Up until December, motor carriers’ Compliance, Safety and Accountability (CSA) scores weren’t impacted by a common hours-of-service violation: A driver not being able to transfer logs to a law enforcement officer during roadside inspections.

But now, the once zero-point violation could cost carriers at least three points and potentially more.

“This is pretty significant because what happens here is not only can we get hit with that one violation, but that could lead to several other violations, which really hits hard for the hours-of-service [category],” said Mark Barlar, director of Department of Transportation regulatory compliance at Reliance Partners, in an interview on WHAT THE TRUCK?!?

If drivers can’t transfer their ELD logs (three points), it’s probably due to not having the required instructions for the transfer in their vehicle, which costs the carrier another point. Failure to enter a file comment that the officer requires for the transfer costs one more point.

These three violations add up to five points — the same as not having an ELD in the vehicle.

To avoid this snowball effect, it’s essential to solve the first problem, which is ensuring drivers know how to do the transfer to begin with.

There are four avenues for ELD data transfer. Electronic transfer through wireless web services is the most common, according to Barlar. Emailing is also prevalent, although drivers should be aware their email is going to the FMCSA and not the officer. Drivers can also transfer records locally by connecting to a computer via USB or Bluetooth, although these two ways are less common.

Barlar recommends all drivers practice ELD data transfer to ensure they know what they are doing when it comes time for the real situation.

They should also keep the required documents in their vehicles to avoid further points: instructions on how to do the ELD transfer, what to do during a malfunction, eight blank logbook pages and the ELD manual.

HOS is one of the seven Behavior Analysis and Safety Improvement Categories (BASIC) that count toward a carrier’s CSA score, but many carriers are at a disadvantage against short-haul carriers that have less exposure to HOS violations. Short-haul drivers who operate within a 150-air-mile radius aren’t required to have an ELD as they record their hours worked on time sheets, reducing the number of applicable HOS regulations.

Because companies are weighed against competitors’ performance in each category, this means a carrier could quickly find itself in the ‘alert’ status for just a few violations, according to Barlar.

This makes it all the more critical for motor carriers to check their CSA scores at least once a month and ensure their drivers are eliminating the potential for violations that were once seemingly small but aren’t so small anymore.

The post ELD transfer violation could cause snowball effect on CSA scores appeared first on Commercial Transportation & Trucking Insurance - Reliance Partners.

Reliance Partners, one of the nation’s fastest-growing commercial insurance agencies, is heading west, as the Chattanooga, Tennessee-based company puts down stakes in Arizona.

“Reliance plans to rapidly expand our presence in the Southwest and along the West Coast and have selected Tempe, Arizona, as our newest location,” said COO Laura Ann Howell.

Reliance Partners is currently staffing large sales and business development teams for its new office. Howell said the company anticipates “HQ West” to quickly become the company’s second-largest branch.

The opening of the Phoenix-area office marks Reliance Partners’ ninth location nationwide, reflecting the company’s 278% growth in the past three years. Phoenix’s status as a major logistics hub with a large talent pool and its proximity to the area’s many insurance markets were key motivators for the company’s Southwestern expansion.

“We recognize the importance of proximity for our customer base,” Howell said. “We’ve grown tremendously in the Midwest, Southeast and Texas, where we have some of our largest offices. We want to see our Western footprint continue to expand.”

Howell said the goal now is to replicate Reliance Partners’ award-winning office culture in Phoenix.

“We’re moving a management team to the Phoenix market to build out our sales force and perpetuate the culture that we’re so proud of and known for at our other offices,” she said. “Our organic growth is a testament to our never-ending investment in people and to a culture that fosters long-lasting relationships with our customers and our team. It’s the foundation of who we are.”

Reliance Partners embraces the concept of flat hierarchies in which work is carried out in open and collaborative spaces. This model was further built out during the company’s recent move to its new Chattanooga headquarters.

Fostering a dynamic work environment has made Reliance Partners one of Chattanooga’s most attractive employers, as well as one of the best insurance companies to work for in the country.

The company was recognized from 2017-22 as an Inc. Best Workplace and was most recently featured as one of the Best Places to Work in Insurance for the seventh consecutive year by Business Insurance.

Howell said there are many opportunities available at Reliance Partners’ Arizona location, especially in sales.

“We invest heavily to ensure that our producers are successful from the start,” said Howell, noting that Reliance Partners provides 90-day training as well as the licensing and professional development needed to succeed.

