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| What's New |
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Ticket Aggressive Cars & Trucks -- TACT
Oregon has a new safety campaign aimed at getting the attention of aggressive car and truck drivers. The TACT campaign -- Ticket Aggressive Cars & Trucks -- involves catching persons in the act of driving unsafely around trucks. But more than just an enforcement effort, TACT also involves educating drivers about how to stay out of trouble. Of course the bottom line objective is to reduce truck crashes, particularly those in which the car driver is at-fault, and reduce the number of people injured or killed on Oregon highways.
In May, motorists on Interstate 5 in the Portland area were the first to be introduced to TACT. The Oregon Department of Transportation's Motor Carrier Division brought a number of companies that volunteered trucks together with Clackamas County police to look for car and truck drivers doing dangerous things like speeding, tailgating, and changing lanes unsafely. Enforcement officers rode along in the big rigs and then called ahead to other officers when they witnessed traffic violations. Police also flew over the Interstate in a plane to help track offenders.
During the five-day operation, police pulled over 362 drivers and issued 351 tickets and 97 warnings. The two most common violations were unlawful lane change and tailgating.
Similar operations are now scheduled for other parts of the state, including Interstate 5 through Salem and Albany. Oregon State Police plan to take a lead role in the next TACT exercise.
Read a TACT Fact Sheet.
One key TACT campaign message motorists will see over and over again is, LEAVE MORE SPACE. Bad things happen when vehicles get too close to each other. When cars and trucks collide, cars get the brunt of it no matter which vehicle is at-fault. In the last 10 years, 3 out of 4 people who died in these collisions were riding in the cars. In fact, in crashes involving a car and truck, the car occupants are 15 times more likely to be killed than truck occupants. Here are key messages that the TACT campaign will emphasize:
- Don't cut off trucks. For safety sake, it's recommended that car drivers maintain one car length for every 10 miles per hour of speed.
- Don't tailgate. Unlike cars, trucks have large blind spots behind them. Also, car drivers who tailgate trucks can't see traffic ahead. If the truck brakes suddenly, the car driver has no time to react and no place to go.
- Allow trucks plenty of room. Both car and truck drivers must be especially careful when entering a highway or merging with traffic.
- Don't speed. Speed is the leading cause of all crashes in Oregon.
 The Oregon TACT campaign is modeled after a campaign conducted by the Washington State Patrol (WSP). For the past three years, WSP has worked to heighten awareness and reduce unsafe driving behaviors by both cars and trucks in four high-crash interstate corridors. In one five-day TACT exercise last year, for example, eight troopers stopped 822 drivers on I-90 for aggressive driving violations such as speeding, improper lane change, and following too closely. In addition to a citation or warning, every driver received a TACT pamphlet with tips on sharing the road. Before the exercise and while it was underway, over 700 radio and television commercials were aired in eastern Washington and northern Idaho to promote the program. Road signs were also placed along the interstate reminding drivers to be safe.
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| Laws & Rules |
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Summary of all Safety Regs
All Federal Regulations
Separate Regulations:
Part 382 - Controlled Substances and Alcohol Use and Testing
Complete Part 382 Regs / Summary
Part 383 - CDL Standards, Requirements, and Penalties
Complete Part 383 Regs / Summary
Part 387 - Minimum Levels of Financial Responsibility
Complete Part 387 Regs / Summary
Part 390 - General Federal Motor Carrier Safety Regulations
Complete Part 390 Regs / Summary
Part 392 - Driving of Motor Vehicles
Complete Part 392 Regs / Summary
Part 393 - Parts and Accessories Necessary for Safe Operation
Complete Part 393 Regs / Summary
Part 395 - Hours of Service of Drivers
Complete Part 395 Regs / Summary
Part 396 - Inspection, Repair, and Maintenance
Complete Part 396 Regs / Summary
Part 380 / 391 - Special Training Requirements / Qualification of Drivers
Complete Part 380 Regs / Complete Part 391 Regs / Part 380 / 391 Summary
Oregon safety staff
Inspection reports online, inspection follow-up requirements
Oregon Traffic Accident and Insurance Report - Paper Form
(includes Motor Carrier Crash Report Form on pages 6-7)
Online Accident Report Form - Electronic Reporting
Cargo Load Securement Rules
Motor Carrier's Guide to Improving Highway Safety
Questions? Call 503-378-6963 or find more information through the Federal Motor Carrier Safety Administration´s Education & Technical Assistance Program
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Driver Hours of Service Rules
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Intrastate hours-of-service rules
Oregon rules governing driver hours-of-service for intrastate operations now conform to federal rules governing interstate operations.
In the past, Oregon intrastate rules required drivers to take just 8 hours off duty and they were not required to keep a logbook until they worked more than 16 hours. But federal rules require intrastate drivers hauling property to take 10 hours off duty between the maximum daily limits for driving and keep a logbook if they're not released from duty within 12 hours.
In the past, intrastate drivers carrying passengers were allowed to drive 12 hours within the first 16 hours of being on duty, but they could not drive after being on duty 70 hours in 7 days or 80 hours in 8 days. But federal rules require intrastate drivers carrying passengers to follow federal rules that allow drivers to drive up to 10 hours, but prohibit driving after being on duty 15 hours. These drivers also may not drive after being on duty 60 hours in 7 days or 70 hours in 8 days. Drivers of passenger-carrying vehicles may still take 8 hours off duty.
Intrastate operators hauling property are still allowed an additional hour of driving time per day – 12 hours instead of the 11 allowed for interstate operators – and two additional hours of on-duty time – 16 hours instead of the 14 allowed for interstate operators. (The allowed on-duty period ends at the 16th hour after the driver came on-duty. If someone logs off-duty for an hour for lunch, that hour still counts towards the 16 hour total.) They are still allowed to drive until they’ve been on-duty 70 hours in any 7 consecutive days or 80 hours in any 8 consecutive days – instead of 60 hours in 7 days and 70 hours in 8 days.
Under tolerance guidelines in 49 CFR 350.341, states may allow intrastate operators, except those carrying hazardous materials requiring placards and those carrying passengers, to drive up to 12 hours per day as long as they’re prohibited from driving after being on duty 16 hours and 70 hours in 7 consecutive days or 80 hours in 8 consecutive days. The tolerance guidelines do not allow for a variance on the amount of hours a driver must be off duty each day.
Interstate truck driver hours-of-service rules
Interstate property-carrying commercial vehicle drivers are limited to a maximum of 11 hours behind the wheel in a 14-hour work day after 10 consecutive hours off duty. They're prohibited from driving after being on duty 60 hours in a seven-day period or 70 hours in an eight-day period. They have a 34-hour “restart” provision, which allows them to refresh their weekly work periods by taking 34 consecutive hours off duty.
