop the hood…I’m thinking how good of a trip inspection did you do? Trust me that is a signal to me that he doesn’t know that truck at all.” Educating drivers that they should know how each and every truck they are driving works will help you avoid charges, she added.

As well, with more fleets adopting ELDs comes a whole new set of problems. Wirachowski stressed that drivers should know how to use the EOBR once your fleet decides to adopt them.


Understanding why some Tanker Trailers have Baffles/ bulkheads and others do not?

To help you understand why some Tanker Trailers have Baffles/ bulkheads and others do not?

I like to introduce you to something some call Liquid Surge or others “The sloshing effect” In Tanker Trailers.

The sloshing effect results from the movement of the liquid in partially filled tanks. This movement can have bad effects on handling. For example, when coming to a stop, the liquid will surge back and forth. When the wave hits the end of the tank, it tends to push the truck in the direction the wave is moving. If the truck is on a slippery surface such as ice, the wave can shove a stopped truck out into an intersection. The driver of a liquid tanker must be very familiar with the handling of the vehicle.

Image Curtesy of: – Liquid motion in Tank trailer without Baffles/bulkheads

If you’ve ever pulled a tanker trailer, you’ve experienced the sloshing effects. This aspect of hauling liquid loads can be very intimidating at first for the driver. Some tankers have Bulkheads(internal compartment dividers)  or baffles(internal compartment dividers) and some don’t

  • Bulkheads – use a solid divider to divide a liquid tanker into several smaller tanks. When loading, and unloading the smaller tanks, the driver must pay attention to weight distribution for the dividers are solid. Putting too much weight on the front or rear of the vehicle will cause adverse effects.
  • Baffles are bulkheads that have holes in them to let the liquid flow through. The baffles help control the forward and backward liquid surge. In these trailers, the internal movement of the product is minimal.

Image Curtesy of: – Liquid motion in Tank trailer with Baffles/bulkheads

However, in a tanker without baffles (sometimes called “smooth bore” tanks), where there’s just one liquid product, it’s a completely different story. A tanker without baffles handles differently than any other trailer. have nothing inside to slow down the flow of the liquid. Therefore, forward-and-back surge is very strong. non-baffled tanks are usually those that transport food products (e.g., milk). (Most sanitation regulations forbid the use of baffles because of the difficulty in cleaning the inside of the tank.)

Sources: ,

Feds uncover $2.1B in transportation spending

Image courtesy of – Transport Minister speaks at a luncheon in Ottawa, Tuesday July 4, 2017. (Adrian Wyld/Canadian Press)

Canada’s Minister of Transport reported $2.1 billion for the Trade and Transportation Corridors Initiative (TTCI) to manufacture more grounded, more proficient transportation passages to international markets today.

The TTCI investments will bolster the production of steady employments, by transporting goods more productively Canadian organizations will have the capacity to better contend, develop and make more occupations well into the future, the minister affirmed.

The core element of the TTCI is the merit-based National Trade Corridors Fund (NTCF), which will provide $2 billion over 11 years to strengthen Canada’s trade infrastructure, including ports, waterways, airports, roads, bridges, border crossings, rail networks and the interconnectivity between them. With the launch of this fund, proponents are being invited to submit an expression of interest for funding to support projects that address urgent capacity constraints and keep goods moving efficiently along Canada’s trade corridors.

TTCI is the legitimacy based National Trade Corridors Fund (NTCF), which will provide $2 billion over 11 years to strengthen Canada’s trade infrastructure, including ports, waterways, airports, roads, bridges, border crossings, rail networks and the interconnectivity between them. With the unveiling of this fund, proponents are being invited to submit an expression of interest for funding to support projects that address urgent capacity constraints and keep goods moving proficiently along Canada’s trade corridors.

 “Investments through the Trade and Transportation Corridors Initiative will make a big difference for Canadian businesses,” Garneau said. “It will allow them to get better access to international markets by addressing critical bottlenecks and ensuring that Canada’s transportation networks remain cost competitive and efficient. This also means more jobs that support middle-class families everywhere across the country.”

Up to $400 million of the NTCF will be dedicated to supporting the critical movement of people and goods in Canada’s Northern territories, given that region’s unique and urgent needs.


Learn the A, B, and Cs of Transport Truck Trailers

Ever ponder what the distinction between A Trains and B Trains were? Did you even think about the presence of C Trains? This article clarifies the distinctive ways that two trailers are hooked to each other in North America. When you allude to an arrangement of trailers as A, B or C trains you are truly referring to the connection between the two.

A – Train Semi Truck Trailers

A train is connected by a dolly that is hooked up to a pintle hook on the rear of the forward trailer. The dolly has one or two axles, and it is licensed as a separate trailer.

  • Single axle A Trains are utilized to keep running between terminals
  • Double axle A trains are utilized for Long Combination Vehicles, to put two 48’ or 53’ trailers together. A-Trains are used for pulling Van (enclosed) trailers.

B-Train Semi Truck Trailers

B-Trains are a truck-trailer combination where the axles of the lead trailer stick out and a fifth wheel is mounted on the lead trailer. The axles of the lead trailer slide underneath the lead trailer so it can back into a door just like a regular trailer.

The operation of these trucks usually don’t require going back to a dock, drivers simply drive forward, making it less trying. The drivers that do drive these trucks, however, have a tendency to be experienced and can back into docks or around corners in spite of the size of their trucks.