“Reliance represents the majority of trucking insurance markets and equips producers with unparalleled access to write transportation business. We have this saying: ‘no trucker left behind,’ meaning we have the ability to place coverage for practically any type of trucking company in the country.”

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2021 hurricane season outlook

The Atlantic waters are heating up, and peak hurricane season is almost upon us. Carriers and shippers should be on alert this hurricane season, as tropical storm activity is expected to be above average.

Between 1991 and 2020, the average number of named storms (tropical storms and hurricanes) per year was 14.4, but this year is expected to have 20, according to Colorado State Tropical Weather and Climate Research. As of July 7, researchers there were calling for nine hurricanes (sustained winds of at least 74 mph) this year, of which four are expected to be categorized as “major.” CSU further indicated that it anticipates an above-normal probability for major hurricanes making landfall along the continental United States’ coastline and in the Caribbean.

Nick Austin, director of weather analytics and senior meteorologist at FreightWaves, echoes CSU’s estimates; while he doesn’t expect this season to match last year’s record of 30 named storms, Austin said that all signs point to a busy year. He urges special caution over the next two months, as August and September are typically peak months in the season.

Hurricane activity has been relatively minor so far, as the only notable storm, Tropical Storm Elsa, made landfall near Jacksonville, Florida, earlier this month, killing one person and spurring a tornado from its outer bands that traveled into Georgia. While current projections don’t have a major storm on the radar, Austin said that could change in the coming weeks.

“In any given season, it only takes one storm to throw everything out of whack,” Austin said.

Common sense is the best protection

If and when the big one approaches land, shippers and carriers should plan accordingly, understanding that supply chain disruptions are to be expected. An advantage to hurricanes, compared to other adverse weather like tornadoes, is that they’re easily trackable and provide warning days in advance.

“It’s imperative that drivers pay attention to the forecast on their weather apps; there are so many different resources that can give you an exact time of landfall, so there shouldn’t be any reason to end up in a bad position, trapped in the middle of a hurricane,” said Brian Runnels, Reliance Partners vice president of safety.

Don’t interpret clear roads or hours-of-service extensions as an opportunity to make your run into the path of the storm; hurricane-force winds and storm surge strike quickly and shouldn’t be underestimated. Runnels pointed to emergency relief haulers, noting that even these truckers sit out the storm far from the area of impact and flood-prone areas, proceeding only when given the green light from emergency services.

With that in mind, it’s best to wait a few days after the storm has passed before heading into impacted communities. Runnels said to be wary of roadways in these areas as standing water can easily hide debris. It should be noted that infrastructure such as bridges may also be compromised, not to mention that most businesses will be closed.

“Follow the instructions of emergency crews in affected areas,” Austin suggested. “If they don’t want you in there yet, then wait, because they may still be trying to clear away downed trees as well as down power lines, which could be live.”

Mother Nature tends to be unforgiving. Those subjecting themselves to the wrath of the storm are left to its mercy — remember that casualties can still occur even days after landfall.

You can’t outsmart a tropical storm or hurricane, and no one should try to work around the guidance of law enforcement officials, so heed the warnings and hunker down responsibly.

“Prevention is the best thing you can carry with you as foresight and common sense to not put yourself in a dangerous situation,” Runnels said.

The post Above-average hurricane season nearing peak months appeared first on Commercial Transportation & Trucking Insurance - Reliance Partners.

If drivers were to break down their day by individual events, in how many instances would they think they’re at risk of injury?

Behind-the-wheel safety is important, as it’s where the majority of headline injuries occur, but what about the less conspicuous aspects of a trucker’s job? Tasks that require lifting, climbing and pulling can also imperil the health of truckers, especially those advanced in age.

According to a Bureau of Labor Statistics (BLS) survey of nonfatal occupational injuries and illnesses to truck drivers between 2002 and 2013, 62% of tractor-trailer drivers with injuries requiring days away from work were age 45 or older.

Similarly, a 2018 BLS truck driver report stated that approximately 25.9% of nonfatal occupational injuries and illnesses involving days away from work occurred among truck drivers between the ages of 45 and 54. An additional 25.7% occurred among truck drivers between the ages of 55 and 64.

The report also noted that strains, sprains and tears had the highest incidence rate of nonfatal occupational injuries and illnesses involving days away from work for heavy-haul and tractor-trailer truck drivers (109 cases per 100 full-time-equivalent workers).

