I made a YouTube video of the debate and vote over the Collins’ Amendment to suspend part of the Hours of Service at the Senate Appropriations Committee Meeting . You can listen to it while watching video clips of AnnaLeah and Mary.

The senators were given a copy of the amendment as it was introduced  and then expected to vote on this issue despite confusion.
http://youtu.be/JeuOqy_lOEc

Media Coverage on the Collins’ Amendment attempt to change the Hours of Service (HOS) Rules:

• Portland Press Herald (ME) http://www.pressherald.com/2014/06/09/our-view-dont-put-more-tired-truckers-on-our-roads/
• USA Today http://www.usatoday.com/story/opinion/2014/06/10/tracy-morgan-truck-drivers-safety-editorials-debates/10303811/
• Baltimore Sun (MD) http://articles.baltimoresun.com/2014-06-09/news/bs-ed-trucker-hours-20140609_1_truck-anne-ferro-accidents
• Newark Star Ledger (NJ) http://www.nj.com/opinion/index.ssf/2014/06/dont_weaken_sleep_rules_for_truckers_editorial.html#incart_river_default
• Bergen Record (NJ) http://www.northjersey.com/opinion/opinion-editorials/rules-of-the-road-1.1033019
• http://www.insurancejournal.com/news/national/2014/06/05/331145.htm

“None of the industry arguments ring true to Daphne Izer, the founder of Parents Against Tired Truckers, which has pushed for tighter rest rules for 20 years. The Lisbon, Maine, resident founded the group after her 17-year-old son, Jeff, and three of his friends were killed by a fatigued truck driver.

Collins hasn’t spoken to her constituent as she has been crafting the Senate amendment, which Izer describes as a ‘back-door way of sneaking it in.’

‘This is fighting the battle all over again,’ Izer said in an interview. ‘I’m mad, but I’m not doing this just to be angry. It’s hope for the future. It’s sparing others from going through what we’ve been through.’”

Basic Information About the Collins’ Amendment

& Its Impact on the Hours of Service (HOS) Rules (From the Truck Safety Coalition)

 Talking Points

HOS and Truck Driver Fatigue

• Every year, on average, 4,000 people die in truck crashes and about 100,000 more are injured at a cost of at least $87 billion, a large number of them due to driver fatigue.

• Truck driver fatigue has been recognized as a major safety concern and a contributing factor to fatal truck crashes for over 70 years.

• The 2006 Large Truck Crash Causation Study reported that 13 percent of Commercial Motor Vehicle (CMV) drivers were considered to have been fatigued at the time of a serious crash.

• FMCSA studies reveal that 65% of truck drivers report they often or sometimes feel drowsy while driving and nearly half admit they fell asleep while driving in the previous year.

• Working long daily and weekly hours on a continuing basis is associated with chronic fatigue, a high risk of crashes, and a number of serious chronic health conditions in drivers.

• Truck driving is one of the most dangerous occupations in our country, and is consistently one of the top ten most dangerous jobs in the U.S. In 2011, fatalities among large truck occupants increased 20 percent, and by another 9 percent in 2012.

• Every minute and a half of every day, there is a large truck crash.

• Truck crashes are on the rise. From 2009 to 2012, truck crash injuries increased by a staggering 40 percent, resulting in 104,000 injuries in 2012. During this period, truck crash fatalities increased three years in a row, a cumulative 16% increase, with nearly 4,000 deaths in 2012.

• The current HOS Rule will:

  • Prevent approximately 1,400 crashes each year — saving 19 lives and avoiding 560 injuries;

  • Provide $280 million in annual savings from fewer crashes and $470 million in annual savings from improved driver health (i.e., reduced mortality).

• We cannot roll-back the restart provisions in the HOS rule and cause more deaths and injuries when saving lives should be first and foremost.

• Support the CMV Driver Restart Study instead of a roll back on safety regulation.

  • The public health and safety community, the trucking alliance, and labor jointly support the Commercial Motor Vehicle (CMV) Driver Restart Study. The CMV Driver Restart Study directs DOT to conduct a peer-reviewed study of truck driver fatigue with specific deadlines based on objective data produced by electronic logging devices (ELDs) that will be installed in 2015.

Restart provisions:

• The restart provision ensures that truck drivers cannot take another 34 hours restart until 168 hours or 7 days have passed. 

• This provision is necessary to reduce the cumulative, chronic fatigue that results from working 80 plus hours, week in and week out – nearly twice as many hours as the regular 40 hour work week.

• Under the new HOS rule, drivers can continue to work 70 hour weeks. The restart limits the 80 and 80 plus hour work weeks to every other week.

• The 34-hour provision is scientifically valid:

  • One of the largest naturalistic field studies to measure fatigue among commercial motor vehicle drivers provided further scientific evidence that the 34-hour restart provision in the current hours-of-service rule for truck drivers is more effective at combatting fatigue than the prior version.