Under sleeper berth provisions, when drivers use sleeper berths for rest they must obtain the rest in two periods. One period must be at least 8 consecutive hours long in the sleeper and the second must be 2 consecutive hours either in the sleeper berth, off duty, or any combination of the two.
Short-haul drivers -- those who don't need a Commercial Driver License, operate a property-carrying vehicle within a 150-air-mile radius of their normal reporting location, and return home each night -- must follow the hours rules, but they're not required to keep a logbook and two days a week they can drive up to the 16th hour after coming on duty, rather than the 14th hour.
Passenger-carrying drivers must comply with the hours-of-service limitations specified in 49 CFR 395.5.
Short-Haul Provision
Drivers of property-carrying commercial motor vehicles that do not require a CDL for operation and operate within a 150 air-mile radius of their normal work reporting location:
- May drive a maximum of 11 hours after coming on duty following 10 or more consecutive hours off duty.
- Are not required to keep records-of-duty status.
- May not drive after the 14th hour after coming on duty 5 days a week or after the 16th hour after coming on duty 2 days a week.
Employer must maintain and retain accurate time records for a period of 6 months showing the time the duty period began, ended, and total hours on duty each day in place of records-of-duty status. Drivers who use this short-haul provision are not eligible to use 100 air-mile provision 395.1(e) or the current 16-hour exception in 395.1 (o).
Visit the Federal Motor Carrier Safety Administration Web site for more about hours-of-service regulations.
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| Safety Action Plans |
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Guide to the 2009 Commercial Vehicle Safety Plan
The Oregon DOT, Motor Carrier Transportation Division has been producing an annual Commercial Vehicle Safety Plan since 1984, when Oregon started receiving Motor Carrier Safety Assistance Program (MCSAP) federal funds. The Plan is now required by Oregon law, ORS 825.248. For several years the Division has been producing a special guide to the Commercial Vehicle Safety Plan and distributing it to all state safety inspectors.
The new Summary of Oregon Truck Safety and Guide to the 2009 Commercial Vehicle Safety Plan is now available. It provides information about truck crash totals, crash causes, crash rates, safety inspection totals, and a summary of key problems and objectives that includes state-specific problems as well as national program activities.
Safety Action Plan to Reduce Truck-at-Fault Crashes
In late-2007, the Motor Carrier Transportation Division produced a special publication called the 2007-09 Safety Action Plan to Reduce Truck-at-Fault Crashes. This Action Plan sought to raise awareness about truck-at-fault crashes in Oregon and the various ways to prevent them. It included a summary of Oregon’s 2008 Commercial Vehicle Safety Plan and much more information about the state's truck safety efforts.
In June 2008, the American Association of Motor Vehicle Administrators (AAMVA) announced that Oregon's Safety Action Plan had earned the first Highway Safety Award for Commercial Vehicles. AAMVA and the Federal Motor Carrier Safety Administration (FMCSA) created the award to annually recognize a jurisdiction, agency or person who has made significant contributions to improving highway safety involving commercial vehicles and their drivers. The award was presented to Oregon at AAMVA's 2008 Annual International Conference in Orlando in August.
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| Safety Offices |
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Salem
550 Capitol Street NE, Salem OR 97301
503-378-6963
Bend
20340 Empire Avenue, Bend OR 97708
541-388-6171
Springfield
640 A Street, Springfield OR 97477
541-736-2303, 541-736-2302, or 541-736-2301
La Grande
3012 Island Avenue, La Grande OR 97850
541-963-1389
Medford
724 S Central, Suite 209, Medford OR 97501
541-776-6221
Portland
12348 N Center Avenue, Portland OR 97217
971-673-5885
Umatilla
1801 SW Hwy. 730E, Umatilla OR 97882
541-922-2578
View map of Safety Offices & Staff
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| Hotline - 800-248-6782 |
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The Motor Carrier Transportation Division maintains a Truck Safety Hotline to take reports from motorists who see some kind of truck safety problem while traveling in Oregon. Anyone who spots problems, such as a truck speeding, tailgating, changing lanes unsafely, or spilling its load, can relay information about the incident by either calling a toll-free number or completing a form online:
Call 1-800-248-6782 or report an incident online.
Calls are recorded 24 hours a day, 7 days a week. The online form is, of course, also available at all hours. Regardless of how reports are made, if enough information is received about an incident and the truck involved the Motor Carrier Division will send a letter to the company responsible. An ideal report would include time, location, a description of the incident, and the Oregon DOT license plate number (a red plate with white letters) or the company name and truck ID number on the cab. Because truck trailers are often leased, the trailer ID number may not be enough to identify the company using the trailer.
The Hotline receives more than 100 reports each year and letters are sent to the companies responsible asking them to look into each complaint. Many reports involve speeding or careless/reckless driving. Those two bad driving habits are among the most common causes of truck-at-fault accidents. Another common complaint of motorists relates to trucks making unsafe lane changes.
In the majority of cases, companies respond to the reports by counseling or reprimanding the driver involved and they often place a letter in the driver´s file. Sometimes companies will deny the allegation, report that certain information is simply inaccurate, or offer a satisfactory explanation for the incident. In response to several calls each year, companies report that a driver resigned or was fired.
Most truckers are professionals who drive safely and courteously. The Safety Hotline allows the public to help identify those few who cause problems. It´s important to remember that trucks, including those that weigh at least 8,000 lbs., travel nearly 2 billion miles over Oregon highways each year. In light of that, it´s remarkable that the Safety Hotline receives so relatively few calls from motorists reporting truck driving problems.
Since the Hotline was established in 1988, thousands of motorists have used it to report hazards. The Oregon Department of Transportation thanks all who have used the Hotline, or will use it in the future, for their help making Oregon´s highways safe for everyone.
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| Public Education / Awareness |
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Study examines causes of truck crashes
A Federal Motor Carrier Safety Administration (FMCSA) study of truck crashes finds that those involving a truck and a car are more likely to be caused by the car driver than the truck driver. “For two-vehicle crashes involving a truck and a passenger vehicle, trucks were assigned the critical reason in 44% of the crashes and passenger vehicles in 56%,” the study concludes.
The Large Truck Crash Causation Study, released as a Report to Congress, was mandated by the federal legislation that created the FMCSA — the Motor Carrier Safety Improvement Act of 1999. Researchers worked for 33 months examining a nationally-representative sample of large-truck fatal and injury crashes in 17 States. Each crash involved at least one large truck and resulted in at least one fatality or injury.
The study’s general conclusions included the following:
- In all crashes, driver recognition and decision errors were the common type of driver mistakes noted by crash investigators or law enforcement officials.