With prior experience as a driver, Reliance Partners’ Director of Safety Brian Runnels says that transitioning to the safety and insurance side of the industry has broadened his understanding of just how consequential workers’ compensation payouts can be for fleets. His mission is to reduce easily preventable accidents that stem from stubborness and an unwillingness to follow simple safety measures.

Runnels provides a few simple safety tips for truckers that might just save them time and money, as well as a sore back.

“It’s a reminder thing,” Runnels said. “With some general awareness, many injuries can be avoided. It really just involves taking a breath, slowing down for a second and doing things the right way.”

Let’s take a safety tour around the truck, starting first at the fuel island.

Be aware of your general surroundings always

Just because the truck is stopped doesn’t mean the risk factors aren’t there. Danger permeates this environment around every corner, so always be alert in these areas.

First, always take proper precautions when handling fuel lines. The flammable nature of refueling alone should be enough to command your undivided attention, but remember not to smoke at the pump, and never leave your vehicle unattended when fueling.

Do a quick scan of the ground, too, in order to avoid slipping on wet or frozen surfaces. Any combination of oil, snow, antifreeze or just water can sweep you off your feet. Runnels strongly suggests truckers wear comfortable closed-toe, hard-sole shoes on the job, especially a pair with good grip and traction.

“It’s always been an issue for me to see a guy wear slippers or flip-flops,” Runnels said. “Even with cowboy boots — yes, they’re hard-soled, but a lot of times they have a very smooth bottom, which is why I personally never wore them.”

The Bureau of Labor Statistics also found that floors, walkways and ground surfaces were the locations of injury of 61% of those delivery truck drivers who were injured as a result of falls, slips and trips between 2002 and 2013.

Don’t forget to keep your head up, though. Runnels explained just how easy it is to knock your head against a side mirror if you’re not paying attention. Put the phone down; now’s not the time to browse Facebook or Twitter.

Pulling the trailer tandem pins

Next, we’ll focus under the trailer.

Runnels attributes a great deal of neck, back and shoulder injuries to adjusting the tandem locking pins as they’re found in a dark, hard-to-reach location under the trailer.

When it’s time to slide the tandems, he recommends keeping your pulling arm bent while using your body as leverage. However, don’t exhaust yourself if nothing seems to budge; there’s a better way to release the pins.

Runnels suggests using a Semi Tandem Axle-Release Assist Tool (STA-RAT) to pull the pins for you. STA-RAT allows drivers to release the tandem locking pins while watching through the rearview mirror. Coupled with its suction cup pin marker placed on the trailer, STA-RAT lets drivers easily know when to stop without going back and forth to check it out.

Simply lock the hook end of the tool around the tandem release handle and proceed to gradually move the truck forward and backward to release the pin. Once that is completed, twist the tool clockwise to remove it from the handle.

“The company that I previously worked with saw the amount of shoulder, neck and back injuries drop significantly after buying the tool,” Runnels said. “The long-term value was way above what we ever imagined it would be.”

Runnels recommends STA-RAT because its length can be adjusted to match the pulling power required. Because of this, it’s best to know what length will be needed beforehand. Runnels demonstrated how difficult it can be to collapse the pin puller altogether. He also advises keeping track of the tool’s safety pin at all times; losing it may risk the STA-RAT opening in your side box, making it nearly impossible to remove.

Raising and lowering the landing gear

Drivers should always use three points of contact when handling the trailer’s landing gear. The rule is simple: Always maintain two hands and a foot or two feet and a hand on the truck when climbing its steps or ladder.

You should already know the basics, but remember to stand parallel to the trailer with one hand cranking the handle and the other braced firmly on the trailer.

“It’s not going to save you much time to sit there and spin the handle,” Runnels said. “I’ve done so in the past but stopped after I took a handle to the chin. It hurts — a lot.”

As an additional tip, Runnels advises drivers to wiggle the handle before use, especially after it rains. This will rid the handle of excess water that might’ve built up over the trip. This prevents drivers from splashing themselves with dirty, rusty water when spinning the handle.

Entering and exiting the trailer and cab

Now let’s focus on climbing into the trailer and cab — easy, right?

Yes, if done so properly. Safety seems to slip the minds of drivers the most when climbing into and out of the vehicle. This can be attributed largely to disregarding proper procedures.

