Trucking Website Best Practices for 2012

Posted on February 27th, 2012 by transportationlegalnews

The Top 10 website elements that your organization should review when designing your website:

  1. Header, logo and value proposition
  2. Navigation (keep it simple)
  3. Page title, meta description, keywords (on page SEO)
  4. Unique design, color and theme & content balance
  5. Graphics, video, blog
  6. Download speed
  7. Quality inbound links, no-follow outbound links
  8. Call to Action!
  9. Analytics
  10. Conversion rate

The Top 10 Watch Out tips include:

  1. Beware of templates that make your site look the same as other sites
  2. Out of date content
  3. Out of date images and photographs
  4. Comingling of Personal Lines and Commercial Lines
  5. Vague or non-existent Call To Actions on each page
  6. Too many Calls To Action on a given web page
  7. Browser incompatibility
  8. Large graphics or Flash video with limited content
  9. Broken links
  10. Using design elements and features that make your site look the same as other sites

Once the Top 20 is fully reviewed, take the time to review your analytics, be it free Google analytics or a fee-for-service solution. What is your bounce rate? What are your top ten blogs? Are there certain traffic spikes attributable to web marketing initiative such as eMarketing and webinars? Learn the nuances of your site, monitor, measure and leverage your trucking agency website as one of the truly important tools in your marketing efforts.

Discovery in the Trucking Litigation Process

Posted on February 20th, 2012 by transportationlegalnews

Discovery is a very important step in the trucking litigation process, as itsets the tone for litigation. Responses to discovery, for example, may be used against a party at trial. We take the aggressive approach of serving discovery upon opposing parties as soon as the Complaint and Answer have been filed in an effort to lock the party into a set of facts before they really have a chance to develop their version of the case with the assistance of counsel. Methods of discovery include; depositions, interrogatories, request for production of documents, independent medical examinations, subpoenas and requests for admissions. All of these are important tools in determining the position and support for the opposing parties’ claims/defenses in their case.

Discovery is broad. Parties are permitted to discover any matter, not privileged, which is relevant to the subject matter of the action. Generally, the courts allow discovery, however, discovery is not to be used as a fishing expedition. In fact, the information sought in discovery does not necessarily need to be admissible at trial, it simply needs to be reasonably calculated to lead to admissible evidence.

Documents and information may be protected from discovery if the information is privileged. The most common privileges applicable to the litigation of motor vehicle accidents are attorney client privilege and attorney work product. Attorney client privilege protects confidential communications between a client and his/her attorney. Work Product Privilege protects the mental impressions of a client’s attorney, which may include the attorney’s notes, opinions, research, memos and legal theories of the case. Neither of these privileges are absolute and the court may order disclosure despite the existence of either privilege.

In responding to discovery, a party cannot fail to disclose a document or information, simply because the document or information is not favorable to that party’s case. Thus, when documenting an accident and keeping general records, it is important to be aware of the possibility that those documents and records will most likely be discoverable, which is one of the reasons we recommend not taking a driver’s statement following an accident. The statement will be discoverable and may be used against the client later in litigation. Keep in mind that company emails concerning the accident are generally discoverable unless they fall under a privilege. Therefore, the content of company emails regarding the accident should be limited to relevant information.

Discoverability, Admissibility, and Trucking Law

Posted on February 9th, 2012 by transportationlegalnews

The procedure is routine. An accident happens. The trucking company’s designated person collects the information—driver’s report, police report, maybe even a reconstruction report in the most severe cases. Sometimes the review is performed by a committee rather than a single adjudicator.

The limited information is reviewed and an opinion rendered—”preventable accident”. A letter is sent to the driver informing him of the company’s sanction. He is also told of the tripwires for future sanctions and what the sanctions will/may be.

The letter goes in the file. The next accident is reviewed, the process is repeated.

Routine. Until suit is filed and discovery propounded. The plaintiff’s document request, perhaps a canned form off the web or from a trial lawyer seminar, asks for any “internal investigations, reviews, determinations, correspondence, or any other writings with regard to ‘the accident’, including but not limited to any determinations as to whether the accident was ‘preventable’ and any sanctions, penalties, or warnings to the Defendant-driver.”

Is this information discoverable? If so, is it admissible? The answers to either or both may be crucial to your defense.

For detailed case law relating to this subject, please visit: http://cdl-law.com/files/PREVENTABILITYARTICLE.pdf

Update Your VMT and PU Data

Posted on February 1st, 2012 by transportationlegalnews

On your MCS-150 form, your vehicle miles traveled (VMT) and power unit (PU) data are used to calculate your Unsafe Driving and Crash Indicator Behavior Analysis and Safety Improvement Category (BASIC) percentiles. Therefore, it is important to keep your VMT and PU data updated. You can make sure that FMCSA is calculating  your percentiles using the most updated information by clicking here

Popular Trucking Law Blogs

Posted on January 15th, 2012 by transportationlegalnews

We’ve blogged about a number of important issues regarding trucking law and trucking news over the last few months. Though there are a wide variety of issues and topics to discuss in the trucking industry, the revised HOS regulations certainly take precedent. Here are a few of our most popular blogs on the issues:

OTHERS DISPLEASED WITH HOS REGS

Posted on January 5th, 2012 by transportationlegalnews

“The final trucking hours of service rule will have a negative impact on manufacturers’ supply chains, distribution operations and productivity.” 

“Rather than encouraging greater efficiency, the new hours of service regulations will increase transportation costs, congestion and pollution by funneling more trucks onto the road at peak driving times.”

“These new regulations will still drive up costs for businesses and consumers while making our highways and city streets more dangerous rather than safer…This is a case where something that might sound good on paper doesn’t work in the real world.”