- Driving too fast for conditions and fatigue were important factors cited for both drivers.
- Speeding was noted more often for truck drivers.
- Among truck drivers, prescription drug use was an “associated factor” in 28.7% of all crashes sampled and over-the-counter drugs were an associated factor in 19.4%.
- Car drivers were more frequently linked to both driving performance errors and non-performance problems (e.g., asleep, sick, incapacitated).
- Fatigue was noted twice as often for car drivers.
- Brake problems were a factor for almost 30% of trucks but only 5% of cars.
- Roadway problems were present in 16% of the two-vehicle crashes and adverse weather conditions were present in approximately 13%.
- Interruption in the traffic flow (previous crash, work zone, rush hour congestion, etc.) was a factor in almost 25% of the two-vehicle crashes.
All study data is now available to the public so that other agencies, universities, private groups, and individuals can conduct more analysis about truck crash factors.
Public Education / Awareness
The Motor Carrier Transportation Division has produced three safety-related brochures to draw motorists' attention to blind spots around trucks and to draw truckers' attention to dangerous downgrades on Oregon's highways.
Truck Zone - Learn about safely sharing the road with trucks. There are four “No Zones” that every truck has and that every automobile driver should avoid:
• Left side just behind the cab
• Right side just behind the cab
• Too close in front
• Too close in back
Your car is invisible in the “No Zones.” That means trouble if the truck driver does not know you are there and tries to change lanes or has to stop suddenly. To stay out of these four “No Zones,” make your car visible -- either pull ahead or drop back so the truck driver can see you. Remember, if you cannot see the truck driver’s mirrors, he or she probably cannot see you.
Siskiyou Pass - The Siskiyou Pass, commonly called “The Siskiyous,” is a very hazardous part of Interstate 5 in Southern Oregon. The summit is at an elevation of 4,310 feet and going down involves losing about 2,300 feet of that in six miles at a 6% downgrade. There are sharp curves and this area is plagued by fog and chilly temperatures that make for some of the most hazardous visibility and road surface conditions in Oregon. More than 13,000 vehicles travel this stretch of highway daily and trucks are involved in about half of all accidents that occur here.
Emigrant Hill - Emigrant Hill, commonly called “Cabbage Hill,” is a very hazardous part of Interstate 84, west of La Grande in Eastern Oregon. This hill experiences some of the most changeable and severe weather conditions in the Northwest. Visibility is often limited and road surfaces are often icy. To get down Cabbage Hill, truckers lose about 2,000 feet of elevation in six miles and twist through a double hair pin turn at a 6% downgrade. More than 90% of the Cabbage Hill crashes involve out-of-state motor carriers!
Read more about a Downhill Speed Information System that helps truckers survive the trip down Emigrant Hill.
Operation Safe Driver -In October 2007, safety officials across the country marked the first Operation Safe Driver week and joined together for various activities to shine a spotlight on commercial driver safety. The Commercial Vehicle Safety Alliance (CVSA), sponsored the event and set “Increasing Driver Performance through Enforcement and Education” as the theme. It's all part of ongoing efforts to improve commercial and non-commercial driver behavior and performance through enforcement, education, and awareness strategies. CVSA notes that in the 141,000 truck crashes examined in FMCSA’s Large Truck Crash Causation Study, commercial vehicle performance, recognition, and decision factors accounted for 88% of the critical reasons for the crashes.
Here are some safe driving tips from an Operation Safe Driver brochure:
What car drivers need to know about trucks and buses
Truck and bus drivers will tell you many stories about being cut-off or passed by a car and the car driver proceeds to put on their brakes or dash to the next exit. You never hear of the near misses, accidents that ALMOST happened, on the local or national news – yet EVERYONE has their own story about this. And it’s not what you drive around big trucks and buses that matters, it’s HOW you drive.
If we could put every member of the public in a truck or bus for a day, there would be a lot more awareness and a lot less crashes. But since we can’t do that, get familiar with the following eight keys to keeping safe around big rigs. One or all of these could save your life.
- Never cut in front of a truck. A fully loaded truck can take 400 feet (more than the length
of a football field) to stop and the odds are that you or someone driving next to you
could be killed as a result of your driving.
- Keep a safety cushion around trucks. Try to leave a 10-car length gap when in front of a truck and 20-25 car lengths when behind a truck. An average passenger car traveling at 55 miles per hour takes about 130 to 140 feet to stop.
- Never linger alongside a truck. Cars can momentarily “disappear” from view due to blind spots.
- Pass trucks quickly to increase visibility and reduce dangers associated with lingering beside a truck.
- Only change lanes when you can see both of the truck’s headlights in your rearview mirror.
- If possible, pass a truck on the left, not on the right, because the truck’s blind spot on the right runs the length of the trailer and extends out three lanes.
- Check a truck’s mirrors. If you are following a truck and you cannot see the driver’s face
in the truck’s side mirrors, the truck driver cannot see you.
- Allow trucks adequate space to maneuver. Trucks make wide turns at intersections and
require additional lanes to turn.
What truck drivers need to know about car drivers
As a professional driver you face a lot of stress and pressure each day just trying to do your job, maneuvering through congested highways with aggressive car drivers darting around you and everyone in a rush to get where they're going because time is money.
It may make you want to gamble a bit by taking unnecessary risks. But your risk goes up exponentially for each violation you receive. The seriousness of violations is more than monetary, unless you’re willing to pay with your life. And we’re not just talking about your life. When you gamble, you're also gambling your family’s future and the future of many innocent others. Don’t take that gamble; it’s just not worth the risk.
- Pre-inspect the condition of your vehicle before and check for load securement. Maximize the vision around your truck with properly adjusted mirrors. Be sure your mirrors are properly set and clean.
- Get in a safe mindset!
- Buckle up! It is your last line of defense!
- Obey speed limits and traffic signs. Excessive speed reduces your ability to avoid a crash, extends your vehicle’s stopping distance, and increases the severity of a crash when it occurs. Slow down in bad weather and at construction zones.
- Maintain a safe following distance. Follow other vehicles at a safe distance (3-5 second rule).
- Make only safe and necessary lane changes. Pick a lane and stay in it for as long as possible. Lane changes increase one’s risk of an accident.
- Focus on your driving, not the distractions! Avoid or minimize in-truck distractions such as cell phone use, changing CDs, eating, or other activities that can remove your attention from the road.
- Never drive under the influence! Watch out for other motorists whose driving behavior suggests they may have been drinking.
- Get enough sleep. Sleep deprivation and fatigue can cause lapses in attention, slowed awareness, and impaired judgment.