Think of three points of contact as a universal rule as it’s once again used for entering the trailer. But before swinging open those doors, first make sure that you’ve parked on a flat surface. Next, open the door slowly and carefully, making sure that the load hasn’t shifted and is in danger of spilling onto you.

Be sure the trailer doors are fully opened, too; you wouldn’t want the doors to whip back suddenly or, worse, close while you’re inside.

When entering the trailer, Runnels suggests using three points of contact, holding onto the door latch handles and stepping onto the under-ride bar to hoist yourself inside.

Exit the trailer in the same fashion. Remember to climb out of the trailer just as you would the cab — backside first; don’t dismount with your back to the trailer.

Last but most importantly, use three points of contact when entering the cab. This involves properly climbing the steps and grabbing either the door pouch and handle, back handle or steering wheel for support.

But according to Runnels, it’s exiting the cab where the majority of injuries occur. He recommends following the previous steps in reverse: Exit backside first, slowly using each step while grasping a handle.

“Getting out [of the truck] is where I’ve seen so many mistakes occur,” Runnels said. I’ve seen drivers basically jump onto the ground because they’re in a hurry. There’s really only one way to do it.”

Runnels added that in his driving days, a previous boss considered jumping out of the cab as grounds for termination. His reason — he wanted to prevent the company from having to endure unnecessary workers’ compensation claims.

“A workers’ compensation claim is a gift that keeps on giving,” Runnels said, explaining the financial strain for employers. “They last a long time and could be more expensive depending on the seriousness of the injury and the age of the driver.”

The post Don’t slip up on these safety basics appeared first on Commercial Transportation & Trucking Insurance - Reliance Partners.

Tractor trailers and automobiles may share the roadways, but not everybody has the right to drive in the proverbial truck lane.

Obtaining a commercial driver’s license (CDL) is a rite of passage for any driver eager to traverse the wide world of logistics. However, this rite isn’t a right — it must be earned.

As the trucking industry continues to grapple with a driver shortage as well as coronavirus-related delays in CDL issuance, the Federal Motor Carrier Safety Administration (FMCSA) issued a final rule in December to lessen the difficulty in obtaining a CDL. The ruling came in response to complaints that the knowledge and skills testing standards were too restrictive. Federal regulators hope that relaxing the rules will provide states more flexibility to test CDL applicants and allow more drivers to safely enter the industry.

The rule change may net more drivers for the industry, but will the propensity for CDL fraud increase as well? That’s the concern of Reliance Partners’ Director of Safety Brian Runnels, who believes federal regulators may be jumping the gun and that the rule change probably won’t do much to bring drivers into the industry.

“I think they’re placing a small Band-Aid on a much bigger problem, which is that the industry isn’t attracting drivers at a rate greater than those leaving,” Runnels said. “Does there need to be something to fix the testing process? Probably. Is it this? I have my reservations.”

The final rule allows third-party CDL skills instructors to perform both the instruction and the qualifying testing for the same applicant — an arrangement that was previously prohibited. States on an individual basis can now allow qualified third-party skills trainers access to both areas of testing.

The final rule goes into effect 60 days after it is published in the Federal Register.

Runnels fears that easing regulations may result in an uptick in CDL fraud in driver schools.

“There’s a lot of schools out there that do things the right way, but there are some that don’t — ‘Pay your fee and we’ll give you a CDL,’” Runnels said, explaining that unqualified drivers are often passed anyway because they pay schools under the table. “The faster they pass them, the faster they can bring more in.”

FreightWaves has reported on a number of cases of CDL fraud over the past couple of years.

For example, in 2019, a former California Department of Motor Vehicles’ (DMV) employee received 22 months in federal prison for CDL fraud. Aaron Gilliam pleaded guilty to conspiracy to commit bribery, identity fraud and unauthorized access of a computer for his role in accessing the DMV’s database to “alter CDL applicants’ records to show that they had passed the written examination” even though they hadn’t. Some applicants never even took the test.

Court documents showed that Gilliam worked alongside two co-conspirators who happened to be owners of truck driving schools in Southern California themselves. It’s alleged that the two would receive money from students, then pass it along to Gilliam and other DMV employees to provide CDLs without applicants “having to take or pass the written and behind-the-wheel driving examinations.”

In another case, a former CDL tester with the Mississippi Highway Patrol was arrested in 2019 for her alleged role in a similar scheme. Tonya Davis stated that individuals had passed the driver skills knowing the tests were never administered, according to authorities. Between September 2017 and January 2018, it is alleged that Davis unlawfully used someone else’s name and testing information.