• The two consecutive 1:00 – 5:00 a.m. rest periods are absolutely necessary to reduce fatigue. After working 7 days in a row, and nearly twice as many hours as the 40 hour work week, truck drivers need and deserve two days off.  Even working at the reduced 70 hour work week, truck driving continues to resemble a sweatshop on wheels.

• Drivers with only one night of rest (as opposed to the two nights in the restart provision):

  • Exhibited more lapses of attention, especially at night;

  • Reported greater sleepiness, especially toward the end of their duty periods; and

  • Showed increased lane deviation in the morning, afternoon and at night.

• The restart provisions do not prevent drivers from continuing to drive at night.

Additional points:

• Senator Collins is misleading when she claims that her amendment will not make a big change.  It’s a significant change that will perpetuate fatigue, and especially the cumulative, chronic fatigue of the most overworked truck drivers.

• With one amendment, Senator Collins will undue 25 years of research and input from thousands of stakeholders representing a broad range of interests.

• Some truck drivers work 70 hour weeks – nearly double a typical American work week – and they are controlling 80,000 pound trucks. They should be given a weekend off to spend time with their families. The Collins amendment pushes truck drivers even further beyond their limits. These sweatshops on wheels must be reformed.

• Senator Collins needs to stop doing the bidding of the trucking industry and protect her constituents.

• The hours of service (HOS) rule is based on years of scientific research and this amendment is a backdoor attempt to ignore the research and evade the rulemaking process.

• There have been absolutely no hearings, no public input, and no adequate safety review of removing the truck driver weekend off provision.

• This rule is not even 1 year old. Striking it will lead to confusion in the industry and to law enforcement. If police officers don’t understand the rules, how are they going to enforce them?

• The safety of motorists and truck drivers should come before the economic demands of the trucking industry.

• Who is Senator Collins doing this for and why?  It’s certainly not for Maine families and her constituents – the people she represents – so then who?

• Senator Collins is creating a legacy of plowing over truck safety rules and regulations. She’s already assured that her legacy is bigger, more dangerous and damaging trucks.  Why is she determined to add fatigued truck drivers?

   Myth: There was no need to update the Hours-of-Service rule.

  Fact: Thousands of people die in large truck crashes each year and driver fatigue is a leading factor. In 1995, Congress directed the U.S. Department of Transportation to address fatigue-related motor carrier safety issues. Through a series of rulemakings, FMCSA attempted to do so but was embroiled in litigation for nearly 10 years, creating uncertainty for the industry.

In 2011, after years of research and public input from industry and safety advocates, FMCSA finalized the rule that took effect on July 1, 2013 and is in place today. In August 2013, the U.S. Court of Appeals for the District of Columbia Circuit upheld the current hours-of-service rules, after twice overturning previous versions. The Court said, “…our decision today brings to an end much of the permanent warfare surrounding the HOS rules.”

  Myth: The latest rule was put into place without proper research, study or public input.

  Fact: Before finalizing the current Hours-of-Service rules, FMCSA held six public listening sessions, an online question and answer forum and carefully considered approximately 21,000 comments that were also submitted from drivers, carriers, and industry associations.

The 2011 final rule lists 80 sources of scientific research and data considered by the Agency and the Regulatory Impact Analysis cited nearly 50 scientific sources. All of this was on top of hundreds of studies regarding fatigue and hours of work that were considered in past HOS rulemakings.

 A third-party also conducted one of the largest naturalistic field studies to measure fatigue among commercial motor vehicle drivers that concluded the current 34-hour restart provision is more effective at combatting fatigue than the previous version.

Researchers measured sleep, reaction time, subjective sleepiness and driving performance, and found that drivers who began their work week with just one nighttime period of rest, as compared to the two nights in the updated 34-hour restart break:

• Exhibited more lapses of attention, especially at night;

• Reported greater sleepiness, especially toward the end of their duty periods; and

• Showed increased lane deviation in the morning, afternoon and at night.

  Myth: All truck drivers are negatively impacted by the updated rule.

  Fact: Less than 15 percent of long-haul truck drivers — those who worked the most extreme schedules– are impacted by the current rule, according to the Regulatory Impact Analysis. Those extreme schedules, averaging more than 80 hours per week, are limited in the revised HOS rules by requiring these drivers to adopt schedules averaging no more than 70 hours per week. Short-haul truck drivers who operate within a 100 or 150 mile radius are not even required to take the new 30-minute break.

 Furthermore, working long daily and weekly hours on a continuing basis is associated with chronic fatigue, a higher risk of crashes and a number of serious chronic health conditions in drivers. A recent study by the CDC’s National Institute for Occupational Safety and Health found that 69 percent of truck drivers were obese and 54 percent smoked. Additionally, 88 percent of long-haul truck drivers reported having at least one risk factor (hypertension, smoking, and obesity) for chronic disease, compared to only 54 percent of the general U.S. adult working population.

 Myth: Crashes, injuries and fatalities were lower under the old Hours-of-Service rule.