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| Chains & Traction Tires |
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There are no specific dates in Oregon state law declaring when truck chain requirements start and end because no one knows when winter conditions will start and end for the varied climates throughout the state. Chains are required in Oregon whenever winter conditions exist and SNOW ZONE signs are posted advising drivers to carry or use them. But regardless of whether road and weather conditions appear favorable at any moment, truck drivers are advised to always carry chains during the Fall and Winter months in Oregon. One can never be sure when conditions may suddenly change. Enforcement officers have the discretion to issue a $115 citation for failure to carry chains.
Visitors to ODOT’s TripCheck Web site — TripCheck.com/ — can view information about each of the SNOW ZONES on state highways where chains or traction tires must be carried or used. The Detailed Information pop-up box for these SNOW ZONES changed this year so that now visitors always seeing the following message:
Minimum Chain Restriction: Carry chains or traction tires regardless of conditions.
Winter Travel in Oregon
Oregon Chain Laws and Minimum Chain Requirements are posted on the Internet at ODOT's TripCheck Web site (look for Winter Travel links in lower left corner of TripCheck home page).
View a two-page summary of the minimum chain requirements.
The TripCheck site also features Road Cams with regularly-updated camera images of highways around the state.
For road and weather information by phone, dial 511 or 1-800-977-ODOT (within Oregon) or 503-588-2941 (outside Oregon).
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| Load Securement |
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New securement rules add a definition of "metal coil"
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Cargo securement rules
Federal Motor Carrier Safety Administration (FMCSA) cargo securement rules have changed as a result of a 2005 rulemaking that addressed manufacturing standards for tiedowns and securement requirements for dressed lumber, metal coils, paper rolls, intermodal containers, and flattened cars. With most of the changes, securement rules become less strict. View slideshow describing certain changes.
Major changes include the following:
Securement Devices and Rub Rails — A requirement that securement devices must be inboard of the rub rails has been removed. Motor carriers may now place securement devices either inside or outside the rub rails.
Gut Wrappers — Gut wrappers are not required on multiple tiers of lumber, when lumber is loaded in a sided-vehicle and the sides are strong enough.
Flattened or Crushed Vehicles — Vehicles used to transport flattened or crushed vehicles must be equipped with a means to prevent liquids from leaking from the bottom of the vehicle, and loose parts from falling from the bottom and all four sides of the vehicle extending to the full height of the cargo.
Guidance for Securing Heavy Equipment — The Federal Register includes regulatory guidance for securing heavy equipment. Generally, all accessory equipment must be lowered and secured to the vehicle. A locking pin or other mechanism that prevents the accessory equipment from moving up and down and from side-to-side may be used for the securement. If a pin or other mechanism locks the accessory equipment in place, a separate securement device, such as a chain, IS NOT required. If there is no locking pin or other mechanism to prevent the accessory equipment from moving, then separate securement is required.
Definition of Metal Coil — A definition of “metal coil” has been added to the list of definitions in Section 393.5 of the Motor Carrier Safety Regulations. Metal coil means an article of cargo comprised of elements, mixtures, compounds, or alloys commonly known as metal, metal foil, metal leaf, forged metal, stamped metal, metal wire, metal rod, or metal chain that are packaged as a roll, coil, spool, wind, or wrap, including plastic or rubber coated electrical wire and communications.
New Guide to Aggregate Working Load Limit
 The aggregate working load limit of tiedowns used to secure an article or group of articles against movement must be at least one-half times the weight of the article or group of articles.
The aggregate working load limit is the sum of:
- One-half the working load limit of each tiedown that goes from an anchor point on the vehicle to an anchor point on an article of cargo.
- (NEW) One-half the working load limit of each tiedown that is attached to an anchor point on the vehicle, passes through, over, or around the article of cargo, and is then attached to an anchor point on the same side of the vehicle.
- The full working load limit for each tiedown that goes from an anchor point on the vehicle, through, over, or around the article of cargo, and then attaches to another anchor point on the other side of the vehicle.
- (NEW) The aggregate working load limit for tiedowns used to secure a stack of logs on a frame vehicle, or a flatbed vehicle equipped with bunks, bolsters, or stakes must be at least one-sixth the weight of the stack of logs.
To read comments filed in this rulemaking, Search the Docket Management System and enter Docket Number 21259.
Log Securement – Clarification
Many log trucks require only two tiedowns (wrappers) to satisfy the cargo securement requirements in FMCSR Part 393.116. However, to meet OSHA standards the load may require more than two. In an inspection, a violation exists only if the REQUIRED NUMBER of tiedowns, per FMCSR standards, are loose, missing, or defective. If the additional wrappers are loose, it is not considered a violation.
What is a loose wrapper? Generally, for a wrapper to be considered loose on a log truck the wrapper would be hanging down, with no contact between the wrapper and the bottom of the logs. If extra mechanical means is needed to tighten a binder, then it is already tight enough. Manufacturers of lever type load binders recommend AGAINST the use of a handle extender (cheater pipe). The increased leverage gained by using a cheater pipe can cause deformation and failure of the chain and load binder.
Background
Cargo load securement rules changed significantly in January 2004. Comprehensive federal regulations, which were originally announced in December 2002, arose from years of research and the evaluation of U.S. and Canadian regulations, trucking industry best practices, and recommendations presented during a series of public meetings with industry experts, enforcement officials, and interested parties. Read the final rules regarding Development of a North American Standard for Protection Against Shifting and Falling Cargo.
Securement rules apply to trucks, truck tractors, semitrailers, full trailers, and pole trailers. Each commercial motor vehicle must, when transporting cargo on public roads, be loaded and equipped, and the cargo secured, to prevent it from leaking, spilling, blowing or falling from the vehicle. Cargo must also be contained, immobilized or secured to prevent shifting upon or within the vehicle to such an extent that the vehicle´s stability or maneuverability is adversely affected. Read more about the rules at the Federal Motor Carrier Safety Administration's Web site.
In August 2004, the Federal Motor Carrier Safety Administration issued guidance regarding the use of tiedowns and the Working Load Limit assigned to a tiedown. The limit assigned depends on whether the tiedown is indirect securement or direct securement. See Guidance Regarding Tiedowns and Working Load Limits.
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| Trailer lights & markings |
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Trailers and the rear of truck tractors need to be marked with red and white reflective material to make them visible to other drivers at night.
Since 1993, manufacturers have been outlining trailers with red and white reflective tape or hard plastic reflector strips. In 1999, the Federal Motor Carrier Safety Administration ordered all older trailers to be retrofitted to the new standards. But old trailers that were already marked with colors other than red and white were given until June 2009 to get refitted with red and white material.