FreightWaves reports that over $7 million in fines, forfeiture and restitution in addition to more than 54 years in total incarceration for individuals sentenced in CDL fraud have been recorded by federal investigators over the past four years.

Runnels said, “We know where fraud occurred before, but I’m not going to say that’s where we’d see fraud again; it’s quite possible that we may see more oversight in those areas because of that.”

Runnels isn’t alone in voicing his concern. For instance, The Truckload Carriers Association noted that “enforcement will be necessary to eliminate the possibility for fraud by bad actors who simply want to profit monetarily from the new regulatory flexibility.” Overall, TCA is onboard with the rule change despite its reservations.

In response to the criticism of TCA and others, FMCSA stated that it “continues to believe that lifting the restriction … will not diminish highway safety. Extensive requirements and resources are currently in place to help FMCSA and the states maintain the integrity of the process and identify irregularities in skills testing.”

Runnels believes that fraud — if it occurs — will be less likely to be found among motor carriers as he credits fleets for being generally proactive in reducing insurance risks. He said that the possibility of fraud would likely lie at the school level rather than with carriers operating their own school or training program because of potential liability.

“I see that as less likely to occur within trucking companies that have their own training program because insurance-wise, they have a lot at stake when they pass a student and put them on the road,” Runnels said. “They already have to worry about negligent training, negligent entrustment and negligent hiring. Would they want to throw negligent testing on top of that? It’d just be another layer of liability that a trucking company would have if they pass somebody that shouldn’t have been.”

Runnels himself was an over-the-road driver trainer for five years with Gordon Trucking before transitioning to an off-road position with its safety department. He also spent a number of years training drivers for Indiana-based carrier OnLine Transport. While curating the driver school curriculum, he decided against applying to become a third-party tester as he and the company felt it’d be a conflict of interest.

“We saw fraud a few years ago when they allowed instructors to test their own students,” Runnels said. “As someone that created and ran a training program for a carrier, I understand the frustration with scheduling tests but I’m not sure this is the answer.”

The post CDL fraud could rise under relaxed requirements appeared first on Commercial Transportation & Trucking Insurance - Reliance Partners.

When buying insurance, it can sometimes seem as though premiums change on a whim.

But the truth about changing rates comes from a fluctuating insurance market that is cyclical in nature.

In a soft market, business owners can take advantage of broader terms of coverage, increased capacity, higher available limits and competition among insurance carriers for new business. But in a hard market, buyers are faced with increased premiums, diminished underwriting appetite, restricted coverage, and less competition.

While many business leaders have enjoyed the benefits of a soft market for years, several factors are causing commercial truck insurance rates to rise. Among them are catastrophic losses (such as floods, hurricanes, and wildfires) and higher than normal claim costs due to nuclear verdicts. In turn, underwriters that are struggling to overcome losses tend to exercise caution.

All in all, insurance buyers are facing difficult decisions regarding their insurance coverage. Here are 6 steps you can take to stay ahead of rising insurance rates:

Related Post: The Next Generation of Cargo Insurance: Real-Time and On-Demand.

1) Understand your insurance program.

You don’t need to be an expert on your coverage—that’s the role of your insurance broker—but you should always check to ensure your policies account for your business’s greatest exposures. A firm understanding of your coverage also ensures you’re not overlooking any exclusions. This knowledge will help you secure the right policy for your business. Ask your agent or account manager to review your policy with you and get the guidance you need on making adjustments as needed, especially during a hardening market.

2) Refine your risk management efforts.

Where possible, take the time to double down on your record management and loss control data. Doing so will make your business more attractive to insurers. Motor carriers without a safety manager or documented safety procedures can have a tough time securing favorable quotes. But your broker should be able to help you review existing policies and procedures. Ask your agent to make suggestions on how to get the information underwriters will need in order to get you the rates you deserve.

3) Know your loss history.

In a hard market, underwriters will be especially critical when reviewing loss trends. As a follow on from step 2, be prepared to explain the factors contributing to a specific loss. You’ll also need to clearly explain the steps you’ve taken to mitigate future losses.

Related Post: Do I Need Trailer Interchange or Non-Owned Trailer Coverage?

4) Budget wisely and plan ahead.