  • The 8 axle, 63,500 kg B Train is standard across Canada.
  • A set of two can be pulled to a destination.
  • Popular for hauling flatbed, bulk and liquid goods in Canada and some US states.

C-Train Semi Truck Trailers

The lead trailer pulls a dolly that the second trailer sits on. There are two pintle hooks, which removes one of the points of articulation from the unit. This makes the second trailer significantly steadier. This does make it harder to hook the dolly to the lead trailer.

  • Rarest of the double trailer combinations
  • C-Trains pull long combination vehicles, not shorter double trailers in Western Canada
  • The tires on this dolly will wear significantly speedier from going around corners



Class 8 truck orders revived in June

The industry forecaster is demonstrating that June’s a remarkable comeback from May is in accordance with anticipations. The market is performing at a persistent pace, FTR reports. With orders totaling 216,000 units sold over 12 months.

Preliminary Class 8 truck orders came in at 17,600 units in June, indicating a 7% increase compared to May and 38% spike according to FTR.

“The June orders confirm that the market just took a brief respite in May after several stronger than expected months,” said Don Ake, VP of commercial vehicles at FTR. “The orders are right where we expect them to be and on track with our forecast.  The fact that orders are up 38% over last year proves the market is much improved this year.”

Don added: “Fleets are ordering to fill out their remaining requirements for the second half of the year.  However, it is still good news that orders rose and did not drop significantly from May. This shows the market is steady, stable and primed for a strong year in 2018.”

Courtesy of :

ACT Research details:

  • Classes 5-8 net orders were 37% higher equally 43,000 units.
  • Classes 5-7 orders were up 28% in the second quarter
  • Orders of 18,100 Class 8 trucks in June
  • Down 6.5% compared to the first quarter of this year

“While orders are weak relative to year-to-date activity, June’s orders were up 39% compared to last year,” said Kenny Vieth, president and senior analyst at ACT Research. “Because of a deep seasonal trend that runs through Class 8 orders, seasonal adjustment provides a significant boost to June’s orders. When adjusted, the June volume rises to 20,200 units.”

Preliminary Classes 5-7 orders slipped from May by 1,500 units, to 20,200, according to ACT Research.


CTA provides feedback on environmental initiatives

Curtesy of

The Canadian Trucking Alliance (CTA) has some ideas on how the federal government can reduce greenhouse gases from transportation.

The CTA president Stephen Laskowski presented to the Standing Senate Committee on Agriculture and Forestry, offering input on regulatory change.

The organization is supportive of reducing the sector’s carbon footprint. However, the targets set for future regulations must be based on proven technologies and the carbon pricing system needs to be structured properly to support future green transportation.

Laskowski said the industry is hopeful about phase 2 of regulations because it will not introduce equipment with the same challenges that previous regulations forced into the industry.

The technology must be built to Canadian standards, he said.

While the alliance is not opposed to carbon pricing, a system should be properly structured and easy to administer, and the industry must be mindful of staying competitive in the market since U.S. trucking companies will not face similar carbon pricing pressures.


President Trump promises “first-class” roads thanks to new public funding

On June 7, President Donald Trump announced the government would create a “first-class” system of roads, bridges and waterways by using $200 billion in public funds to generate $1 trillion in investment to pay for construction projects that public officials agree are overdue.

Trump said America must have the best, fastest and most reliable infrastructure in the world. During his campaign across the country last year, he was asked why the U.S. was spending money to rebuild other countries, and he proclaimed that it was time to rebuild this country.

Democrats have balked at Trump’s plan for financing improvements, arguing it would result in taxpayer-funded profits for corporations.

President Donald Trump said in Cincinnati that as he campaigned across the country last year, people often asked him why the U.S. was spending money to rebuild other countries when the roads and bridges they travel on needed rebuilding, too.. (Associated Press: JOHN MINCHILLO)

The White House, however, has not outlined specifics of the infrastructure plan.

The proposed funding with $200 billion in public funds over 9 years would average $1 trillion worth of construction to include improving routes for transporting agricultural products.

Mike Toohey, president of the Waterways Council Inc., said he was happy the president is addressing rivers since more attention is paid to roadways, railways and runways.

However, he said the proposal could result in higher costs for commercial users that finance the waterways’ upkeep in the first place.



Supreme court denies lawsuit challenging the use of ELDs

Curtesy of

In favour of the U.S. Department of Transportation, the U.S. Supreme Court decided it would not hear a lawsuit that challenges a ruling that requires truck operators to use an electronic logging device to track hours of service.

The Owner-Operator Independent Drivers Association was behind the lawsuit and a member of legal counsel said the organization was disappointed that the Supreme Court did not review the case.

The association will continue to press the issue in Congress and with the Trump Administration.

The American Trucking Association is in agreement with the Supreme Court’s decision, saying it supports the FMCSA as it works toward the December deadline for electronic logging devices.

The OOIDA sought to have the mandate struck down in court, indicating ELDs violate a drivers constitutional rights and protections against warrantless searches and seizures, and that the rule did not meet the stipulations set for an ELD mandate.

The lawsuit was brought against the DOT in March 2016, and a three-judge panel on the Chicago-based 7th Circuit Court of Appeals heard the case last September. The following month, it ruled in favour of the DOT, and dismissed the arguments of the case.

In April of this year, the OOIDA filed a writ of certiorari asking the Supreme Court to take up the case. There will be no appeal, as the OOIDA decided not to challenge the court’s decision.