The requirements apply to all trailers and semi-trailers with an overall width of 80 inches and a gross vehicle weight rating of 10,001 pounds or more. The only exceptions are pole trailers, trailers transported in a driveaway-towaway operation (when the trailer itself is the cargo or is being towed for repair), and trailers used only as offices or dwellings.
The federal regulations are in Part 393.13.
The National Highway Traffic Safety Administration and Transport Canada have posted a useful guide to trailer lights and markings.
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| Hazardous Materials |
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The Oregon Department of Transportation, Motor Carrier Transportation Division, regulates the transportation of hazardous materials in the state by adopting Federal Hazardous Materials Regulations, Title 49, Code of Federal Regulations for both carriers and shippers. Visit the U.S. DOT Hazmat Safety Web site to access a wealth of information about transporting hazardous materials.
Oregon Hazardous Materials Office
550 Capitol St. NE, Salem OR 97301-2530
Hazmat Specialist - Jess Brown, Phone: 503-378-3667 Fax: 503-378-8815
Office hours - 7:30 a.m. to 4:30 p.m., Monday through Friday.
Notice to Carriers Hauling Radioactive Materials in Oregon
Motor carriers transporting radioactive materials in and through Oregon are subject to all related safety laws of the U.S. DOT and the Nuclear Regulatory Commission. In addition, carriers transporting radioactive materials that require placards must complete an Oregon Radioactive Materials Transport Permit Application, obtain an Oregon permit, and carry a copy of the permit in the transport vehicle. Return the completed application by mail to: ODOT Motor Carrier Transportation Division, Safety Technical Services, 550 Capitol St NE, Salem OR 97301-2530. Permit fees are established by the Oregon Department of Energy. Carriers pay $70 for each placarded shipment, with the exception of those hauling well-logging material, radiopharmaceuticals, or radiographic material, who pay an annual fee of $500 or $70 per shipment, whichever is less. Carriers may request a different fee schedule from the Department of Energy, as described in administrative rules OAR 345-060-004. Other rules related to the transportation of radioactive materials are contained in Chapter 740, Division 110 (see 740-110-0060, -0070, -0080, and -0090).
• Motor carriers with shipments of spent fuel and Highway Route Controlled Quantities must provide advance notice in writing or by phone. From 8 a.m. to 5 p.m. Pacific Time, contact the ODOT Motor Carrier Division, Safety Technical Services, 550 Capitol St NE, Salem OR 97310-2530. Phone: 503-378-5916. FAX: 503-378-8815. Notice of a shipment must be made as soon as practicable, but not later than 48 hours before it´s transported in Oregon. When, as a result of conditions beyond the carrier´s control, it´s not possible to meet the 48-hour minimum notification requirement, notice must be made immediately by phone or no later than the next working day. Carriers must report any route changes, shipment cancellations, or schedule changes if an inspection is required and the carrier will arrive at the inspection site two or more hours early or late.
• Report accidents immediately -- all accidents, regardless of whether radioactive material was damaged or dispersed. Also, immediately report the loss of any radioactive material, situations in which tampering is suspected, and situations in which shipments are delayed unexpectedly. Report accidents and incidents by calling 800-452-0311 (within Oregon) or 503-378-4124 (outside Oregon).
• Avoid dangerous road and weather conditions. For road and weather information dial 511 or 1-800-977-ODOT (within Oregon) or 503-588-2941 (outside Oregon).
Questions? Call the Motor Carrier Transportation Division in Salem at 503-378-5916. More technical questions? Call Jess Brown, 503-378-3667, at the Motor Carrier Transportation Division, or Ken Niles, 503-378-4906, at the Nuclear Safety Division, Oregon Department of Energy. Visit the Department of Energy´s Web site to learn more about the transportation of radioactive materials in Oregon.
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| Drug & Alcohol Testing |
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Drug and alcohol testing is a fact of life in trucking today. Drivers with a commercial driver license (CDL) are subject to it, as are truck owner-operators with a CDL, and motor carriers who employ drivers with a CDL must have a testing program. Carriers bear the ultimate responsibility for assuring drivers are in compliance with rules found in federal regulations, Title 49, Part 382. Questions? Call the ODOT Motor Carrier Transportation Division, 503-373-1979 or 503-378-5983.
Legislation passed in 1999 strengthened testing requirements and made it more difficult for a commercial driver to hide positive drug tests. Oregon law, ORS 825.410, requires that when carriers register to operate in the state or renew registration they must certify that they meet drug and alcohol testing requirements. (Go to Certification Form.) The penalty for not maintaining a testing program is $1,000 per violation. Oregon law also requires that information about an Oregon commercial driver´s positive drug test must be entered on the driver´s employment driving record.
Pre-employment Controlled Substances Tests
Motor carriers cannot allow a driver to perform safety-sensitive duties until the driver has received a negative result from a controlled substances test. FMCSR, Part 382.301
Random Tests
Carriers must conduct random controlled substances and alcohol tests throughout each year. The controlled substances tests must involve enough drivers to equal at least 50 percent of the average number of driver positions. The alcohol tests must involve enough drivers to equal at least 10 percent of the average number of driver positions and they must be performed immediately prior to, during, or immediately after a driver is on duty. All drivers must have an equal chance of being selected and must be selected throughout the year using a scientific method. FMCSR, Part 382.305
Post-Accident Tests
Carriers must conduct both controlled substances and alcohol tests on any driver involved in an accident that results in a fatality. Both tests are also required when the driver is cited for a moving traffic violation resulting in an accident in which a person requires immediate medical treatment away from the scene, or when a vehicle is towed away. These rules apply regardless of who is at fault in the accident.
Test must be taken as soon as practicable after the accident. Alcohol tests should be taken within two hours of the accident, but no later than eight hours. Controlled substances tests must be taken within 32 hours of the accident. The post-accident testing rules are not intended to delay the provision of necessary medical attention to an injured person and they don´t prohibit a driver from leaving the scene of an accident for a period of time needed to obtain medical assistance.
Drivers must remain available for testing or they may be deemed by the employer to have refused testing. A refusal is considered the same as a positive test. The responsibilityfor testing remains with the employer, and failure to conduct post-accident testing can lead to penalties in a civil enforcement action.
Federal and state rules hold the employer responsible for conducting post-accident testing of the driver (see below). The requirement also applies to drivers who are individual owner/operators. FMCSR, Part 382.303
Post-Accident Testing Responsibility - FMCSR, Part 382.303(c)
Employer IS responsible for performing post-accident test
• If accident involves a human fatality, regardless of whether the driver of the commercial vehicle is issued a citation.
• If accident involves bodily injury with immediate medical treatment away from the scene AND a citation is issued to the driver of commercial vehicle.
• If accident involves disabling damage to any motor vehicle requiring tow away AND a citation is issued to the driver of commercial vehicle.