In some cases, premium increases are unavoidable. Even in a soft market, business leaders ought to take insurance costs into account alongside their other normal expenses. Best practice dictates that the more time you allocate for the quoting and the renewal process, the more options you’ll have. Your agent will also have a better chance at pricing the right solution and fine-tuning your policy if you’re being proactive.

How do you know whether you’re planning well enough ahead? That’s based on your fleet size. As a rule of thumb, you should be reaching out to your agent at the following times:

• 1-9 trucks or power units: 45 days from your policy’s expiration date.
• 10-50 trucks or power units: 90 days from your policy’s expiration date.
• 50+ trucks or power units: 120 days from your policy’s expiration date.

5) Work with the right insurance agency.

Motor carriers too often shop for insurance quotes like they shop for fuel. But changing agents and insurance companies each time you get a cheaper quote elsewhere are big red flags for underwriters. The reason? Insurance companies don’t want to insure instability—they’re always more willing to insure businesses that can demonstrate stability. That’s why it’s vital to have a trusted insurance professional advising your business. Partnering with a broker that has strong carrier relationships and undisputed knowledge of your industry can mean the difference between a hard stop to your operations and sustainable business growth.

6) Communicate early and often.

In order to understand how a hard market might affect your business, it’s imperative to keep the communication channels between you and your agent open. Starting the renewal process early can also give your agency more time to secure the best coverage for your business.

Business owners who proactively address risk, control losses and manage exposures will be better prepared in and out of a hardening market than those who do not. Work with your broker now to prepare your business for changes down the road.

The post The 6 Steps to Staying Ahead of Rising Commercial Truck Insurance Rates appeared first on Commercial Transportation & Trucking Insurance - Reliance Partners.

The FreightTech Innovation Challenge is a 24-hour competition for college students from across the country to team up and tackle some of the greatest challenges in the transportation and logistics industries. This event will honor the culture of innovation, vulnerability, and disruption that consistently fuels the exponential growth in freight. 141 students applied representing 24 schools, 51 students from 15 schools were selected to participate in this challenge. Students from across the U.S. will represent top supply and chain business programs such as Michigan State University, Purdue University, Georgia Institute of Technology, Iowa State University, University of Georgia, Georgia Southern University, Emory University, and University of Puerto Rico at Mayaguez.

Reliance Partners is excited to be a part of this event. “The FreightTech Innovation Challenge will be a powerhouse event of innovative thought in our industry that hosts the brightest young minds from across the nation’s most prestigious schools to drive the future of freight,” said Sahej Singh, Business Intelligence & Strategy Manager at Reliance Partners, who is one of the sponsors for the event. Winners will be rewarded with the grand prize of $5,000 second place earning $3,000, and $1,000 for third place.

Reliance Partners is honored to be a part of this event and hopes to help change the norms of diversity and innovation within the industry. Good luck to all participants!

The post Reliance Partners, Proud Sponsor of the FreightTech Innovation Challenge appeared first on Commercial Transportation & Trucking Insurance - Reliance Partners.

Chattanooga, Tenn., March 26, 2019- Reliance Partners was Named One of the 2019 Best Workplaces in Financial Services & Insurance, by FORTUNE. Great Place to Work®, a research and consulting firm, analyzed anonymous survey responses representing over 726,000 employees working in the Financial Services & Insurance industry in the United States.

All employees were surveyed, and comprehensive characteristics were considered: experiences of accountability, trust, the ability to stretch ones’ capabilities regardless of position or ranking. The remaining portion of the rank evaluates all employees’ daily experiences of innovation, company values, and successful leadership.

Companies were required to meet the Great Place to Work-Certified standard to be considered. Companies with 10 to 999 people were considered for the small and medium category; companies with 1,000 employees or more were considered for the large category. Review of outliers in survey responses, financial performance, and news solidified trust in a company’s survey results.

Reliance Partners is one of the fastest-growing commercial insurance agencies in the country and a leader in the commercial transportation and logistics insurance space. The company has locations in Chattanooga, Tenn., Birmingham, AL, Chicago, IL, Vero Beach, FL, Austin, TX, Milwaukee, WI and Victoria, TX with a national client base. The company was incorporated in 2009 by a group of individuals with a common goal: to be the best agency in the insurance industry.

To learn more, please follow this link: https://www.greatplacetowork.com/best-workplaces/finance-insurance/2019

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Saturday, February 16^th 50 Reliance Partners employees volunteered with the Chambliss Center for Children. Groups spread out to tackle several projects from disinfecting classrooms and toys to mulching the playground. A helping hand goes along way, and Reliance is grateful to help in any way possible. Moving forward, we are excited to find needs throughout Chattanooga and serve together.