Disgruntled truckers upset about the HOS Final regulations? 

No.  These are the reactions of manufacturer and retailer representatives in a Journal of Commerce Online article.  They recognize that the impact is not limited to truckers. 

You can access the article at http://www.linkedin.com/news?viewArticle=&articleID=1011843145&gid=69482&type=member&item=86965799&articleURL=http%3A%2F%2Fbit%2Ely%2Ftq4DbT&urlhash=FGqh&goback=%2Egde_69482_member_86965799

DRIVING TIME=11 HOURS…FOR NOW

Posted on January 1st, 2012 by transportationlegalnews

Despite its express preference to reduce the driving time limit to 10 hours, the FMCSA retained the current 11 hours.  However, its explanation sounded more like a football official when replay did not conclusively show the call on the field to be wrong. 

The FMCSA explained that it kept the 11 hour driving time because of the absence of “compelling scientific evidence demonstrating the safety benefit of a 10-hour driving limit.”  However, this is not the end of the discussion.

The FMCSA further stated, “This is not to say that FMCSA is foreclosing the possibility of action on this subject; future research may provide a basis for reconsidering the daily driving limit.”  Included in its ongoing review is a plan by the FMCSA to match data collected from driver logs with crash information to determine the level of crash risk by hours of driving. 

 

HOS FINAL REGULATIONS

Posted on December 22nd, 2011 by transportationlegalnews

The FMCSA issued final Hours of Service Regulations effective July 1, 2013.  The key provisions are as follows:

1.  11 Hour Rule is retained-commercial drivers may continue to drive up to 11 hours per day.  The FMCSA  states that it could not find compelling scientific evidence to support a reduction to 10 hours of driving time.

2.  “On-Duty” definition is changed to exclude any time resting in a parked commercial motor vehicle.  This change, effective within 60 days, permits a day-cab driver to take a break in the cab without having to log the time as “on-duty”.  This does not alter the duty status requirements if the driver has responsibilities for loading and unloading.

These are the highlights of the new HOS regulations.  Check back for more indepth thoughts as well as following us on Twitter, Facebook, and Linkedin.

3.  Required Break after 8 hours on-duty.  A driver must take a break of at least 30 minutes after 8 consecutive hours on-duty.  NOTE:  This is after coming on duty, not just 8 hours of driving.  If a driver starts the day by logging “on-duty” for 2 hours and begins to driver, the driver would have to take a 30 minute break after 6 hours of driving (2 “on-duty” + 6 “driving”=8 hours after last off-duty period).

4.  34 Hour restart is kept, but in a different form and with limitations.  A 34 hour restart may be taken once every 168 hours.  If you start your 34 hours off at at 6:00 a.m. on a Tuesday, you cannot begin your next 34 hours off before 6:00 a.m. the next Tuesday.

Further, the 34 hours off must include 2 period between 1:00 a.m. and 5:00 a.m.  Thus, if a driver starts a restart at 6:00 a.m. on a Tuesday, he would be credited with completing it until 5:00 a.m. on Thursday–47 hours later.  KEY:  if you start your 34 hours by 7:00 p.m., you can get out in 34 hours.  

5.  14 hour rule unchanged.  The current 14 hour work window is unchanged.  More importantly, the 13 hour maximum on-duty/driving time in the proposed rule was not adopted as it was found to be unnecessarily complicating.  Further, the mandated 30 minute break reduces the time on-duty or driving to a maximum 13.5 hours during the work day.

It also did not adopt the requirement that a driver go ”off-duty” after the 14 hour work window.  The FMCSA also did not adopt the propose rule’s extension of the work window to 16 hours twice per week.

New Hours of Service Rule Published

Posted on December 22nd, 2011 by transportationlegalnews

Today the FMCSA published the New Hours of Service Rule. These rule changes, as those that have come before them, will effect truckers, trucking agency, and trucking litigation cases. The impact will be widespread, and only time will tell the long-term results of these changes. The highlight, however, are below:

  • The new rule retains the 11 hour driving limit.
  • Truck drivers cannot drive after working eight hours without first taking a break of at least 30 minutes. Drivers can take the 30-minute break whenever they need rest during the eight-hour window.
  • Compliance with the new rule must be completed by July 1, 2013.

For more, check back on our blog or subscribe to our newsletter.

FMCSA Bans Use Of Handheld Cellphones

Posted on December 12th, 2011 by transportationlegalnews

On November 23, 2011, FMCSA issued a final rule restricting handheld cellphone use by drivers of commercial motor vehicles. The final rule amends several federal regulations including 49 CFR parts 177, 383, 384, 390, 391 and 392. Under the final rule a driver is prohibited from holding a cell phone to talk, press more than one button to dial and reaching for a cell phone in an unsafe manner.

The rule not only effects drivers, but requires interstate motor carrier to ensure that their drivers comply with the restrictions. Also a motor carrier is not permitted to require or allow a driver to use a handheld device while the driver is operating in interstate commerce. One exception to the final rule allows a driver to utilize a handheld device when it is necessary to contact law enforcement or other emergency service providers.

Violation of the final rule may carry steep penalties. Multiple violations of the rule within a three year period would disqualify a driver from operating a commercial motor vehicle in interstate commerce, under 49 CFR 392.82. For each violation, even a driver’s first violation, the driver may be subject to a civil penalty of up to $2,750.00. A motor carrier who is found to have allowed a driver to utilize a handheld mobile phone while driving would be subject to civil penalties as well in an amount up to $11,000.00.

The new rule is expected to become effective on January 1, 2012. The final rule is expected to be published in early December and will become effective within thirty days of the effective date.