Employer is NOT responsible for performing post-accident test
• If accident involves bodily injury with immediate medical treatment away from the scene AND no citation is issued to the driver of commercial vehicle.
• If accident involves disabling damage to any motor vehicle requiring tow away AND no citation is issued to the driver of commercial vehicle.
Reasonable Suspicion Tests
Drivers must submit to a controlled substances and/or alcohol test whenever a properly-trained motor carrier official or supervisor observes or documents behavior indicating controlled substances or alcohol use. FMCSR, Part 382.307
Return-to-Duty Tests
Carriers must follow certain steps before allowing a driver to return to work after failing a test, or after refusing to take a test. First, the carrier must ensure the driver passes an alcohol test with a result indicating an alcohol concentration of less than .02 or a controlled substances test indicating a negative result (whichever is applicable). Second, the driver must be evaluated by a substance abuse professional to determine what else may be needed. FMCSR, Part 382.309
Additional Requirements
In addition to the testing summarized above, motor carriers must provide drivers with educational materials that outline the requirements and the carrier´s policy regarding alcohol misuse and controlled substances abuse. Carriers can administer their own testing programs or they can enroll drivers with consortiums or third-party administrators who manage testing programs. Final responsibility for compliance lies with the carrier, however. FMCSR, Part 382.601
Legislation passed in 1999 made two major changes in Oregon law related to motor carrier drug and alcohol testing and the employment driving record of commercial drivers.
First, the legislation strengthened the existing federal requirement that motor carriers must maintain their own drug and alcohol testing program for drivers, or participate in a testing program maintained by a consortium. Oregon state law requires that carriers certify they meet drug and alcohol testing program requirements at the time they initially register to operate in the state, and again each time they renew registration. Carriers who participate in a testing program maintained by a consortium must provide the names of the persons operating the consortium. (Go to Certification Form.) Federal drug and alcohol testing requirements are contained in 49 CFR, Part 382. A "consortium" is defined in 49 CFR, 382.107.
The penalty for not maintaining a testing program, or not participating in one, is a maximum $1,000 per violation. Administrative rules, OAR 740-300-0060, provide that offenders are first subject to a Finding of Violation (Level I), then subject to a $500 per violation penalty if they offend a second time within five years of the first offense (Level II), and a $1,000 per violation penalty if they offend a third time within one year of the second offense (Level III).
Second, Oregon law requires that information about an Oregon commercial driver´s positive drug test must be entered on the driver´s employment driving record. When any driver with an Oregon Commercial Driver License (CDL) tests positive for drugs, the medical review officer conducting the test must report the result to Oregon’s Driver and Motor Vehicle Services Division (DMV) so it can be entered on the driver’s employment driving record. When a medical review officer reports a positive drug test, DMV notifies the driver and advises him or her of the right to a hearing. If a hearing is requested, no entry will be made on the driver´s commercial driving record pending the outcome of the hearing. Once information about a drug test has been entered on a commercial driving record, DMV will release that information only with the written permission of the driver.
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| Inspection Info |
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Truck Safety Inspection Stats for 2007
Number of truck safety inspections conducted in Oregon: 61,349
Compared to 2006, change in inspection totals: up 3%
Of the total inspections, number conducted by ODOT Motor Carrier Division staff: 39,753
Of the total inspections, number conducted by state law enforcement officers and county weighmasters under the Motor Carrier Safety Assistance Program: 21,596
Rate at which truck inspections occur in Oregon: 1 every 9 minutes
Most inspections conducted in a single day: 602
Average time needed to conduct a complete Level 1 truck inspection: 32.3 minutes
Total time spent inspecting trucks: 26,929 hours
If each truck was 60 feet long, distance all trucks inspected in 2007, parked end to end, would extend: 730 miles
Distance from Portland to Salt Lake City: 770 miles
Height all paper inspection forms, stacked in a pile, would reach: 6.5 feet
Inspections conducted using laptop computers: 73%
Average violations per inspection of Oregon-based trucks: 2.18
Average violations per inspection of trucks based elsewhere: 2.38
Inspections with ten or more violations: 1.10%
Most violations found in one inspection: 26
Number of carriers with trucks that were inspected more than 100 times: 34
Vehicles inspected in Oregon last year that were placed out-of-service for a critical safety violation: 20%
Current national rate of vehicles placed out-of-service: 22.4%
Drivers inspected in Oregon last year that were placed out-of-service for a critical safety violation: 14%
Current national rate of drivers placed out-of-service: 6.6%
Actual number of drivers placed out-of-service in Oregon last year: 8,582
Most common mechanical violation found in inspections: brake-related
Number of truck drivers caught falsifying log books or keeping inaccurate logs: 7,006
Number of drivers caught using radar detectors: 181
Number of drivers caught with alcohol or drugs: 105
Types of truck safety inspections conducted throughout North America
LEVEL I — A complete inspection that includes a check of the driver´s license, medical examiner´s certificate (and waiver, if any), alcohol and drugs, hours of service, seat belt, vehicle inspection report, brake system, coupling devices, exhaust system, frame, fuel system, turn signals, brake and tail lamps, headlamps, lamps on loads, load securement, steering, suspension, tires, van and open-top trailer bodies, wheels and rims, windshield wipers, emergency exits on buses and hazardous materials requirements, as applicable.
LEVEL II — A "walk-around" inspection that includes a check of each of the items in a Level I inspection but not items that require the inspector to physically get under the truck.
LEVEL III — An inspection of just the driver-related items in a Level I inspection.
LEVEL IV — A special inspection, typically a one-time examination of a particular item for a safety study or to verify or refute a suspected trend.
LEVEL V — An inspection of just the truck-related items in a Level I inspection.
LEVEL VI — An inspection of a shipment of highway-route-controlled quantities of radiological material. A Level VI inspection includes an enhanced check of each of the items in a Level I inspection.
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| Inspection Reports -- Online |
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One feature of Trucking Online lets companies use a home or office computer to view Oregon safety inspection reports and make sure they’ve met all inspection follow-up requirements. The service can be especially helpful to companies with large fleets because it’s not uncommon for a driver to take his copy of an inspection report and then forget to turn it in to his boss. The oversight can lead to enforcement actions that ultimately include a $1,000 penalty and a five-day suspension of Oregon operating authority. Now safety managers can stay on top of things and independently check inspection reports.
When an inspection finds a safety violation, companies are required to sign and return the inspection form within 15 days to verify that they fixed the mechanical problems and/or addressed the driver violations. Yet companies regularly fail to meet the requirements. Last year, 16,476 forms were returned late to the Motor Carrier Transportation Division and 1,826 were never returned at all.