Want to see more? Follow the link below for a better preview into our day with the Chambliss Center for Children. Be on the lookout for our next Reliance Partners service day! We can’t wait. Know of an area we could serve in? Please reach out to employeesuccess@reliancepartners.com . We would love to hear your ideas on where there is a need in the community.

https://www.youtube.com/watch?v=H4regYFj2Xw&feature=youtu.be

-Anna Rogers

The post The Reliance Way appeared first on Commercial Transportation & Trucking Insurance - Reliance Partners.

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Your driver had to wait long past his appointment to unload, and now he’s out of hours. The receiver says the driver has to leave the property, but doing so will break federal hours of service rules. The now-required electronic logging device means he can’t “fudge” his duty records with the ELD as he might have with paper.

In recognition of this dilemma, last June, the Federal Motor Carrier Safety Administration loosened up its guidance on personal conveyance to offer drivers more flexibility so they can find a safe parking spot in these situations.

But there’s been a lot of confusion about it ever since. So, we took a closer look at the guidance and spoke to John Seidl, a former enforcement official who’s now a safety consultant to fleets with Reliance Partners, and came up with these six things you need to know about personal conveyance.

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1. Personal conveyance is not new

Personal conveyance is not a new part of the hours of service regulations. Motor carriers may, at their discretion, authorize drivers to use a commercial motor vehicle while off-duty for personal conveyance. This must be documented in a driver’s logs. That’s not new.

But there’s a big difference in how those rules are now interpreted. The previous guidance prohibited the use of “laden” (i.e., loaded) vehicles as personal conveyance. The new guidance instead focuses on the reason the driver is operating the commercial vehicle while off-duty, whether it’s loaded or not. This allows drivers who run out of legal driving hours while delayed at a shipper or receiver to get to the nearest, reasonable, safe place to obtain rest.

2. What the guidance says

Here’s the core of the guidance:

“A driver may record time operating a CMV for personal conveyance (i.e., for personal use or reasons) as off-duty only when the driver is relieved from work and all responsibility for performing work by the motor carrier. The CMV may be used for personal conveyance even if it is laden, since the load is not being transported for the commercial benefit of the carrier at that time. Personal conveyance does not reduce a driver’s or motor carrier’s responsibility to operate a CMV safely. Motor carriers can establish personal conveyance limitations either within the scope of, or more restrictive than, this guidance, such as banning use of a CMV for personal conveyance purposes, imposing a distance limitation on personal conveyance, or prohibiting personal conveyance while the CMV is laden.”

Seidl emphasizes that personal conveyance has nothing to do with sleeper berth or on-duty/not driving status. It is an off-duty status. “The key is, are you doing something that would be considered work related to and benefiting the carrier? If it’s not to their benefit, and it’s not work, then it most likely falls under personal conveyance.”

For instance, he says, if you’re driving to a plant or terminal to be loaded or dispatched, that’s work. So is driving the truck to have maintenance performed. “A good rule of thumb,” he said, “is if you’re trying to convince yourself that it’s not work, then it’s probably work.”

Seidl suggests drivers laminate the last page of the PDF version of the guidance and keep it in their truck, because it specifically addresses under what circumstances a driver may operate a commercial motor vehicle as a personal conveyance, complete with examples of what is appropriate and what is not.  Drivers will have a much easier time articulating to a roadside officer why they used personal conveyance if they have access to this document during an inspection.

You can find the guidance here:

https://www.fmcsa.dot.gov/regulations/hours-service/personal-conveyance

https://www.gpo.gov/fdsys/pkg/FR-2018-06-07/pdf/2018-12256.pdf

3. Remember this: Closest, safe, reasonable

One of the examples in the guidance, and the one that addresses the scenario we cited at the beginning, is this one: “Time spent traveling to a nearby, reasonable, safe location to obtain required rest after loading or unloading.”

“You have to go to the closest, safe, reasonable location to rest,” Seidl says. “What if your residence is 200 miles away and there’s 28 truckstops in between you and there; can you drive home using personal conveyance? No.”

Similarly, he says, that means drivers can’t just drive to their terminal on personal conveyance after loading or unloading, either. The only caveat to that is if your residence and/or terminal happens to be the closest, safe, reasonable place to obtain rest after loading or unloading.