 Fact: While the rate of fatal crashes involving large trucks per 100 million vehicle miles traveled decreased each year from 2005 through 2009, it rose, along with increased demand for freight shipping, from 2009 through 2012.

Myth: The Hours-of-Service rule is hurting a trucker’s ability to make money and trucking companies’ bottom lines.

 Fact: This rule has been in place almost a full year; a year in which the industry has seen higher profitability than any year since 2009. Only those drivers who were working up to 80 hours per week before may be affected by having their work limited to an average of 70 hours per week, which is still nearly double the national standard of a 40-hour work week. Such long hours of work can lead to ailments and disabilities that would greatly impact the driver’s income.

Myth: The Hours-of-Service rule is forcing truck drivers to be on the road during the day and rush hours.

  Fact: This rule does not prevent drivers from setting their own schedules or restrict them from being on the roads during any time of the day. Only if a driver exceeds 60 hours of work in 7 days (or 70 hours in 8 days) does he or she have to take at least 34-hours off duty including two periods from 1-5 a.m. in order to “restart” the clock on a fresh work week. Even then, there is no requirement that such a driver “hit the road” at 5:00 a.m. The revised HOS rules provide considerable operational flexibility.

  Myth: The rule’s drive-time restrictions are forcing some drivers to shut down their trucks when they’re just a few miles from their destinations.

  Fact: That will always be the case, no matter what the limits on driving and work hours are, if the motor carrier and driver plan the schedule so tightly that the driver can barely complete the run legally.

  Myth: This rule is exacerbating the driver shortage.

  Fact: As the economy strengthens and demand increases, more truckers are needed to transport freight. However, high driver turnover is endemic in the trucking industry due to the difficult working conditions, low wages and the demands of the job. The American Trucking Associations determined that in 2013, driver turnover averaged 96 percent compared to 2005 when it reached an all-time high of 130 percent. Shortages of drivers, when and where they do exist, depend more on salaries and working conditions than on other factors.

(Note, 12/8/16: I think that this is from here: https://annaleahmary.com/2014/06/fact-sheet-on-truck-driver-hours-of-service-from-dot-fmcsa/)

We cannot roll-back the Hours-of-Service rule and cause more deaths and injuries when saving lives should be first and foremost.” — Daphne Izer of Maine, whose 17-year-old son and three other teenagers were killed by a trucker who fell asleep at the wheel.

Fatal Crash Rates

While the rate of fatal crashes involving large trucks per 100 million vehicle miles traveled decreased each year from 2005 through 2009, it rose, along with increased demands for freight shipping, from 2009 through 2012.

Data from the U.S. Department of Transportation shows that in 2012 there were:

• 10,659,380 large trucks registered in the United States;

• 317,000 traffic crashes involving large trucks – an average of 6,100 each week, or 868 per day;

• 3,921 fatalities involving large truck crashes – an average of 75 per week, or 11 per day;

• 73,000 large truck injury crashes – an average of 1,400 per week, or 200 per day.

Driver fatigue is a leading factor in large truck crashes. The 2006 Large Truck Crash Causation Study reported that 13 percent of Commercial Motor Vehicle (CMV) drivers were considered to have been fatigued at the time of a serious crash.

The Revised Hours-of-Service rules from the FMCSA went into effect in July 2013 to reduce fatigue-related crashes and ensure that drivers get the rest they need to be alert, safe and awake when operating up to 80,000-pound vehicles on roads they share with the traveling public. The regulations reduce the maximum average work week for truckers to 70 hours from 82 hours and require them to take a 30-minute break during the first eight hours of their shift.

Analysis shows the revised rules:

• Prevent approximately 1,400 crashes each year — saving 19 lives and avoiding 560 injuries;

• Impact less than 15 percent of the truck driving population;

• Provide $280 million in annual savings from fewer crashes and $470 million in annual savings from improved driver health (i.e., reduced mortality).

Scientific study of the 34-hour provision:

One of the largest naturalistic field studies to measure fatigue among commercial motor vehicle drivers provided further scientific evidence that the 34-hour restart provision in the current hours-of-service rule for truck drivers is more effective at combatting fatigue than the prior version.

Scientists who measured sleep, reaction time, sleepiness and driving performance found that drivers who began their work week with just one nighttime period of rest, as compared to the two nights in the updated 34-hour restart break:

• Exhibited more lapses of attention, especially at night;

• Reported greater sleepiness, especially toward the end of their duty periods; and

• Showed increased lane deviation in the morning, afternoon and at night.

Working long daily and weekly hours on a continuing basis is associated with chronic fatigue, a high risk of crashes, and a number of serious chronic health conditions in drivers.

A National Institute for Occupational Safety and Health survey found that 69 percent of truck drivers were obese and 54 percent smoked. Additionally, 88 percent of long-haul truck drivers reported having at least one risk factor (hypertension, smoking, and obesity) for chronic disease, compared to only 54 percent of the general U.S. adult working population: http://www.cdc.gov/niosh/updates/upd-01-16-14.html.