The new Trucking Online feature lets companies view all truck and driver safety inspections from the past 24 months. Inspection reports marked with a “T” need to be signed and returned, the ones marked with a “C” have been returned and certified, and there’s no return required for the ones marked with an “N.”
The feature also lets companies view just the outstanding inspections that have not yet been signed by a company official and returned to MCTD. For those inspections, companies can choose to generate a letter just like the one they would get in the mail if they fail to respond to the inspection. After confirming that they’ve fixed the problems found in the inspection, they can print the letter, sign it, and fax it in.
Currently, the Motor Carrier Division pursues enforcement actions against companies that fail to return inspection forms for Level 1 or Level 2 inspections that found an out-of-service violation. It also pursues enforcement actions against companies that fail to return three inspection forms within a 12 month period. In 2005, after sending warning letters and providing 30 days to respond, the Division issued 236 Cease and Desist Orders documenting that a company did not meet the requirements. Another 42 companies were subject to a civil complaint action assessing a $1,000 penalty and suspension because they already received such a Cease and Desist Order and then within 12 months failed again to meet the requirements.
Inspection follow-up requirements date back to the early 1980s when states began adopting federal safety regulations and conducting inspections in a uniform manner nationwide. Today, inspection follow-up requirements are spelled out in Federal Motor Carrier Safety Regulations, Part 396.9. Any state receiving safety-related federal grant funds must enforce the requirements and ensure the “timely and appropriate” correction of violations found in inspections.
Inspection Follow-Up
After every truck and/or driver safety inspection performed by state transportation officials or law enforcement officers, the driver receives a copy of the inspection form. If the inspection found violations or defects, the motor carrier involved is required to sign and return that form to the state where the inspection occurred in order to confirm that the problems were addressed. See Federal Motor Carrier Safety Regulations, Part 396.9.
When the inspection occurs in Oregon, the inspection form given to the driver must be signed by a company official and returned to the Oregon Department of Transportation within 15 days. The company must certify that any vehicle-related problems were repaired and/or driver-related problems were addressed through action that ensures future compliance with regulations.
Inspection Follow-Up Requirement --When violations were found in an inspection, correct all violations and have a company official sign the inspection form. The form must also be signed by a repair person if a vehicle had a critical safety violation resulting in it being placed out-of-service until repairs were made. If violations are related to the driver (speeding, logbook, etc.), the company official´s signature certifies that action was taken to assure future compliance with regulations. When the inspection occurred in Oregon, sign and return the inspection form by mail within 15 days to: Oregon Department of Transportation, Motor Carrier Transportation Division, 550 Capitol St NE, Salem OR 97301-2530, or FAX the form to: (503) 373-7481
Oregon Enforcement - for inspections that found an out-of-service violation -- 1st time a carrier fails to return an inspection form for a Level 1 or Level 2 inspection: 50 days after the inspection, a Cease and Desist order is sent to the carrier establishing failure to meet inspection follow-up requirements.
2nd time, within 12 months of a Cease and Desist order, that a carrier fails to return an inspection form: A civil complaint action may be filed assessing a $1,000 penalty and seeking a five-day suspension of Oregon operating authority. At that point, the carrier may admit the failure to meet requirements, agree to remedy the problem, and seek settlement, or deny the violation and request a hearing before an administrative law judge.
Records Requirement -- Keep a copy of each truck and driver safety inspection for 12 months.
Questions? Carriers can call the Motor Carrier Transportation Division -- 503-373-0982 or 503-378-8811 -- if they're unable to meet requirements within 15 days of an inspection, or if they have questions about a safety inspection.
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| Inspector Training |
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The Motor Carrier Transportation Division is responsible for training and certifying all Oregon truck safety inspectors. This includes employees of Oregon´s Department of Transportation, as well as all state law enforcement and regulatory personnel. There are more than 500 trained and certified truck safety inspectors at work in Oregon today and they inspect more than 50,000 commercial vehicles and drivers each year.
Check a schedule of courses and training dates.
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| Crash Reports & Stats |
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Federal reporting requirements call for a truck crash report to be filed when the crash involves a fatality, injury, or disabling damage to any vehicle. See FMCSR Part 390.5 and Oregon Administrative Rules 740-100-0020.
Oregon reporting requirements call for an Oregon Traffic Accident and Insurance Report to be filed with the Driver and Motor Vehicle Services Division (DMV) when there is a death or injury, more than $1,500 damage to the driver´s vehicle, more than $1,500 damage to any person´s property (non-vehicle), or any vehicle involved in the accident is towed from the scene as a result of damages, regardless of cost. See Oregon law ORS 811.720.
The Oregon Traffic Accident and Insurance Report includes a Motor Carrier Crash Report Form, on pages 6 and 7, that must be filed with the Crash Analysis and Reporting Unit of ODOT´s Transportation Development Division. Motor carriers can use an Online Crash Report Form to complete and submit the report electronically.
Visit the DMV Web site for more information about reporting accidents. Visit ODOT´s Crash Analysis & Reporting Web site for more truck crash summary reports.
Truck Crash Stats for 2007
Total truck crashes in Oregon that involved a fatality, injury, or disabling damage to any vehicle: 1,245
Difference between total truck crashes in 2007 and 2006: down 11.26%
Of the total crashes, number considered to be truck-at-fault: 692
Of the total truck-at-fault crashes, number considered to be the truck drivers´ fault: 649
Difference between total truck-at-fault crashes in 2007 and 2006: down 7.86%
Most truck crashes in one day: 19
Most crashes by one company: 26
Percent of truck-at-fault crashes caused by speed: 30.78%
Median age of truck drivers involved in crashes: 46
Age of the oldest driver involved in a crash: 85
Number of truck drivers killed in crashes: 9
Number of people injured in truck crashes: 520
County with the most truck crashes: Multnomah (204)
County with the most truck fatalities: Klamath (6)
Percent of crashes that involved Oregon-based carriers: 56.79
Average length of time, in hours, between truck crashes: 7.04
Percent of crashes that involved trucks carrying hazardous materials: 4.18%
Total property damage resulting from truck crashes in 2007: $ 144,834,103
Ratio of fatal crashes caused by car drivers to those caused by truck drivers: 2 : 1
Number of truckers driving off the road grabbing a cup of coffee or adjusting the radio: 12
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| Truck Safety Corridors |
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AIM Corridors — Accident Intensified
Motor Carrier Safety Assistance Program
There are 12 areas of the state where a higher than average number of truck crashes occur:
1. Siskiyou Summit, I-5, MP2-9
2. Weaver to Roberts Mountain, I-5, MP108-117
3. Salem, I-5, MP252-260
4. Tualatin to Portland, Marquam Bridge, I-5, MP289-300
5. West Linn to Clackamas, I-205, MP8-14
6. Hood River to Mosier, I-84, MP63-73
7. Emigrant Hill, aka Cabbage Hill, I-84, MP219-228
8. Ladd Canyon, I-84, MP270-278
9. Nelson Point to Weatherby, I-84, MP331-340
10. North Bend to Coos Bay, US101, MP233-243
11. Eugene, I-5, MP168-208, and Lane County, OR58, MP1-62
12. Deschutes County,
US20, Sisters to Bend and Bend to 10 miles east of Bend
US97, Terrebonne to LaPine, Deschutes County
State safety officials working under the Motor Carrier Safety Assistance Program (MCSAP) focus their truck enforcement efforts on these 12 problem areas, which they’ve historically referred to as AIM Corridors — Accident Intensified MCSAP Corridors.