“A good rule of thumb is if you’re trying to convince yourself that it’s not work, then it’s probably work.”

“The federal government now is taking cases galore on people driving to residences when they shouldn’t be or all the way to their terminal, when they should be going to a nearby/reasonable/safe location.”

It also means that if the closest, safe, reasonable place to rest is in the opposite direction of where the driver’s load will be taking him in the morning, that’s where he needs to head – not in the direction that will take him closer to his destination.

“You can’t go to the truckstop 28 minutes in the direction of your next delivery if there’s one 12 minutes away in the opposite direction,” Seidl says. “Conversely, you are allowed to head in the direction of your next shipper and/or receiver as long as that location is the closest, safe and reasonable place to obtain rest.”

What if the nearest truckstop or rest area doesn’t have any parking available? Then you’re allowed to use personal conveyance to travel to the next closest, safe, reasonable parking spot. But Seidl recommends drivers document the fact that the closest place was full.

Use your smartphone, he says, and take time-stamped photographs, panoramas, or video evidence that it is full. Then proceed to the next closest reasonable spot.

Seidl also notes that there’s not a specific distance limit. “If you’re in Alaska and you unload, can you go 68 miles to the closest truckstop? Yes.”

4. There’s a limit to using personal conveyance for ‘commuting’

The most abused and misunderstood portion of the guidance, according to Seidl, is this one: “Commuting between the driver’s terminal and his or her residence, between trailer-drop lots and the driver’s residence, and between work sites and his or her residence.

It’s fine for the driver to use personal conveyance to drive his or her truck home from the terminal or trailer drop lot once they’re off duty, Seidl says, but not from the shipper or receiver to your residence. Seidl says the term “work site” was intended for construction sites, not, for instance, loading and unloading.

“If you are driving to go to a plant or a terminal to be dispatched, that’s work. You can’t drive using personal conveyance to a facility to get loaded.”

The guidance also notes that “in these scenarios, the commuting distance combined with the release from work and start to work times must allow the driver enough time to obtain the required restorative rest as to ensure the driver is not fatigued.” Remember the 2014 crash where a Walmart driver crashed into a limo van and killed comedian James McNair and seriously injured comedian Tracy Morgan? The National Transportation Safety Board determined that although the driver was only on hour 13 of a 14-hour shift, he had driven for 12 hours from his home in Georgia to Delaware to start his route.

5.  There are other uses for personal conveyance

Some of the other times personal conveyance may be allowed, according to the guidance:

• Time spent traveling from a driver’s en route lodging (such as a motel or truck stop) to restaurants and entertainment facilities. There is no specific distance limit on this, which could be construed by some as an oversight in the guidance, Seidl says. “If you’re at a truckstop and want to drive to get more healthy food or to a movie theater, you can.”

• Moving a CMV at the request of a safety official during the driver’s off-duty time. So, if a driver has pulled onto an off-ramp to park and the highway patrol knocks on his door and tells him to move, he can push personal conveyance on the ELD and move to the closest, reasonable, safe location, Seidl says.

• Time spent transporting personal property while off-duty. “This is probably something you want to stay away from,” Seidl says, although he has worked with clients whi have used this exception in a few scenarios.

6: Your company needs to have a personal conveyance policy in place

In order for drivers to use personal conveyance, it must be allowed by the motor carrier they’re driving for: “…only when the driver is relieved from work and all responsibility for performing work by the motor carrier.”

However, the guidance also says that motor carriers can establish limits on its use. “The motor carrier could say in a personal conveyance policy that drivers are relieved from work as long as they are within the following parameters,” Seidl says. “They could say, I don’t want you to leave a truckstop and go to nearby restaurant or entertainment location,” even though that is allowed by the personal conveyance regulations if the carrier has relieved the driver of work and responsibility.

Seidl recommends that carriers do allow drivers to use personal conveyance under certain guidelines.

It would be short-sighted for motor carriers to not allow personal conveyance at all, he says, because they’re risking roadside violations in some scenarios, possibly setting themselves up for a violation of the coercion rule for forcing a driver to break the law – and it’s also a recruiting/retention tool, he says.

“Companies that use personal conveyance to their advantage will retain drivers, because you’re allowing your drivers extra flexibility to get their job done. With the driver shortage, personal conveyance is something you should embrace – but you need to do it properly.”

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