Beginning in May 1999, parts of the AIM Corridors became more familiarly known to the public as Truck Safety Corridors. Signs were even posted on 8 of the 12 stretches of highways to draw attention to truck safety, similar to how Oregon’s other Safety Corridor signs draw attention to highway safety in general. They were there for information purposes only, however, because there was no Oregon law that called for the signs. This led to confusion as people would often ask, “What’s the difference between Safety Corridors and Truck Safety Corridors?” One difference was that while fines double for traffic violations that occur within Safety Corridors, Oregon law did not provide that fines double for violations occurring within Truck Safety Corridors.
In May 2005, the Oregon DOT’s Motor Carrier Transportation Division reevaluated the Truck Safety Corridor program and found that posting the signs had a dubious effect on truck crash prevention. A check of truck-involved crashes before and after signs were installed showed no change in those eight sections. Oddly, a check of crashes in the four highway sections that didn’t get signs showed crashes declined slightly there. Staff noted that this suggests other factors like enforcement have a greater impact on highway safety than the corridor signs. Staff concluded that the Truck Safety Corridor signs should be taken down from highways around the state.
Oregon’s Commercial Vehicle Safety Plan continues to focus enforcement efforts on traffic along Oregon’s major freight routes where most truck-at-fault crashes happen. The problem areas continue to be the AIM Corridors, which contain the same sections of highways as the Truck Safety Corridors except that the AIM Corridors include broader parts of Interstate 5 and OR58 in Lane County and a broader part of US20 in Deschutes County. The Truck Safety Corridors covered about 150 miles of highways. AIM Corridors cover about 268 miles.
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| CVSA, SAFER, & federal data |
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Commercial Vehicle Safety Alliance (CVSA)
CVSA is a non-profit organization of federal, state, and provincial government agencies working together with representatives from private industry in the United States, Canada and Mexico. The organization is dedicated to improving commercial vehicle safety and one of its goals is to establish and maintain effective safety standards and practices. This is mainly accomplished through uniform inspection procedures throughout North America. Visit the CVSA Web site for more information.
CVSA Decals
Inspections performed according to the CVSA standard are conducted by certified government employees who successfully completed a training program approved by CVSA. Trucks that successfully pass a Level 1 or Level 5 inspection receive a CVSA decal valid for three consecutive months. Vehicles displaying a decal generally will not be subject to another inspection in that three-month period.
Each vehicle used singularly or in combination may qualify for a CVSA decal if a Level 1 or Level 5 inspection finds no defects in the following critical vehicle inspection items: brake system, coupling devices, exhaust system, frame, fuel system, turn signals, brake lamps, tail lamps, head lamps, lamps on projecting loads, safe loading, steering mechanism, suspension, tires, van and open-top trailer bodies, wheels and rims, windshield wipers, and emergency exits for buses.
The year in which a Level 1 or Level 5 inspection was performed is indicated by a large number at the top of each CVSA decal. In 2001, for example, the number "1" was displayed. The quarter of the year in which the inspection was performed is indicated by the color of the CVSA decal. A green decal indicates the inspection was performed in January, February, or March. A yellow decal indicates April, May, or June. An orange decal indicates July, August, or September. A white decal indicates October, November, or December. The specific month in which the inspection was performed is indicated by the upper corners of the decal. Decals issued in the first month of a calendar quarter have both upper corners removed. Decals issued in the second month of the quarter have the upper right corner removed. Decals issued in the last month of a calendar quarter have no corners removed.
Safety and Fitness Electronic Records (SAFER)
The Federal Motor Carrier Safety Administration has provided carrier safety data to industry and the public for many years via phone requests. Now through the Safety and Fitness Electronic Records (SAFER) System, this information is available free of charge over the Internet. Visit the SAFER Web site for access to information about carriers and safety records, including safety ratings (if any), roadside out-of-service inspection summaries, and crash information. SAFER uses carrier information from existing government motor carrier safety databases. Presently, it consists of interstate carrier data and several states´ intrastate data. Operational data such as inspections and crashes are generally only presented for interstate carriers, with information for all intrastate carriers to be added sometime in the future.
The SAFER site was redesigned in October 2004 to make it more user-friendly. The Company Snapshot, a record of a company´s identification and safety information, now has additional review information, including the date and type of review conducted, and a search tool that allows users to go from one snapshot record to another. Updates on a company´s basic census data (name, address, vehicle, and driver) now occurs daily and a company´s safety data (crash, inspection, and review data) is updated weekly. There´s a link to the new DataQs system, an electronic means for filing concerns about federal and state data that is released to the public. Through this system, data concerns are automatically forwarded to the appropriate office for resolution and filers can monitor the status of each filing. The new system has a link to the Companies Ordered to Cease Operation page, which can be used to search current Out of Service orders and Cease Operation orders against a particular company. The Carrier Safety Profile has changed to Company Safety Profiles and users can order company profile subscriptions online.
Data, Analysis and Statistics
Visit the Federal Motor Carrier Safety Administration Web site for truck safety-related reports and access to accident statistics and other data at the Analysis & Information Online site.
Public Access to Accident SEA and SafeStat Scores
In 2004, the Federal Motor Carrier Safety Administration (FMCSA) restricted public access to certain motor carrier accident-related information. While carriers can still access their own information, the public will not be able to see a motor carrier´s Accident SEA (Safety Evaluation Area) and overall SafeStat scores when checking the Analysis & Information Online Web site. According to the FMCSA, the scores rely on state-provided accident reports that are not of the highest data quality in terms of timeliness, completeness, and accuracy (check an evaluation of each state´s accident and inspection reporting). The Accident SEA and the overall SafeStat score will reappear when the agency is confident the information is more reliable. While the Accident SEA and overall SafeStat Score are removed from public view, FMCSA and state enforcement officers can continue to access all scores and individual carriers can access their own scores. The public can still view information on individual accidents for a given motor carrier.
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